Thermal management system and vehicle with same

Abstract

The utility model discloses a thermal management system and a vehicle with the same, the thermal management system comprises an air conditioning module, the air conditioning module comprises a compressor, an exterior heat exchanger and an interior evaporator which are connected to form a refrigerant loop, the compressor is provided with an inlet and an outlet, the inlet of the compressor is connected with the interior evaporator, and the outlet of the compressor is connected with the exterior heat exchanger; the first ejector is provided with a first ejection inlet, a second ejection inlet and a first ejection outlet, the outside-vehicle heat exchanger is connected between an outlet of the compressor and the first ejection inlet, and the inside-vehicle evaporator is connected between the first ejection outlet and an inlet of the compressor; the refrigerator refrigeration module is connected with the end, connected with the in-car evaporator, of the out-car heat exchanger and the second injection inlet. According to the thermal management system provided by the embodiment of the utility model, the refrigerant pressure loss of the evaporator in the vehicle can be reduced, so that the refrigerating capacity of the thermal management system can be ensured, and the refrigerating efficiency is high.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a thermal management system and a vehicle with the same. Background Art

[0002] The thermal management system in the related technology usually includes the function of an on-board refrigerator, that is, the thermal management system includes at least an air-conditioning module and a refrigerator refrigeration module. However, in the refrigeration mode, since the target evaporating temperatures of the passenger compartment and the refrigerator are different, the target evaporating temperature and the corresponding evaporating pressure of the passenger compartment are higher than the target evaporating temperature and the corresponding evaporating pressure of the refrigerator. Therefore, the pressure at the outlet of the evaporator in the vehicle needs to be lowered to the same level as the pressure at the outlet of the refrigerator refrigeration module and then flowed back to the compressor, which will increase the pressure loss of the air-conditioning module, reduce the refrigerant flow rate, and reduce the cooling capacity, which will affect the refrigeration performance of the air-conditioning module. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a thermal management system that can reduce the refrigerant pressure loss of the evaporator in the vehicle, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0004] The utility model also provides a vehicle with the thermal management system.

[0005] In order to achieve the above-mentioned purpose, according to the first aspect embodiment of the utility model, a thermal management system is proposed, including: an air-conditioning module, the air-conditioning module includes a compressor, an outdoor heat exchanger and an indoor evaporator connected to form a refrigerant circuit, the compressor having an inlet and an outlet, the inlet of the compressor being connected to the first end of the indoor evaporator, and the outlet of the compressor being connected to the first end of the outdoor heat exchanger; a first ejector, the first ejector having a first ejection inlet, a second ejection inlet and a first ejection outlet, the second end of the outdoor heat exchanger being connected to the first ejection inlet, and the second end of the indoor evaporator being connected to the first ejection outlet; a refrigerator refrigeration module, the first end of the refrigerator refrigeration module being connected to the second end of the outdoor heat exchanger, and the second end of the refrigerator refrigeration module being connected to the second ejection inlet.

[0006] The thermal management system according to the embodiment of the utility model can reduce the refrigerant pressure loss of the evaporator in the vehicle, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0007] According to some embodiments of the present invention, the first ejection inlet and the first ejection outlet are respectively arranged at opposite ends of the first ejector, and the second ejection inlet is arranged on the periphery of the first ejector.

[0008] According to some embodiments of the present invention, the first ejector includes: an intake section, which is provided with the first ejection inlet and the second ejection inlet; a mixing section, which is connected to the intake section; and a diffuser section, which is connected to the mixing section and is provided with the first ejection outlet.

[0009] According to some embodiments of the present invention, the cross-sectional area of ​​the diffuser section gradually increases in a direction away from the mixing section.

[0010] According to some embodiments of the present utility model, the thermal management system also includes: a first on-off valve, wherein the first end of the first on-off valve is connected to the second end of the refrigerator refrigeration module, and the second end of the first on-off valve is connected to the inlet to control the on-off between the refrigerator refrigeration module and the inlet.

[0011] According to some embodiments of the present utility model, the air-conditioning module also includes: a second on-off valve, the first end of the second on-off valve is connected to the second end of the external heat exchanger, and the second end of the second on-off valve is connected to the first injection inlet to control the on-off between the external heat exchanger and the first injection inlet.

[0012] According to some embodiments of the present utility model, the air conditioning module further includes: a first throttling element, a first end of the first throttling element is connected to the second end of the second on-off valve, and a second end of the first throttling element is connected to the second end of the in-vehicle evaporator.

[0013] According to some embodiments of the present utility model, the refrigerator refrigeration module includes: a refrigerator refrigeration heat exchanger; a second throttling element, a first end of the second throttling element is connected to the second end of the external heat exchanger, and a second end of the second throttling element is connected to the first end of the refrigerator refrigeration heat exchanger; a third on-off valve, a first end of the third on-off valve is connected to the second end of the refrigerator refrigeration heat exchanger, and a second end of the third on-off valve is connected to the second injection inlet to control the on-off between the refrigerator refrigeration heat exchanger and the second injection inlet.

[0014] According to some embodiments of the utility model, the air-conditioning module also includes: an in-vehicle condenser, a first end of the in-vehicle condenser is connected to the second end of the outdoor heat exchanger, and the second end of the in-vehicle condenser is connected to the first end of the outdoor heat exchanger; a fourth on-off valve, a first end of the fourth on-off valve is connected to the second end of the outdoor heat exchanger, and the second end of the fourth on-off valve is connected to the inlet to control the on-off between the outdoor heat exchanger and the inlet.

[0015] According to some embodiments of the utility model, the air-conditioning module also includes: a third throttling element, a first end of the third throttling element is connected to the second end of the in-vehicle condenser, and a second end of the third throttling element is connected to the first end of the out-vehicle heat exchanger; a fifth on-off valve, the fifth on-off valve is connected in parallel with the third throttling element to control the on-off between the in-vehicle condenser and the out-vehicle heat exchanger.

[0016] According to some embodiments of the utility model, the thermal management system has an air-cooling state; when the thermal management system is in the air-cooling state, the second on-off valve and the fifth on-off valve are opened, the third on-off valve, the first on-off valve and the fourth on-off valve are closed, the first throttling element is opened and plays a throttling role, the outdoor heat exchanger acts as a condenser, and the indoor evaporator acts as an evaporator.

[0017] According to some embodiments of the utility model, the thermal management system has a cold state; when the thermal management system has a cold state, the first on-off valve and the fifth on-off valve are opened, the second on-off valve, the third on-off valve and the fourth on-off valve are closed, the second throttling element is opened and plays a throttling role, the outdoor heat exchanger acts as a condenser, and the refrigerator refrigeration heat exchanger acts as an evaporator.

[0018] According to some embodiments of the utility model, the thermal management system has an air-cooled and ice-cold state; when the thermal management system is in the air-cooled and ice-cold state, the second on-off valve, the third on-off valve and the fifth on-off valve are opened, the first on-off valve and the fourth on-off valve are closed, the first throttling element and the second throttling element are opened and play a throttling role, the outdoor heat exchanger acts as a condenser, and the indoor evaporator and the refrigerator refrigeration heat exchanger act as evaporators.

[0019] According to some embodiments of the utility model, the thermal management system has an empty-heat state; when the thermal management system is in the empty-heat state, the fourth on-off valve is opened, the second on-off valve, the third on-off valve, the first on-off valve and the fifth on-off valve are closed, the third throttling element is opened and plays a throttling role, the in-vehicle condenser acts as a condenser, and the out-of-vehicle heat exchanger acts as an evaporator.

[0020] According to some embodiments of the present utility model, the thermal management system further includes: a battery heat exchange module, a first end of the battery heat exchange module is connected to the second end of the external heat exchanger, and a second end of the battery heat exchange module is respectively connected to the inlet and the outlet.

[0021] According to some embodiments of the present invention, the battery heat exchange module includes: a battery pack heat exchanger, wherein the first end of the battery pack heat exchanger is connected to the second end of the external heat exchanger; a sixth on-off valve, wherein the first end of the sixth on-off valve is connected to the second end of the battery pack heat exchanger, and the second end of the sixth on-off valve is connected to the inlet to control the on-off between the battery pack heat exchanger and the inlet; and a seventh on-off valve, wherein the first end of the seventh on-off valve is connected to the outlet, and the second end of the seventh on-off valve is connected to the second end of the battery pack heat exchanger to control the on-off between the battery pack heat exchanger and the outlet.

[0022] According to some embodiments of the present utility model, the battery heat exchange module includes: a fourth throttling element, a first end of the fourth throttling element is connected to the second end of the external heat exchanger, and a second end of the fourth throttling element is connected to the first end of the battery pack heat exchanger; a fifth throttling element, a first end of the fifth throttling element is connected to the second end of the battery pack heat exchanger, and a second end of the fifth throttling element is respectively connected to the first end of the sixth on-off valve and the second end of the seventh on-off valve.

[0023] According to some embodiments of the present utility model, the battery heat exchange module also includes: a first one-way valve, the first end of the first one-way valve is connected to the first end of the fourth throttling element, and the second end of the first one-way valve is respectively connected to the first end of the second on-off valve, the first end of the second throttling element and the first end of the fourth on-off valve, the first one-way valve only allows refrigerant to flow from the battery pack heat exchanger to at least one of the second on-off valve, the second throttling element and the fourth on-off valve; a second one-way valve, the first end of the second one-way valve is connected to the first end of the fourth throttling element, and the second end of the second one-way valve is connected to the second end of the off-vehicle heat exchanger, and the second one-way valve only allows refrigerant to flow from the off-vehicle heat exchanger to the battery pack heat exchanger.

[0024] According to some embodiments of the utility model, there are multiple battery pack heat exchangers, the fourth throttling element and the fifth throttling element, multiple battery pack heat exchangers are connected in parallel, and both ends of each battery pack heat exchanger are respectively connected in series with the corresponding fourth throttling element and the fifth throttling element.

[0025] According to some embodiments of the present utility model, the inlet includes a first inlet and a second inlet spaced apart from each other, the first end of the in-vehicle evaporator, the second end of the first on-off valve and the second end of the fourth on-off valve are all connected to the first inlet, and the second end of the sixth on-off valve is connected to the second inlet.

[0026] According to some embodiments of the present utility model, the thermal management system also includes: a second ejector, the second ejector having a third ejection inlet, a fourth ejection inlet and a second ejection outlet, the third ejection inlet is connected to the second end of the external heat exchanger, the fourth ejection inlet is connected to the first end of the internal evaporator, and the second ejection outlet is connected to the first end of the battery pack heat exchanger.

[0027] According to some embodiments of the present utility model, the battery heat exchange module also includes: an eighth on-off valve, a first end of the eighth on-off valve is connected to the second end of the external heat exchanger, and a second end of the eighth on-off valve is connected to the third injection inlet to control the on-off between the external heat exchanger and the third injection inlet; a sixth throttling element, the eighth on-off valve is connected in series with the second injection inlet and is connected in parallel with the sixth throttling element, when the eighth on-off valve disconnects the external heat exchanger and the third injection inlet, the refrigerant of the external heat exchanger passes through the sixth throttling element and enters the battery pack heat exchanger, and when the eighth on-off valve disconnects the external heat exchanger and the third injection inlet, the refrigerant of the external heat exchanger passes through the sixth throttling element and enters the battery pack heat exchanger.

[0028] According to some embodiments of the utility model, the air-conditioning module also includes: a ninth on-off valve, the first end of the ninth on-off valve being respectively connected to the first end of the in-vehicle evaporator and the fourth injection inlet, and the second end of the ninth on-off valve being connected to the inlet to control the on-off between the in-vehicle evaporator and the inlet.

[0029] According to some embodiments of the present utility model, the outdoor heat exchanger includes: a first outdoor heat exchanger, the first end of the first outdoor heat exchanger is connected to the second end of the indoor condenser, the second end of the first outdoor heat exchanger is respectively connected to the first end of the second on-off valve, the first end of the fourth on-off valve, the first end of the eighth on-off valve and the first end of the second throttling element; a second outdoor heat exchanger, the second outdoor heat exchanger is connected in parallel with the first outdoor heat exchanger.

[0030] According to some embodiments of the present utility model, the thermal management system also includes a motor cooling module, which includes: a three-way valve, which includes a first connection port, a second connection port and a third connection port; a motor cooling channel, wherein the first end of the motor cooling channel is connected to the first connection port; a motor heat exchanger, wherein the first end of the motor heat exchanger is connected to the second connection port; the second off-vehicle heat exchanger has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is respectively connected to the third connection port and the second end of the motor heat exchanger, the second end of the second heat exchange channel is connected to the second end of the motor cooling channel, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger, and the second end of the second heat exchange channel is respectively connected to the first end of the second on-off valve, the first end of the second throttling element and the first end of the fourth on-off valve.

[0031] According to some embodiments of the utility model, the air-conditioning module also includes: a tenth on-off valve, a first end of the tenth on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the tenth on-off valve being connected to the first end of the first outside-vehicle heat exchanger; an eleventh on-off valve, a first end of the eleventh on-off valve being connected to the second end of the in-vehicle condenser, and a second end of the eleventh on-off valve being connected to the first end of the second outside-vehicle heat exchanger.

[0032] According to some embodiments of the present utility model, the thermal management system further includes: a refrigerator heating module, the in-vehicle condenser and the third throttling element are connected in series and are connected in parallel with the refrigerator heating module.

[0033] According to some embodiments of the present utility model, the refrigerator heating module includes: a refrigerator heating heat exchanger; a seventh throttling element, a first section of the seventh throttling element is connected to the outlet, and a second end of the seventh throttling element is connected to a first end of the refrigerator heating heat exchanger; an eighth throttling element, a first end of the eighth throttling element is connected to a second end of the refrigerator heating heat exchanger, and a second end of the eighth throttling element is connected to the first end of the outdoor heat exchanger.

[0034] According to a second aspect of the present invention, a vehicle is provided. The vehicle includes a thermal management system according to the first aspect of the present invention.

[0035] The vehicle according to the second aspect of the present invention can reduce the refrigerant pressure loss of the evaporator in the vehicle by utilizing the thermal management system according to the first aspect of the present invention, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system are high.

[0036] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0038] The following is a diagram of a thermal management system according to an embodiment of the present invention:

[0039] Figure 1 is a schematic structural diagram of a thermal management system according to an embodiment of the utility model;

[0040] Figure 2 is a structural schematic diagram of a thermal management system in an air cooling state according to an embodiment of the utility model;

[0041] Figure 3 is a schematic structural diagram of a thermal management system in a cold state according to an embodiment of the utility model;

[0042] Figure 4 It is a structural schematic diagram of a thermal management system according to an embodiment of the utility model in an air-cooling and ice-cooling state;

[0043] Figure 5 It is a structural schematic diagram of a thermal management system in an empty heat state according to an embodiment of the utility model;

[0044] Figure 6 It is a structural schematic diagram of a thermal management system according to an embodiment of the utility model that is additionally provided with a battery heat exchange module;

[0045] Figure 7 It is a schematic diagram of the structure of a thermal management system according to an embodiment of the utility model provided with multiple battery pack heat exchangers;

[0046] Figure 8 It is a structural schematic diagram of a compressor of a thermal management system according to an embodiment of the utility model having multiple inlets;

[0047] Fig. 9 It is a schematic structural diagram of a thermal management system provided with two ejectors according to an embodiment of the utility model;

[0048] Fig.10 It is a structural schematic diagram of a heat management system provided with a refrigerator heating module according to an embodiment of the utility model;

[0049] Fig.11 is a structural schematic diagram of a first ejector according to an embodiment of the utility model;

[0050] Fig.12It is a structural schematic diagram of a thermal management system according to another embodiment of the utility model.

[0051] Reference numerals:

[0052] 1. Thermal management system;

[0053] 110, compressor; 111, inlet; 112, first inlet; 113, second inlet; 114, outlet; 120, external heat exchanger; 121, first external heat exchanger; 122, second external heat exchanger; 130, internal evaporator; 140, internal condenser; 150, gas-liquid separator;

[0054] 200, first ejector; 210, suction section; 211, first ejector inlet; 212, second ejector inlet; 220, mixing section; 230, expansion section; 231, first ejector outlet;

[0055] 300, refrigerator refrigeration module; 310, refrigerator refrigeration heat exchanger; 320, refrigerator heating module; 321, refrigerator heating heat exchanger;

[0056] 400. Refrigerator heating module;

[0057] 500, battery heat exchange module; 510, battery pack heat exchanger; 520, first one-way valve; 520, second one-way valve;

[0058] 600, second ejector; 610, third ejection inlet; 620, fourth ejection inlet; 630, second ejection outlet;

[0059] 700, motor cooling module; 710, three-way valve; 711, first connection port; 712, second connection port; 713, third connection port; 720, motor cooling channel; 730, motor heat exchanger;

[0060] 810, a first throttling element; 820, a second throttling element; 830, a third throttling element; 840, a fourth throttling element; 850, a fifth throttling element; 860, a sixth throttling element; 870, a seventh throttling element; 880, an eighth throttling element;

[0061] 930, the first on-off valve; 910, the second on-off valve; 920, the third on-off valve; 940, the fourth on-off valve; 950, the fifth on-off valve; 960, the sixth on-off valve; 970, the seventh on-off valve; 980, the eighth on-off valve; 990, the ninth on-off valve; 1000, the tenth on-off valve; 1010, the eleventh on-off valve. DETAILED DESCRIPTION

[0062] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0063] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0064] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0065] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0066] In the description of the present invention, "plurality" means two or more.

[0067] In the description of the present invention, a first feature being “above” or “below” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact but are in contact with each other via another feature therebetween.

[0068] In the description of the present invention, a first feature “above”, “over” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0069] A thermal management system 1 according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

[0070] like Figure 1-Figure 11 As shown, the thermal management system 1 according to the embodiment of the utility model includes an air conditioning module, a first ejector 200 and a refrigerator refrigeration module 300 .

[0071] The air conditioning module includes a compressor 110, an outdoor heat exchanger 120 and an indoor evaporator 130 connected to form a refrigerant circuit. The compressor 110 has an inlet 111 and an outlet 114. The inlet 111 of the compressor 110 is connected to the first end of the indoor evaporator 130, and the outlet 114 of the compressor 110 is connected to the first end of the outdoor heat exchanger 120. The first ejector 200 has a first ejection inlet 211, a second ejection inlet 212 and a first ejection outlet 231. The second end of the outdoor heat exchanger 120 is connected to the first ejection inlet 211, and the second end of the indoor evaporator 130 is connected to the first ejection outlet 231. The first end of the refrigerator refrigeration module 300 is connected to the second end of the outdoor heat exchanger 120, and the second end of the refrigerator refrigeration module 300 is connected to the second ejection inlet 212.

[0072] Among them, the air-conditioning module in the embodiment of the utility model can cool or heat the passenger compartment, the first ejector 200 can draw in low-pressure fluid through the ejection effect of high-pressure fluid, thereby achieving fluid mixing and energy exchange, and the refrigerator refrigeration module 300 can refrigerate food or items.

[0073] According to the thermal management system 1 of the embodiment of the utility model, by connecting the first injection inlet 211 to the second end of the external heat exchanger 120, the second end of the in-vehicle evaporator 130 is connected to the first injection outlet 231, the first end of the refrigerator refrigeration module 300 is connected to the second end of the external heat exchanger 120, and the second end of the refrigerator refrigeration module 300 is connected to the second injection inlet 212.

[0074] As a result, the high-pressure and medium-temperature refrigerant flowing from the external heat exchanger 120 to the first ejector 200 can undergo isentropic expansion in the first ejection inlet 211, and the flow velocity of the refrigerant increases (the refrigerant at the first ejection outlet 231 can generally reach supersonic speed, and will be accompanied by a series of shock waves), and the pressure decreases, that is, the conversion of pressure energy into kinetic energy is realized. Moreover, since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the first ejection inlet 211 from the external heat exchanger 120) and the ejection fluid (the refrigerant flowing from the refrigerator refrigeration module 300 into the second ejection inlet 212), the ejection fluid is continuously sucked into the working fluid and gradually begins to mix with the working fluid, realizing momentum and energy. The amount of transfer is achieved, and as the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the first injection outlet 231, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. The pressure of the mixed fluid at the first injection outlet 231 is between the pressures of the working fluid and the injection fluid, that is, the first ejector 200 can play a role in increasing the pressure of the injection fluid. The fluid pressure at the first injection outlet 231 can meet the evaporation pressure requirement of the in-vehicle evaporator 130 for cooling the passenger compartment. After the refrigerant cools the passenger compartment through the in-vehicle evaporator 130, it flows into the compressor 110 through the gas-liquid separator 150 to complete the cycle.

[0075] Furthermore, under the condition that the in-vehicle evaporator 130 and the refrigerator refrigeration module 300 are operated simultaneously, the refrigerant can be mixed with the refrigerant entering the first ejector 200 from the outside heat exchanger 120 after cooling the refrigerator through the refrigerator refrigeration module 300, so that the refrigerant can reach a higher evaporation pressure, that is, the utility model can increase the pressure of the refrigerant flowing out of the refrigerator refrigeration module 300 through the first ejector 200, and then the refrigerant flows back to the compressor 110 through the gas-liquid separator 150 after cooling the passenger compartment through the in-vehicle evaporator 130, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet 114 of the in-vehicle evaporator 130 and then merge it with the refrigerant flowing out of the refrigerator refrigeration module 300, thereby reducing the pressure loss of the refrigerant flowing out of the in-vehicle evaporator 130, which is beneficial to improving the refrigeration capacity and refrigeration efficiency of the thermal management system 1.

[0076] In this way, the thermal management system 1 according to the embodiment of the present utility model can reduce the refrigerant pressure loss of the in-vehicle evaporator 130, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0077] In some specific embodiments of the present invention, Fig.11 As shown, the first ejection inlet 211 and the first ejection outlet 231 are respectively disposed at opposite ends of the first ejector 200 , and the second ejection inlet 212 is disposed at the periphery of the first ejector 200 .

[0078] Among them, the high-pressure refrigerant flowing from the external heat exchanger 120 to the first ejector 200 can be the mainstream, that is, the refrigerant entering the ejector through the first ejector inlet 211 is the mainstream, and the low-pressure refrigerant flowing from the refrigerator refrigeration module 300 to the first ejector 200 can be the secondary flow, that is, the refrigerant entering the first ejector 200 through the second ejection inlet 212 is the secondary flow. In this way, the first ejection inlet 211 and the first ejection outlet 231 can be coaxially arranged, so that the refrigerant entering the first ejector 200 through the first ejection inlet 211 can be discharged more smoothly through the first ejection outlet 231, which is beneficial to improving the circulation of the refrigerant.

[0079] In some specific embodiments of the present invention, Fig.11 As shown, the first ejector 200 includes a suction section 210 , a mixing section 220 , and a diffuser section 230 .

[0080] The suction section 210 is provided with a first injection inlet 211 and a second injection inlet 212 , the mixing section 220 is connected to the suction section 210 , and the diffuser section 230 is connected to the mixing section 220 and is provided with a first injection outlet 231 .

[0081] In this way, the high-pressure refrigerant flowing out of the external heat exchanger 120 can enter the suction section 210 through the first injection inlet 211, and the refrigerant flowing out of the refrigerator refrigeration module 300 can be continuously sucked into the suction section 210 from the second injection inlet 212, and then the two parts of the refrigerant can be fully mixed in the mixing section 220 to achieve the transfer of momentum and energy. After reaching the diffusion section 230, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the first injection outlet 231 to the internal evaporator 130 of the vehicle.

[0082] Furthermore, if Fig.11 As shown, the cross-sectional area of ​​the diffuser section 230 gradually increases in a direction away from the mixing section 220 .

[0083] That is to say, when the fluid passes through the diffuser section 230, due to the inconsistent diameter of the diffuser section 230, the flow rate and pressure of the fluid will change. According to the Bernoulli equation and the continuity equation, when the fluid passes through the expanded diameter pipe section, due to the increase in cross-sectional area, the flow rate of the fluid will decrease and the pressure will increase, thereby achieving the effect of increasing the evaporation pressure on one side of the in-vehicle evaporator 130.

[0084] In some specific embodiments of the present invention, Figure 1 As shown, the thermal management system 1 further includes a first on-off valve 930 , wherein the first on-off valve 930 may be a solenoid valve.

[0085] A first end of the first on-off valve 930 is connected to a second end of the refrigerator refrigeration module 300 , and a second end of the first on-off valve 930 is connected to the inlet 111 to control the on-off between the refrigerator refrigeration module 300 and the inlet 111 .

[0086] In this way, the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be controlled to flow back to the compressor 110 through the first on-off valve 930. Specifically, when only the refrigerator needs to be cooled and the passenger compartment does not need to be cooled, the first on-off valve 930 can be opened so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can flow directly back to the compressor 110 through the first on-off valve 930.

[0087] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a second on-off valve 910. The second on-off valve 910 may be a solenoid valve.

[0088] A first end of the second on-off valve 910 is connected to a second end of the external heat exchanger 120 , and a second end of the second on-off valve 910 is connected to the first injection inlet 211 to control the on-off between the external heat exchanger 120 and the first injection inlet 211 .

[0089] In this way, the flow direction of the refrigerant flowing out of the external heat exchanger 120 can be controlled by controlling the on-off of the second on-off valve 910. Specifically, when the second on-off valve 910 is opened, the refrigerant flowing out of the external heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211, and then mix with the refrigerant entering the first ejector 200 from the refrigerator refrigeration module 300 through the second ejector inlet 212, so that the refrigerant can reach a higher evaporation pressure and then enter the in-vehicle evaporator 130, or the refrigerant flowing out of the external heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 212. The injection port 211 flows into the first ejector 200, and after being throttled and cooled by the first ejector 200, it directly enters the in-vehicle evaporator 130; and when the second on-off valve 910 is closed, the refrigerant flowing out of the external heat exchanger 120 may not flow through the first ejector 200. For example, when heating the interior of the vehicle, the refrigerant flowing out through the external heat exchanger 120 may directly flow back to the compressor 110, or, when cooling the refrigerator, the refrigerant flowing out of the external heat exchanger 120 may flow to the refrigerator refrigeration module 300 to cool the refrigerator, and then flow back to the compressor 110.

[0090] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a first throttling element 810. The first throttling element 810 may be an electronic expansion valve.

[0091] The first end of the first throttling element 810 is connected to the second end of the second on-off valve 910 , and the second end of the first throttling element 810 is connected to the second end of the in-vehicle evaporator 130 . The first throttling element 810 is connected in parallel with the first ejector 200 .

[0092] In this way, when the thermal management system 1 only cools the passenger compartment and does not need to cool the refrigerator, the first throttling element 810 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can be throttled and reduced in pressure through the first throttling element 810 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the in-vehicle evaporator 130 to fully absorb the heat of the battery pack.

[0093] In some specific embodiments of the present invention, Figure 1 As shown, the refrigerator refrigeration module 300 includes a refrigerator refrigeration heat exchanger 310 , a second throttling element 820 and a third on-off valve 920 .

[0094] The first end of the second throttling element 820 is connected to the second end of the external heat exchanger 120, and the second end of the second throttling element 820 is connected to the first end of the refrigerator refrigeration heat exchanger 310, the first end of the third on-off valve 920 is connected to the second end of the refrigerator refrigeration heat exchanger 310, and the second end of the third on-off valve 920 is connected to the second injection inlet 212 to control the on-off between the refrigerator refrigeration heat exchanger 310 and the second injection inlet 212.

[0095] The third on-off valve 920 may be a solenoid valve, and the second throttling element 820 may be an electronic expansion valve.

[0096] In this way, the second throttling element 820 can throttle and reduce the pressure of the refrigerant flowing into the refrigerator refrigeration heat exchanger 310, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat in the car through the refrigerator refrigeration heat exchanger 310, thereby achieving a better cooling effect on the passenger compartment.

[0097] Furthermore, by cooperating with the third on-off valve 920 and the first on-off valve 930, the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be controlled to flow to the first ejector 200 through the third on-off valve 920, or to flow back to the compressor 110 through the first on-off valve 930. Specifically, when only the refrigerator needs to be cooled but not the passenger compartment, the third on-off valve 920 can be closed and the first on-off valve 930 can be opened, so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be directly cooled by the first on-off valve 930. Valve 930 flows back to the compressor 110; and when it is necessary to cool the refrigerator and the passenger compartment, the third on-off valve 920 can be opened and the first on-off valve 930 can be closed, so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can flow to the first ejector 200 through the third on-off valve 920, and this part of the refrigerant is combined in the first ejector 200 with the refrigerant flowing into the first ejector 200 from the external heat exchanger 120, and then flows to the evaporator 130 in the vehicle to cool the interior of the vehicle through the evaporator 130 in the vehicle.

[0098] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes an in-vehicle condenser 140 and a fourth on-off valve 940 .

[0099] The first end of the in-vehicle condenser 140 is connected to the outlet 114, and the second end of the in-vehicle condenser 140 is connected to the first end of the external heat exchanger 120, the first end of the fourth on-off valve 940 is connected to the second end of the external heat exchanger 120, and the second end of the fourth on-off valve 940 is connected to the inlet 111 to control the on-off between the external heat exchanger 120 and the inlet 111.

[0100] The fourth on-off valve 940 may be a solenoid valve.

[0101] Therefore, when the thermal management system 1 heats the passenger compartment, the fourth on-off valve 940 can be opened. At this time, the refrigerant flows through the in-vehicle condenser 140 to release heat to the passenger compartment to heat the interior of the vehicle. The refrigerant then absorbs heat from outside the vehicle through the outdoor heat exchanger 120. The refrigerant flowing through the outdoor heat exchanger 120 can flow directly back to the compressor 110 through the fourth on-off valve 940, completing the heating cycle of the passenger compartment, and the refrigerant flow path is simpler.

[0102] In some specific embodiments of the present invention, Figure 1 As shown, the air conditioning module further includes a third throttling element 830 and a fifth on-off valve 950 .

[0103] The first end of the third throttling element 830 is connected to the second end of the in-vehicle condenser 140, and the second end of the third throttling element 830 is connected to the first end of the out-vehicle heat exchanger 120. The fifth on-off valve 950 is connected in parallel with the third throttling element 830 to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120.

[0104] Among them, the fifth on-off valve 950 can be a solenoid valve, and the third throttling element 830 can be an electronic expansion valve.

[0105] In this way, when the thermal management system 1 releases heat to the interior of the vehicle through the in-vehicle condenser 140 to heat the interior of the vehicle, the third throttling element 830 can be opened and the fifth on-off valve 950 can be closed. In this way, the refrigerant after releasing heat through the in-vehicle condenser 140 can be throttled and cooled through the third throttling element 830, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat of the external environment through the outdoor heat exchanger 120, and the heat absorption is more sufficient; and when there is no need to heat the passenger compartment, there is no wind passing through the in-vehicle condenser 140, and the in-vehicle condenser 140 acts as a pipeline. At this time, the third throttling element 830 can be closed and the fifth on-off valve 950 can be opened. The refrigerant flowing through the in-vehicle condenser 140 can directly flow to the outdoor heat exchanger 120 through the fifth on-off valve 950.

[0106] In some specific embodiments of the present invention, Figure 2 As shown, the thermal management system 1 has an air-cooling state.

[0107] When the thermal management system 1 is in an air-cooling state, the second on-off valve 910 and the fifth on-off valve 950 are opened, the third on-off valve 920, the first on-off valve 930 and the fourth on-off valve 940 are closed, the first throttling element 810 is opened and plays a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 acts as an evaporator.

[0108] That is, the second on-off valve 910, the fifth on-off valve 950 and the first throttling element 810 are open, and the other valve bodies may be in a closed state.

[0109] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the fifth on-off valve 950, and releases heat to the environment through the outdoor heat exchanger 120. What flows out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). Then, the medium-temperature and high-pressure refrigerant is divided into two branches. The refrigerant in branch 1 is cooled by the first throttling element 810 and becomes low-temperature and low-pressure wet steam. Or supercooled liquid, the refrigerant in branch 2 is cooled by the ejector and becomes low-temperature and low-pressure wet steam or supercooled liquid. Next, the low-temperature and low-pressure refrigerants of the two branches merge and flow to the in-vehicle evaporator 130, and absorb the heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle. Next, the refrigerant flows into the gas-liquid separator 150, and the gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0110] In some specific embodiments of the present invention, Figure 3 As shown, the thermal management system 1 has a cold state.

[0111] The thermal management system 1 is in a cold state, the first on-off valve 930 and the fifth on-off valve 950 are open, the second on-off valve 910, the third on-off valve 920 and the fourth on-off valve 940 are closed, the second throttling element 820 is opened and plays a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the refrigerator refrigeration heat exchanger 310 acts as an evaporator.

[0112] That is, the first on-off valve 930 , the fifth on-off valve 950 , and the second throttling element 820 are opened, and other valve bodies may be in a closed state.

[0113] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only flows through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the fifth on-off valve 950, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature). The medium-temperature and high-pressure refrigerant is cooled and lowered through the second throttling element 820. After that, it becomes low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator to achieve refrigeration of the refrigerator. Next, the refrigerant flows into the gas-liquid separator 150 through the first on-off valve 930. The gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the air-cooling and icy state cycle of the thermal management system 1.

[0114] In some specific embodiments of the present invention, Figure 4 As shown, the thermal management system 1 has an air-cooled and ice-cooled state.

[0115] When the thermal management system 1 is in an air-cooled or ice-cold state, the second on-off valve 910, the third on-off valve 920 and the fifth on-off valve 950 are opened, the first on-off valve 930 and the fourth on-off valve 940 are closed, the first throttling element 810 and the second throttling element 820 are opened and play a throttling role, the outdoor heat exchanger 120 acts as a condenser, and the indoor evaporator 130 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0116] That is, the second on-off valve 910 , the third on-off valve 920 , the fifth on-off valve 950 , the first throttling element 810 and the second throttling element 820 are opened, and other valve bodies may be in a closed state.

[0117] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, there is no wind passing through the in-vehicle condenser 140, that is, the in-vehicle condenser 140 only serves as a flow channel. Then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the fifth on-off valve 950, and releases heat to the environment through the outdoor heat exchanger 120. The fluid flowing out of the outdoor heat exchanger 120 is medium-temperature and high-pressure fluid (which may be liquid or gas, determined by the ambient temperature).

[0118] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0119] Branch 1: Part of the medium-temperature and high-pressure refrigerant in this branch flows into the first ejector 200 through the second on-off valve 910 and the first ejector inlet 211, and the other part of the medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 810 to become low-temperature and low-pressure wet steam or supercooled liquid;

[0120] Branch 2: The medium-temperature and high-pressure refrigerant in this branch is throttled and cooled by the second throttling element 820 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator to achieve refrigerator refrigeration. Next, the refrigerant flows into the first ejector 200 through the second ejector inlet 212. The refrigerant flowing in from the first ejector inlet 211 and the refrigerant flowing in from the second ejector inlet 212 are mixed in the ejector to form wet steam or supercooled liquid with a higher evaporation pressure, and then After flowing out through the first injection outlet 231, it merges with the refrigerant in the branch 1 and flows to the in-vehicle evaporator 130, so as to absorb the heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing cooling in the vehicle. Then the refrigerant flows from the in-vehicle evaporator 130 to the gas-liquid separator 150, and the gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stable air intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the air-cooling and icy-cooling state cycle of the thermal management system 1.

[0121] In some specific embodiments of the present invention, Figure 5 As shown, the thermal management system 1 has an empty thermal state.

[0122] When the thermal management system 1 is in an empty and hot state, the fourth on-off valve 940 is opened, the second on-off valve 910, the third on-off valve 920, the first on-off valve 930 and the fifth on-off valve 950 are closed, the third throttling element 830 is opened and plays a throttling role, the in-vehicle condenser 140 acts as a condenser, and the out-vehicle heat exchanger 120 acts as an evaporator.

[0123] That is, the fourth on-off valve 940 and the third throttling element 830 are opened, and other valve bodies can be in a closed state.

[0124] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is then throttled and cooled by the third throttling element 830 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows into the outdoor heat exchanger 120, and absorbs external heat through the outdoor heat exchanger 120, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the gas-liquid separator 150 through the fourth on-off valve 940. The gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as an intermediate storage of the refrigerant gas to ensure the stability of the compressor 110 suction. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the air-heat state cycle of the thermal management system 1.

[0125] In some specific embodiments of the present invention, Figure 6 As shown, the thermal management system 1 further includes a battery heat exchange module 500 .

[0126] The first end of the battery heat exchange module 500 is connected to the second end of the external heat exchanger 120 , and the second end of the battery heat exchange module 500 is connected to the inlet 111 and the outlet 114 , respectively.

[0127] In this way, when it is necessary to heat the battery pack through the battery heat exchange module 500, the refrigerant can be controlled to flow directly to the battery heat exchange module 500 through the outlet 114, so that the refrigerant can release heat to the battery pack through the battery heat exchange module 500 to heat the battery pack, and then the refrigerant flows to the external heat exchanger 120, and absorbs heat from the external environment through the external heat exchanger 120; and when it is necessary to cool the battery pack through the battery heat exchange module 500, the refrigerant can be controlled to first release heat to the outside of the vehicle through the external heat exchanger 120, and then flow to the battery heat exchange module 500, absorb the heat of the battery pack through the battery heat exchange module 500, and then flow back to the compressor 110 through the inlet 111.

[0128] In addition, it can be understood that by adding a battery heat exchange module 500, the thermal management system 1 of the embodiment of the utility model can realize 12 working conditions such as in-vehicle cooling, battery cooling, refrigerator cooling, in-vehicle cooling + battery cooling, in-vehicle cooling + refrigerator cooling, battery cooling + refrigerator cooling, in-vehicle cooling + battery cooling + refrigerator cooling, in-vehicle heating, battery heating, in-vehicle heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-vehicle cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0129] Furthermore, if Figure 6 As shown, the battery heat exchange module 500 includes a battery pack heat exchanger 510 , a sixth on-off valve 960 and a seventh on-off valve 970 .

[0130] A first end of the battery pack heat exchanger 510 is connected to a second end of the external heat exchanger 120, a first end of the sixth on-off valve 960 is connected to a second end of the battery pack heat exchanger 510, and a second end of the sixth on-off valve 960 is connected to the inlet 111 to control the on-off between the battery pack heat exchanger 510 and the inlet 111, a first end of the seventh on-off valve 970 is connected to the outlet 114, and a second end of the seventh on-off valve 970 is connected to the second end of the battery pack heat exchanger 510 to control the on-off between the battery pack heat exchanger 510 and the outlet 114.

[0131] The sixth on-off valve 960 and the seventh on-off valve 970 may be solenoid valves.

[0132] Therefore, when it is necessary to heat the battery pack through the battery pack heat exchanger 510, the seventh on-off valve 970 can be opened and the sixth on-off valve 960 can be closed, so that the refrigerant flowing out of the compressor 110 can flow directly to the battery pack heat exchanger 510 through the seventh on-off valve 970, so as to heat the battery pack through the battery pack heat exchanger 510; and when it is necessary to cool the battery pack through the battery pack heat exchanger 510, the sixth on-off valve 960 can be opened and the seventh on-off valve 970 can be closed, so that the refrigerant can flow to the inlet 111 through the sixth on-off valve 960, and then can flow back to the compressor 110; if it is not necessary to heat the battery pack or cool the battery pack, the sixth on-off valve 960 and the seventh on-off valve 970 can be closed, and the refrigerant no longer flows through the battery pack heat exchanger 510.

[0133] In some specific embodiments of the present invention, Figure 6 As shown, the battery heat exchange module 500 includes a fourth throttling element 840 and a fifth throttling element 850 .

[0134] The first end of the fourth throttling element 840 is connected to the second end of the external heat exchanger 120, and the second end of the fourth throttling element 840 is connected to the first end of the battery pack heat exchanger 510, the first end of the fifth throttling element 850 is connected to the second end of the battery pack heat exchanger 510, and the second end of the fifth throttling element 850 is respectively connected to the first end of the sixth on-off valve 960 and the second end of the seventh on-off valve 970.

[0135] The fourth throttling element 840 and the fifth throttling element 850 may be electronic expansion valves, and the fifth throttling element 850 may be a large-diameter electronic expansion valve.

[0136] In this way, when cooling the battery pack, the fourth throttling element 840 can throttle and reduce the pressure of the refrigerant flowing to the battery pack heat exchanger 510, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the battery pack through the battery pack heat exchanger 510, thereby providing a better cooling effect for the battery pack; or, when heating the battery pack, the fourth throttling element 840 can throttle and reduce the pressure of the refrigerant flowing out of the battery pack heat exchanger 510, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, thereby providing more sufficient heat absorption.

[0137] In addition, by setting the fifth throttling element 850, when the inlet temperature of the battery pack heat exchanger 510 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 510 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 850 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 510, thereby realizing the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 510.

[0138] In some specific embodiments of the present invention, Figure 6 As shown, the battery heat exchange module 500 further includes a first one-way valve 520 and a second one-way valve 530 .

[0139] The first end of the first one-way valve 520 is connected to the first end of the fourth throttling element 840, and the second end of the first one-way valve 520 is respectively connected to the first end of the second on-off valve 910, the first end of the second throttling element 820 and the first end of the fourth on-off valve 940. The first one-way valve 520 only allows the refrigerant to flow from the battery pack heat exchanger 510 to at least one of the second on-off valve 910, the second throttling element 820 and the fourth on-off valve 940. The first end of the second one-way valve 530 is connected to the first end of the fourth throttling element 840, and the second end of the second one-way valve 530 is connected to the second end of the external heat exchanger 120. The second one-way valve 530 only allows the refrigerant to flow from the external heat exchanger 120 to the first injection inlet 211.

[0140] In this way, when the battery pack is heated, the refrigerant flowing out of the battery pack heat exchanger 510 can flow to at least one of the second on-off valve 910, the second throttling element 820 and the fourth on-off valve 940 through the first one-way valve 520, and when the battery pack is cooled, the refrigerant flowing out of the external heat exchanger 120 can flow to the battery pack heat exchanger 510 through the second one-way valve 530. There will be no interference in the flow path, and the refrigerant flow can be smoother.

[0141] In some specific embodiments of the present invention, Figure 7 As shown, there are multiple battery pack heat exchangers 510, fourth throttling elements 840 and fifth throttling elements 850, multiple battery pack heat exchangers 510 are connected in parallel, and both ends of each battery pack heat exchanger 510 are respectively connected in series with the corresponding fourth throttling element 840 and fifth throttling element 850. In this way, multiple battery pack heat exchangers 510 can exchange heat with the battery pack at the same time, which is beneficial to improve the heating and cooling efficiency of the battery pack.

[0142] Among them, in this embodiment, 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0143] In some specific embodiments of the present invention, Figure 8 As shown, the inlet 111 includes a first inlet 112 and a second inlet 113 that are spaced apart. For example, the compressor 110 may be a scroll compressor.

[0144] The first end of the in-vehicle evaporator 130, the second end of the first on-off valve 930, and the second end of the fourth on-off valve 940 are all connected to the first inlet 112, and the second end of the sixth on-off valve 960 is connected to the second inlet 113. The first inlet 112 of the compressor 110 may correspond to a cavity with a lower pressure, and the second inlet 113 may correspond to a cavity with a higher pressure.

[0145] In this way, the refrigerator refrigeration module 300 and the in-vehicle evaporator 130 can be connected to the first inlet 112, and the battery pack heat exchanger 510 can be connected to the second inlet 113. Under the condition that the in-vehicle evaporator 130, the battery pack heat exchanger 510 and the refrigerator refrigeration module 300 are running at the same time, the refrigerant with lower pressure flowing out of the in-vehicle evaporator 130 and the refrigerator refrigeration module 300 can flow into the compressor 110 through the first inlet 112, and the refrigerant with higher pressure flowing out of the battery pack heat exchanger 510 can flow directly into the compressor 110 through the second inlet 113, and then the above two parts of refrigerant are compressed. After being pressurized in the compressor 110, the air is discharged from the compressor 110 through the outlet 114, thereby completing the refrigeration cycle of the thermal management system 1, and realizing the refrigeration of the passenger compartment, the battery pack and the refrigerator at the same time. There is no need to artificially reduce the pressure of the refrigerant flowing out of the battery pack heat exchanger 510, thereby greatly reducing the pressure loss of the refrigerant, which is beneficial to maintaining the refrigeration capacity and refrigeration efficiency of the thermal management system 1. The refrigeration capacity of the in-vehicle evaporator 130, the battery pack heat exchanger 510 and the refrigerator refrigeration module 300 are relatively sufficient. In hot weather, the thermal management system 1 can meet the refrigeration needs of the passenger compartment, the battery pack and the refrigerator.

[0146] Among them, in this embodiment, 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0147] In some specific embodiments of the present invention, Fig. 9 As shown, the thermal management system 1 further includes a second ejector 600 .

[0148] The second ejector 600 has a third ejection inlet 610, a fourth ejection inlet 620 and a second ejection outlet 630. The third ejection inlet 610 is connected to the second end of the external heat exchanger 120, the fourth ejection inlet 620 is connected to the first end of the internal evaporator 130, and the second ejection outlet 630 is connected to the first end of the battery pack heat exchanger 510.

[0149] In this way, under the condition that the in-vehicle evaporator 130 and the battery pack heat exchanger 510 are operating at the same time, the refrigerant can cool the passenger compartment through the in-vehicle evaporator 130, and the refrigerant flowing out of the in-vehicle evaporator 130 can flow into the second ejector 600 through the fourth ejector inlet 620, and mix with the refrigerant entering the second ejector 600 from the external heat exchanger 120, so that the refrigerant can reach a higher evaporation pressure to meet the evaporation pressure requirement of the battery pack heat exchanger 510 for cooling the battery pack, that is, the utility model can increase the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 through the second ejector 600, and then the refrigerant cools the battery pack through the battery pack heat exchanger 510, and then flows back to the compressor 110 through the gas-liquid separator 150 and the first inlet 112, thereby realizing the entire refrigeration cycle. With this arrangement, there is no need to artificially reduce the refrigerant pressure at the outlet 114 of the battery pack heat exchanger 510 before merging it with the refrigerant flowing out of the in-vehicle evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery pack heat exchanger 510, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 1.

[0150] Among them, in this embodiment, 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0151] In some specific embodiments of the present invention, Fig. 9 As shown, the battery heat exchange module 500 further includes an eighth on-off valve 980 and a sixth throttling element 860 .

[0152] The first end of the eighth on-off valve 980 is connected to the second end of the external heat exchanger 120, and the second end of the eighth on-off valve 980 is connected to the third injection inlet 610 to control the on-off between the external heat exchanger 120 and the third injection inlet 610. The eighth on-off valve 980 is connected in series with the injector and in parallel with the sixth throttling element 860. When the eighth on-off valve 980 disconnects the external heat exchanger 120 and the third injection inlet 610, the refrigerant of the external heat exchanger 120 enters the battery pack heat exchanger 500 through the sixth throttling element 860.

[0153] Among them, the eighth on-off valve 980 can be a solenoid valve, and the sixth throttling element 860 can be an electronic expansion valve.

[0154] In this way, when the thermal management system 1 only cools the battery pack and does not need to cool the passenger compartment, the eighth on-off valve 980 can be closed and the sixth throttling element 860 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can be throttled and reduced in pressure through the sixth throttling element 860 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then passes through the battery pack heat exchanger 510 to fully absorb the heat of the battery pack.

[0155] When the thermal management system 1 needs to cool the battery pack and the passenger compartment at the same time, the sixth throttling element 860 can be closed and the eighth on-off valve 980 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the external heat exchanger 120 can flow to the third injection inlet 610 through the eighth on-off valve 980, and at the same time, the low-temperature low-pressure refrigerant flowing out of the internal evaporator 130 can enter the second injector 600 through the fourth injection inlet 620. The two parts of the refrigerant can be mixed in the second injector 600 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 510 through the second injection outlet 630, so as to fully absorb the heat of the battery pack through the battery pack heat exchanger 510, thereby realizing cooling of the passenger compartment and the battery pack at the same time.

[0156] In some specific embodiments of the present invention, Fig. 9 As shown, the air-conditioning module also includes a ninth on-off valve 990, the first end of the ninth on-off valve 990 is respectively connected to the first end of the in-vehicle evaporator 130 and the fourth injection inlet 620, and the second end of the ninth on-off valve 990 is connected to the inlet 111 to control the on-off between the in-vehicle evaporator 130 and the inlet 111.

[0157] Among them, the ninth on-off valve 990 can be a solenoid valve.

[0158] Therefore, the flow direction through the in-vehicle evaporator 130 can be controlled by controlling the on-off of the ninth on-off valve 990. Specifically, when the passenger compartment needs to be cooled but the battery pack does not need to be cooled, the ninth on-off valve 990 can be opened so that the refrigerant flowing through the in-vehicle evaporator 130 can directly flow back to the compressor 110 through the ninth on-off valve 990; and when the passenger compartment and the battery pack need to be cooled, the ninth on-off valve 990 can be closed so that the refrigerant flowing through the in-vehicle evaporator 130 can flow to the second ejector 600 through the fourth ejection inlet 620. This part of the refrigerant is combined with the refrigerant flowing into the second ejector 600 from the external heat exchanger 120 in the second ejector 600, and then flows to the battery pack heat exchanger 510, so as to cool the battery pack through the battery pack heat exchanger 510, thereby achieving cooling of the passenger compartment and the battery pack at the same time.

[0159] In some specific embodiments of the present invention, Fig. 9As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122 .

[0160] The first end of the first external heat exchanger 121 is connected to the second end of the internal condenser 140, and the second end of the first external heat exchanger 121 is respectively connected to the first end of the second on-off valve 910, the first end of the fourth on-off valve 940, the first end of the eighth on-off valve 980 and the first end of the second throttling element 820, and the second external heat exchanger 122 is connected in parallel with the first external heat exchanger 121.

[0161] In this way, the thermal management system 1 can absorb heat from the external environment through the first external heat exchanger 121 or the second external heat exchanger 122, or the thermal management system 1 can also absorb heat from the external environment through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, so that heat absorption from the external environment can be more sufficient.

[0162] In some specific embodiments of the present invention, Fig. 9 As shown, the thermal management system 1 further includes a motor cooling module 700 , and the motor cooling module 700 includes a three-way valve 710 , a motor cooling channel 720 and a motor heat exchanger 730 .

[0163] The three-way valve 710 includes a first connection port 711, a second connection port 712 and a third connection port 713. The first end of the motor cooling channel 720 is connected to the first connection port 711, and the first end of the motor heat exchanger 730 is connected to the second connection port 712. The second external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel for mutual heat exchange. The first end of the first heat exchange channel is respectively connected to the third connection port 713 and the second end of the motor heat exchanger 730, the second end of the second heat exchange channel is connected to the second end of the motor cooling channel 720, the first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 510, and the second end of the second heat exchange channel is respectively connected to the first end of the second on-off valve 910, the first end of the second throttling element 820 and the first end of the fourth on-off valve 940.

[0164] The motor heat exchanger 730 is a motor radiator, and the motor cooling module 700 can release the heat of the motor to the outside air through the motor heat exchanger 730 to dissipate heat and cool the motor cooling module 700.

[0165] Among them, the second external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel can be connected to the motor cooling module 700, and the second heat exchange channel can be connected to the refrigerant circuit, thereby realizing heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 700, so that the heat in the motor cooling module 700 can be exchanged to the refrigerant circuit through the second external heat exchanger 122, that is, the thermal management system 1 can utilize the waste heat of the motor cooling module 700, which is beneficial to improving the energy utilization rate of the thermal management system 1, and when the outside temperature is low, the waste heat of the motor cooling module 700 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 1.

[0166] In some specific embodiments of the present invention, Fig. 9 As shown, the air conditioning module further includes a tenth on-off valve 1000 and an eleventh on-off valve 1010 .

[0167] The first end of the tenth on-off valve 1000 is connected to the second end of the in-vehicle condenser 140, and the second end of the tenth on-off valve 1000 is connected to the first end of the first external heat exchanger 121. The first end of the eleventh on-off valve 1010 is connected to the second end of the in-vehicle condenser 140, and the second end of the eleventh on-off valve 1010 is connected to the first end of the second external heat exchanger 122.

[0168] The tenth on-off valve 1000 and the eleventh on-off valve 1010 may be solenoid valves.

[0169] Therefore, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122 through the cooperation of the tenth on-off valve 1000 and the eleventh on-off valve 1010. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 at the same time, the tenth on-off valve 1000 and the eleventh on-off valve 1010 can be opened at the same time; when the refrigerant needs to flow through the first external heat exchanger 121 and not through the second external heat exchanger 122, the tenth on-off valve 1000 can be opened and the eleventh on-off valve 1010 can be closed; and when the refrigerant needs to flow through the second external heat exchanger 122 and not through the first external heat exchanger 121, the eleventh on-off valve 1010 can be opened and the tenth on-off valve 1000 can be closed.

[0170] In some specific embodiments of the present invention, Fig.10As shown, the thermal management system 1 further includes a refrigerator heating module 320, and the in-vehicle condenser 140 is connected in series with the third throttling element 830 and is connected in parallel with the refrigerator heating module 320. In this way, the in-vehicle condenser 140 and the refrigerator heating module 320 may not interfere with each other, and the thermal management system 1 may heat the interior of the vehicle but not the refrigerator, or may heat only the refrigerator but not the interior of the vehicle, or may heat both the interior of the vehicle and the refrigerator at the same time.

[0171] In some specific embodiments of the present invention, Fig.10 As shown, the refrigerator heating module 320 includes a refrigerator heating heat exchanger 321 , a seventh throttling element 870 and an eighth throttling element 880 .

[0172] The first end of the seventh throttling element 870 is connected to the first end of the outlet 114, and the second end of the seventh throttling element 870 is connected to the first end of the refrigerator heating heat exchanger 321, the first end of the eighth throttling element 880 is connected to the second end of the refrigerator heating heat exchanger 321, and the second end of the eighth throttling element 880 is connected to the first end of the vehicle external heat exchanger 120.

[0173] The seventh throttling element 870 and the eighth throttling element 880 may be electronic expansion valves, and the seventh throttling element 870 may be a large-diameter electronic expansion valve.

[0174] In this way, the eighth throttling element 880 can throttle and reduce the pressure of the refrigerant flowing out of the refrigerator heating heat exchanger 321, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat from the external environment through the external heat exchanger 120, thereby absorbing heat more fully.

[0175] In addition, by setting the seventh throttling element 870, when the inlet temperature of the refrigerator heating heat exchanger 321 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 321 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the seventh throttling element 870 can be reduced to reduce the inlet temperature of the refrigerator heating heat exchanger 321, thereby realizing the control of different heating temperatures of the refrigerator heating heat exchanger 321 and the in-vehicle condenser 140.

[0176] Among them, in this embodiment, 12 working conditions can be realized, including in-car cooling, battery cooling, refrigerator cooling, in-car cooling + battery cooling, in-car cooling + refrigerator refrigeration, battery cooling + refrigerator refrigeration, in-car cooling + battery cooling + refrigerator refrigeration, in-car heating, battery heating, in-car heating + battery heating, air conditioning dehumidification and air conditioning defogger, and the in-car cooling or heating is independent of the battery pack and the refrigerator, without interaction and influence on each other.

[0177] In another specific embodiment of the present invention, Fig.12 As shown, the thermal management system 1 further includes a refrigerator heating module 400, and the refrigerator heating module 400 is used to heat the internal space of the refrigerator.

[0178] Among them, the refrigerator heating module 400 can be a refrigerator heating film. Specifically, a heat exchanger flat tube can be wrapped around the outside of the refrigerator inner tank, and then the refrigerator heating module 400 can be attached to the outside of the heat exchanger flat tube. The refrigerator heating module 400 can heat the refrigerator to heat or keep food or items warm.

[0179] It should be noted that, in the thermal management system 1 of the multiple embodiments of the present invention described above, a refrigerator heating module 400 can be additionally provided.

[0180] By setting up a refrigerator heating module 400, the refrigerator heating module 400 is used to perform heat exchange with the internal space of the refrigerator. In this way, when the refrigerator needs to be heated, the refrigerator heating module 400 can be used to release heat directly to the inside of the refrigerator to meet the heating needs of the refrigerator. The refrigerator heating module 400 has a simple structure and does not need to be provided with a heat exchanger or other structure to heat the refrigerator. That is, the refrigerator heating does not need to utilize the heat in the refrigerant circuit, and the heating is more convenient and quick, and the heating effect on the refrigerator is better and the heating efficiency is higher.

[0181] A vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings. The vehicle includes a thermal management system 1 according to the above embodiment of the present invention.

[0182] According to the vehicle of the embodiment of the utility model, by utilizing the thermal management system 1 according to the above embodiment of the utility model, the refrigerant pressure loss of the evaporator 130 in the vehicle can be reduced, thereby ensuring that the cooling capacity and cooling efficiency of the thermal management system 1 are high.

[0183] Other structures and operations of the thermal management system 1 and the vehicle having the same according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail herein.

[0184] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0185] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that: include: An air conditioning module, the air conditioning module comprising a compressor (110), an off-vehicle heat exchanger (120), and an on-vehicle evaporator (130) connected to form a refrigerant circuit, the compressor (110) having an inlet (111) and an outlet (114), the inlet (111) of the compressor (110) being connected to a first end of the on-vehicle evaporator (130), and the outlet (114) of the compressor (110) being connected to a first end of the off-vehicle heat exchanger (120); A first ejector (200), the first ejector (200) having a first ejection inlet (211), a second ejection inlet (212), and a first ejection outlet (231), the second end of the off-vehicle heat exchanger (120) being connected to the first ejection inlet (211), and the second end of the on-vehicle evaporator (130) being connected to the first ejection outlet (231); A refrigerator refrigeration module (300), wherein a first end of the refrigerator refrigeration module (300) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the refrigerator refrigeration module (300) is connected to the second injection inlet (212).

2. The thermal management system (1) according to claim 1, characterized in that: The first ejection inlet (211) and the first ejection outlet (231) are respectively arranged at opposite ends of the first ejector (200), and the second ejection inlet (212) is arranged on the periphery of the first ejector (200).

3. The thermal management system (1) according to claim 2, characterized in that: The first ejector (200) comprises: A suction section (210), wherein the suction section (210) is provided with the first injection inlet (211) and the second injection inlet (212); A mixing section (220), the mixing section (220) being connected to the suction section (210); A diffuser section (230), the diffuser section (230) being connected to the mixing section (220) and provided with the first ejection outlet (231).

4. The thermal management system (1) according to claim 3, characterized in that The cross-sectional area of ​​the diffuser section (230) gradually increases in a direction away from the mixing section (220).

5. The thermal management system (1) according to any one of claims 1 to 4, characterized in that: Also includes: A first on-off valve (930), wherein a first end of the first on-off valve (930) is connected to the second end of the refrigerator refrigeration module (300), and a second end of the first on-off valve (930) is connected to the inlet (111), so as to control the on-off between the refrigerator refrigeration module (300) and the inlet (111).

6. The thermal management system (1) according to claim 5, characterized in that The air conditioning module also includes: A second on-off valve (910), wherein the first end of the second on-off valve (910) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the second on-off valve (910) is connected to the first injection inlet (211), so as to control the on-off between the off-vehicle heat exchanger (120) and the first injection inlet (211).

7. The thermal management system (1) according to claim 6, characterized in that The air conditioning module also includes: A first throttling element (810), wherein a first end of the first throttling element (810) is connected to the second end of the second on-off valve (910), and a second end of the first throttling element (810) is connected to the second end of the in-vehicle evaporator (130).

8. The thermal management system (1) according to claim 7, characterized in that The refrigerator refrigeration module (300) comprises: Refrigerator refrigeration heat exchanger (310); a second throttling element (820), wherein a first end of the second throttling element (820) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the second throttling element (820) is connected to a first end of the refrigerator refrigeration heat exchanger (310); A third on-off valve (920), wherein a first end of the third on-off valve (920) is connected to a second end of the refrigerator refrigeration heat exchanger (310), and a second end of the third on-off valve (920) is connected to the second injection inlet (212), so as to control the on-off between the refrigerator refrigeration heat exchanger (310) and the second injection inlet (212).

9. The thermal management system (1) according to claim 8, characterized in that The air conditioning module also includes: an in-vehicle condenser (140), wherein a first end of the in-vehicle condenser (140) is connected to the outlet (114), and a second end of the in-vehicle condenser (140) is connected to the first end of the out-vehicle heat exchanger (120); A fourth on-off valve (940), wherein a first end of the fourth on-off valve (940) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the fourth on-off valve (940) is connected to the inlet (111), so as to control the on-off between the off-vehicle heat exchanger (120) and the inlet (111).

10. The thermal management system (1) according to claim 9, characterized in that The air conditioning module also includes: a third throttling element (830), wherein a first end of the third throttling element (830) is connected to the second end of the in-vehicle condenser (140), and a second end of the third throttling element (830) is connected to the first end of the out-vehicle heat exchanger (120); A fifth on-off valve (950), the fifth on-off valve (950) being connected in parallel with the third throttling element (830) to control the on-off between the in-vehicle condenser (140) and the out-vehicle heat exchanger (120).

11. The thermal management system (1) according to claim 10, characterized in that The thermal management system (1) has an air cooling state; When the thermal management system (1) is in the air-cooling state, the second on-off valve (910) and the fifth on-off valve (950) are opened, the third on-off valve (920), the first on-off valve (930) and the fourth on-off valve (940) are closed, the first throttling element (810) is opened and plays a throttling role, the external heat exchanger (120) acts as a condenser, and the internal evaporator (130) acts as an evaporator.

12. The thermal management system (1) according to claim 10, characterized in that The thermal management system (1) has a cold state; The thermal management system (1) is in a cold state, the first on-off valve (930) and the fifth on-off valve (950) are open, the second on-off valve (910), the third on-off valve (920) and the fourth on-off valve (940) are closed, the second throttling element (820) is opened and plays a throttling role, the off-vehicle heat exchanger (120) acts as a condenser, and the refrigerator refrigeration heat exchanger (310) acts as an evaporator.

13. The thermal management system (1) according to claim 10, characterized in that The thermal management system (1) has an air-cooling or ice-cooling state; When the thermal management system (1) is in the air-cooling and ice-cooling state, the second on-off valve (910), the third on-off valve (920) and the fifth on-off valve (950) are opened, the first on-off valve (930) and the fourth on-off valve (940) are closed, the first throttling element (810) and the second throttling element (820) are opened and play a throttling role, the external heat exchanger (120) acts as a condenser, and the internal evaporator (130) and the refrigerator refrigeration heat exchanger (310) act as evaporators.

14. The thermal management system (1) according to claim 10, characterized in that The thermal management system (1) has an empty thermal state; When the thermal management system (1) is in the air-heat state, the fourth on-off valve (940) is opened, the second on-off valve (910), the third on-off valve (920), the first on-off valve (930) and the fifth on-off valve (950) are closed, the third throttling element (830) is opened and plays a throttling role, the in-vehicle condenser (140) acts as a condenser, and the out-of-vehicle heat exchanger (120) acts as an evaporator.

15. The thermal management system (1) according to claim 10, characterized in that Also includes: A battery heat exchange module (500), wherein the first end of the battery heat exchange module (500) is connected to the second end of the off-vehicle heat exchanger (120), and the second end of the battery heat exchange module (500) is respectively connected to the inlet (111) and the outlet (114).

16. The thermal management system (1) according to claim 15, characterized in that The battery heat exchange module (500) comprises: A battery pack heat exchanger (510), wherein a first end of the battery pack heat exchanger (510) is connected to the second end of the off-vehicle heat exchanger (120); a sixth on-off valve (960), wherein a first end of the sixth on-off valve (960) is connected to the second end of the battery pack heat exchanger (510), and a second end of the sixth on-off valve (960) is connected to the inlet (111), so as to control the on-off between the battery pack heat exchanger (510) and the inlet (111); A seventh on-off valve (970), wherein a first end of the seventh on-off valve (970) is connected to the outlet (114), and a second end of the seventh on-off valve (970) is connected to the second end of the battery pack heat exchanger (510) to control the on-off between the battery pack heat exchanger (510) and the outlet (114).

17. The thermal management system (1) according to claim 16, characterized in that The battery heat exchange module (500) comprises: a fourth throttling element (840), wherein a first end of the fourth throttling element (840) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the fourth throttling element (840) is connected to the first end of the battery pack heat exchanger (510); A fifth throttling element (850), wherein the first end of the fifth throttling element (850) is connected to the second end of the battery pack heat exchanger (510), and the second end of the fifth throttling element (850) is respectively connected to the first end of the sixth on-off valve (960) and the second end of the seventh on-off valve (970).

18. The thermal management system (1) according to claim 17, characterized in that The battery heat exchange module (500) further includes: a first one-way valve (520), wherein a first end of the first one-way valve (520) is connected to the first end of the fourth throttling element (840), and a second end of the first one-way valve (520) is respectively connected to the first end of the second on-off valve (910), the first end of the second throttling element (820), and the first end of the fourth on-off valve (940), wherein the first one-way valve (520) only allows the refrigerant to flow from the battery pack heat exchanger (510) to at least one of the second on-off valve (910), the second throttling element (820), and the fourth on-off valve (940); A second one-way valve (530), wherein the first end of the second one-way valve (530) is connected to the first end of the fourth throttling element (840), and the second end of the second one-way valve (530) is connected to the second end of the off-vehicle heat exchanger (120), and the second one-way valve (530) only allows refrigerant to flow from the off-vehicle heat exchanger (120) to the battery pack heat exchanger (510).

19. The thermal management system (1) according to claim 17, characterized in that The battery pack heat exchanger (510), the fourth throttling element (840) and the fifth throttling element (850) are all multiple, and the multiple battery pack heat exchangers (510) are connected in parallel, and the two ends of each battery pack heat exchanger (510) are respectively connected in series with the corresponding fourth throttling element (840) and the fifth throttling element (850).

20. The thermal management system (1) according to claim 16, characterized in that The inlet (111) includes a first inlet (112) and a second inlet (113) that are spaced apart from each other; the first end of the in-vehicle evaporator (130), the second end of the first on-off valve (930), and the second end of the fourth on-off valve (940) are all connected to the first inlet (112); and the second end of the sixth on-off valve (960) is connected to the second inlet (113).

21. The thermal management system (1) according to claim 16, characterized in that Also includes: A second ejector (600), wherein the second ejector (600) has a third ejection inlet (610), a fourth ejection inlet (620) and a second ejection outlet (630), wherein the third ejection inlet (610) is connected to the second end of the off-vehicle heat exchanger (120), the fourth ejection inlet (620) is connected to the first end of the on-vehicle evaporator (130), and the second ejection outlet (630) is connected to the first end of the battery pack heat exchanger (510).

22. The thermal management system (1) according to claim 21, characterized in that The battery heat exchange module (500) further includes: an eighth on-off valve (980), wherein a first end of the eighth on-off valve (980) is connected to the second end of the off-vehicle heat exchanger (120), and a second end of the eighth on-off valve (980) is connected to the third injection inlet (610), so as to control the on-off between the off-vehicle heat exchanger (120) and the third injection inlet (610); The sixth throttling element (860), the eighth on-off valve (980) and the second ejector (600) are connected in series and in parallel with the sixth throttling element (860), and when the eighth on-off valve (980) disconnects the external heat exchanger (120) and the third ejection inlet (610), the refrigerant of the external heat exchanger (120) enters the battery pack heat exchanger (510) through the sixth throttling element (860).

23. The thermal management system (1) according to claim 22, characterized in that The air conditioning module also includes: A ninth on-off valve (990), wherein the first end of the ninth on-off valve (990) is respectively connected to the first end of the in-vehicle evaporator (130) and the fourth injection inlet (620), and the second end of the ninth on-off valve (990) is connected to the inlet (111) to control the on-off between the in-vehicle evaporator (130) and the inlet (111).

24. The thermal management system (1) according to claim 22, characterized in that The off-vehicle heat exchanger (120) comprises: a first off-vehicle heat exchanger (121), wherein a first end of the first off-vehicle heat exchanger (121) is connected to the second end of the on-vehicle condenser (140), and a second end of the first off-vehicle heat exchanger (121) is respectively connected to the first end of the second on-off valve (910), the first end of the fourth on-off valve (940), the first end of the eighth on-off valve (980), and the first end of the second throttling element (820); A second off-vehicle heat exchanger (122), wherein the second off-vehicle heat exchanger (122) is connected in parallel with the first off-vehicle heat exchanger (121).

25. The thermal management system (1) according to claim 24, characterized in that It also includes a motor cooling module (700), the motor cooling module (700) comprising: A three-way valve (710), the three-way valve (710) comprising a first connection port (711), a second connection port (712), and a third connection port (713); A motor cooling channel (720), wherein a first end of the motor cooling channel (720) is connected to the first connecting port (711); A motor heat exchanger (730), wherein a first end of the motor heat exchanger (730) is connected to the second connection port (712); The second off-board heat exchanger (122) has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel being respectively connected to the third connection port (713) and the second end of the motor heat exchanger (730), the second end of the second heat exchange channel being connected to the second end of the motor cooling channel (720), the first end of the second heat exchange channel being connected to the first end of the battery pack heat exchanger (510), and the second end of the second heat exchange channel being respectively connected to the first end of the second on-off valve (910), the first end of the second throttling element (820), and the first end of the fourth on-off valve (940).

26. The thermal management system (1) according to claim 24, characterized in that The air conditioning module also includes: a tenth on-off valve (1000), wherein a first end of the tenth on-off valve (1000) is connected to the second end of the in-vehicle condenser (140), and a second end of the tenth on-off valve (1000) is connected to the first end of the first out-vehicle heat exchanger (121); An eleventh on-off valve (1010), wherein the first end of the eleventh on-off valve (1010) is connected to the second end of the in-vehicle condenser (140), and the second end of the eleventh on-off valve (1010) is connected to the first end of the second out-of-vehicle heat exchanger (122).

27. The thermal management system (1) according to claim 10, characterized in that Also includes: A refrigerator heating module (320), wherein the in-vehicle condenser (140) and the third throttling element (830) are connected in series and are both connected in parallel to the refrigerator heating module (320).

28. The thermal management system (1) according to claim 27, characterized in that The refrigerator heating module (320) comprises: Refrigerator heating heat exchanger (321); a seventh throttling element (870), wherein a first end of the seventh throttling element (870) is connected to the outlet (114), and a second end of the seventh throttling element (870) is connected to a first end of the refrigerator heating heat exchanger (321); An eighth throttling element (880), wherein the first end of the eighth throttling element (880) is connected to the second end of the refrigerator heating heat exchanger (321), and the second end of the eighth throttling element (880) is connected to the first end of the vehicle exterior heat exchanger (120).

29. A vehicle, characterized in that: include: The thermal management system (1) according to any one of claims 1 to 28.

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