Ejecting assembly, vehicle thermal management system and vehicle

Abstract

The utility model discloses an injection assembly, a vehicle thermal management system and a vehicle. The injection assembly comprises an injection shell and a nozzle. An injection flow channel is arranged in the injection shell and comprises an injection inlet section and an injection mixing section which communicate with each other. And the aperture of the inlet of the injection mixing section is d1. The nozzle is arranged in the injection inlet section, and the hole diameter of an outlet of the nozzle is d2. 1.4 < = d1 / d2 < = 5. By optimizing the ratio of the hole diameter of the inlet of the injection mixing section to the hole diameter of the outlet of the nozzle, the pressurization effect of the injection assembly is improved, and meanwhile the backflow problem of a refrigerant flowing out of the outlet of the nozzle is solved.

Description

Technical Field

[0001] The present application relates to the technical field of ejector assemblies, and in particular to an ejector assembly, a vehicle thermal management system and a vehicle. Background Art

[0002] The vehicle thermal management system is mainly used to meet the heating or cooling needs of the vehicle, which usually includes a refrigerator heat exchanger. When the refrigerator heat exchanger absorbs heat to cool, the refrigerant in the vehicle thermal management system will flow back into the refrigerator heat exchanger, causing malfunctions. Utility Model Content

[0003] The present application provides an ejector assembly, a vehicle thermal management system and a vehicle, which improve the boost effect of the ejector assembly and improve the reflux problem of the refrigerant flowing out of the nozzle outlet, so as to at least partially solve the above technical problems.

[0004] In order to achieve the above object, according to a first aspect of the present application, an ejection assembly is provided, comprising:

[0005] An ejection housing, wherein an ejection flow channel is disposed inside the ejection housing, wherein the ejection flow channel comprises an ejection inlet section and an ejection mixing section which are connected to each other, and the aperture of the inlet of the ejection mixing section is d1;

[0006] A nozzle is disposed in the injection inlet section, and the aperture of the nozzle outlet is d2;

[0007] Among them, 1.4≤d1 / d2≤5.

[0008] Optionally, a vertical distance between the outlet of the nozzle and the inlet of the ejection mixing section is d3, 2.6 mm≤d3≤4.9 mm.

[0009] Optionally, the nozzle comprises:

[0010] A contraction hole section, the outlet of which has a hole diameter of d4; and

[0011] an expansion hole section, wherein the inlet of the expansion hole section is connected to the outlet of the contraction hole section, and the outlet of the expansion hole section is the outlet of the nozzle;

[0012] Among them, 1.4≤d2 / d4≤3.1.

[0013] Optionally, 1.4≤d1 / d4≤5.3.

[0014] Optionally, the nozzle comprises:

[0015] A contraction hole section, the outlet of which has a hole diameter of d4; and

[0016] A nozzle straight hole section, wherein the inlet of the nozzle straight hole section is the inlet of the nozzle, the outlet of the nozzle straight hole section is connected to the inlet of the contraction hole section, and the aperture of the nozzle straight hole section is d5;

[0017] Among them, 2≤d5 / d4≤7.

[0018] Optionally, the nozzle comprises:

[0019] a contraction hole section; and

[0020] An expansion hole segment, wherein the inlet of the expansion hole segment is connected to the outlet of the contraction hole segment, the outlet of the expansion hole segment is the outlet of the nozzle, and the cone angle θ2 of the expansion hole segment is smaller than the cone angle θ1 of the contraction hole segment.

[0021] Optionally, 20°≤θ1≤30°, 10°≤θ2≤20°.

[0022] According to a second aspect of the present application, a vehicle thermal management system is provided, comprising the above-mentioned ejector assembly.

[0023] Optionally, the injection assembly further includes a first refrigerant inlet, a second refrigerant inlet and a refrigerant outlet, the first refrigerant inlet is connected to the inlet of the nozzle, and the second refrigerant inlet is connected to the injection inlet section;

[0024] The vehicle thermal management system further comprises:

[0025] a compressor having an outlet and an inlet, wherein the outlet of the compressor is selectively connected to the first refrigerant inlet, and the inlet of the compressor is selectively connected to the refrigerant outlet; and

[0026] The first in-vehicle heat exchanger is used for exchanging heat with the storage box and has a first interface and a second interface. The first interface is selectively connected to the outlet of the compressor and the inlet of the compressor, and the second interface is connected to the second refrigerant inlet of the injection assembly.

[0027] Optionally, the vehicle thermal management system further includes:

[0028] A first on-off valve, connected in series between the first refrigerant inlet and the outlet of the compressor;

[0029] A second on-off valve connected in series between the refrigerant outlet and the compressor inlet; and

[0030] a third on-off valve, connected in series between the outlet of the compressor and the first interface; and

[0031] The fourth on-off valve is connected in series between the inlet of the compressor and the third on-off valve.

[0032] Optionally, the vehicle thermal management system further includes:

[0033] The off-vehicle heat exchanger has a third interface and a fourth interface, the third interface is connected to the outlet of the compressor and selectively connected to the first refrigerant inlet, and the fourth interface is selectively connected to the first interface.

[0034] Optionally, the vehicle thermal management system has a storage box cooling mode;

[0035] When the vehicle thermal management system is in the storage box cooling mode, the first interface is disconnected from the inlet of the compressor, and the compressor, the external heat exchanger, the first internal heat exchanger, the second refrigerant inlet and the refrigerant outlet are connected in series to form a circulation loop.

[0036] Optionally, the vehicle thermal management system has a storage compartment heating mode;

[0037] When the vehicle thermal management system is in the storage box heating mode, the refrigerant outlet is disconnected from the compressor inlet, the fourth interface is disconnected from the first interface, and the compressor, the first refrigerant inlet, the second refrigerant inlet and the first in-vehicle heat exchanger are connected in series in sequence to form a circulation loop.

[0038] Optionally, the vehicle thermal management system further includes:

[0039] The second in-vehicle heat exchanger is used for exchanging heat with the passenger compartment and has a fifth interface and a sixth interface. The fifth interface is selectively connected to the fourth interface and the outlet of the compressor, and the sixth interface is connected to the inlet of the compressor.

[0040] Optionally, the vehicle thermal management system further includes:

[0041] a fifth on-off valve, connected in series between the fourth interface and the first interface, and connected in series between the fourth interface and the fifth interface;

[0042] A sixth on-off valve, connected in series between the fourth on-off valve and the fifth interface; and

[0043] The seventh on-off valve is connected in series between the outlet of the compressor and the fifth interface.

[0044] Optionally, the vehicle thermal management system has a dual-opening mode of storage box cooling and passenger compartment cooling;

[0045] When the vehicle thermal management system is in the dual-open mode of storage box cooling and passenger compartment cooling, the first interface is disconnected from the inlet of the compressor, the fifth interface is disconnected from the outlet of the compressor, the outlet of the compressor is connected to the first refrigerant inlet, the fourth interface is connected to the first interface and the fifth interface, and the inlet of the compressor is connected to the refrigerant outlet.

[0046] Optionally, the vehicle thermal management system has a storage box cooling single opening mode;

[0047] When the vehicle thermal management system is in the storage box cooling single-opening mode, the compressor outlet is disconnected from the first refrigerant inlet, the first interface is disconnected from the compressor inlet, the fifth interface is disconnected from the fourth interface and the compressor outlet, and the compressor, the outdoor heat exchanger, the first indoor heat exchanger, the second refrigerant inlet and the refrigerant outlet are connected in series in sequence to form a circulation loop.

[0048] Optionally, the vehicle thermal management system also has a storage box heating single-opening mode;

[0049] When the vehicle thermal management system is in the storage box heating single-open mode, the refrigerant outlet is disconnected from the compressor inlet, the fourth interface is disconnected from the first interface and the fifth interface, the fifth interface is disconnected from the compressor outlet, and the compressor, the first refrigerant inlet, the second refrigerant inlet and the first in-vehicle heat exchanger are connected in series in sequence to form a circulation loop.

[0050] Optionally, the vehicle thermal management system also has a dual-opening mode of heating the storage box and heating the passenger compartment;

[0051] When the vehicle thermal management system is in the dual-open mode of heating the storage box and the passenger compartment, the refrigerant outlet is disconnected from the inlet of the compressor, the fourth interface is disconnected from the fifth interface and the first interface, the outlet of the compressor is connected to the first refrigerant inlet and the fifth interface, and the first interface is connected to the inlet of the compressor.

[0052] Optionally, the vehicle thermal management system further includes:

[0053] The gas-liquid separator has an inlet and an outlet. The outlet of the gas-liquid separator is connected to the inlet of the compressor. The inlet of the gas-liquid separator is selectively connected to the refrigerant outlet of the ejection assembly.

[0054] According to a third aspect of the present application, a vehicle is also provided, comprising the above-mentioned vehicle thermal management system.

[0055] In the ejector assembly, vehicle thermal management system and vehicle of the embodiments of the present application, the ratio of the aperture d1 at the inlet of the ejector mixing section to the aperture d2 at the outlet of the nozzle is optimized, i.e., 1.4≤d1 / d2≤5, so as to enhance the pressurization effect of the ejector assembly and improve the reflux problem of the refrigerant flowing out of the outlet of the nozzle.

[0056] In addition, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor enters the ejection assembly from the first refrigerant inlet, so that a local negative pressure is formed in the ejection inlet section around the outlet of the nozzle. Under the action of the local negative pressure, the low-pressure refrigerant flowing out of the second interface of the first in-vehicle heat exchanger is ejected and enters the ejection assembly from the second refrigerant inlet. The high-temperature and high-pressure refrigerant is mixed with the low-pressure refrigerant in the ejection mixing section to form a medium-pressure refrigerant, and flows out from the refrigerant outlet, thereby improving the problem that the refrigerant pressure of the second interface of the first in-vehicle heat exchanger is low, which causes the refrigerant with a higher pressure to flow back to the first in-vehicle heat exchanger and cause a malfunction, thereby improving the thermal management efficiency of the vehicle. In addition, the ratio of the aperture d1 of the inlet of the ejection mixing section of the ejection assembly to the aperture d2 of the outlet of the nozzle is optimized, which further improves the pressurization effect of the ejection assembly on the low-pressure refrigerant flowing out of the second interface of the first in-vehicle heat exchanger. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 A schematic diagram of the structure of an ejection assembly in some embodiments of the present application;

[0058] Figure 2 It is a schematic cross-sectional structure diagram of an ejection assembly of some embodiments of the present application;

[0059] Figure 3 It is a schematic diagram of a partial cross-sectional structure of an ejection assembly of some embodiments of the present application;

[0060] Figure 4A A schematic diagram of the operation of a vehicle thermal management system in some embodiments of the present application when the vehicle thermal management system is in a dual-opening mode of a storage box cooling and a passenger compartment cooling;

[0061] Figure 4B This is a schematic diagram of the operation of a vehicle thermal management system in some embodiments of the present application when it is in a storage box cooling single opening mode;

[0062] Figure 4C This is a schematic diagram of the operation of a vehicle thermal management system in some embodiments of the present application when it is in a storage box heating single-opening mode;

[0063] Figure 4D A schematic diagram of the operation of a vehicle thermal management system in some embodiments of the present application when the vehicle thermal management system is in a dual-opening mode of heating a storage box and heating a passenger compartment;

[0064] Figure 5 The test results of the outlet pressure and the ejection coefficient of the ejected fluid of the ejection assembly of some embodiments of the present application;

[0065] Figure 6 Test results of the fluid pressure of the ejected fluid and the quality of the ejected fluid of the ejection assembly of some embodiments of the present application;

[0066] Figure 7 A structural block diagram of a vehicle according to some embodiments of the present application.

[0067] The reference numerals are as follows:

[0068] 100. Ejection assembly;

[0069] 11. ejection housing; 110. ejection flow channel; 111. ejection inlet section; 1111. first ejection inlet section; 1112. second ejection inlet section; 1113. third ejection inlet section; 1114. fourth ejection inlet section; 112. ejection mixing section; 112a. inlet of ejection mixing section; 113. ejection outlet section;

[0070] 11a, first refrigerant inlet; 11b, second refrigerant inlet; 11c, refrigerant outlet;

[0071] 21, nozzle; 211, nozzle straight hole section; 211a, nozzle inlet; 212, contraction hole section; 212a, contraction hole section outlet; 213, expansion hole section; 213a, nozzle outlet;

[0072] 31. First inlet pipe; 32. Second inlet pipe; 33. Outlet pipe;

[0073] 200. Vehicle thermal management system;

[0074] 41. compressor; 41a. outlet of compressor; 41b. inlet of compressor;

[0075] 42, first in-vehicle heat exchanger; 42a, first interface; 42b, second interface;

[0076] 43, second in-vehicle heat exchanger; 43a, third interface; 43b, fourth interface;

[0077] 44, external heat exchanger; 44a, fifth interface; 44b, sixth interface;

[0078] 45. gas-liquid separator; 45a. inlet of the gas-liquid separator; 45b. outlet of the gas-liquid separator;

[0079] 461, first on-off valve; 462, second on-off valve; 463, third on-off valve; 464, fourth on-off valve; 465, fifth on-off valve; 466, sixth on-off valve; 467, seventh on-off valve;

[0080] 300. Vehicle. DETAILED DESCRIPTION

[0081] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0082] According to the first aspect of the present application, referring to Figures 1 to 3 As shown, the present application provides an ejection assembly 100. The ejection assembly 100 includes an ejection housing 11 and a nozzle 21, and an ejection channel 110 is arranged inside the ejection housing 11. The ejection channel 110 includes an ejection inlet section 111 and an ejection mixing section 112 that are connected. The nozzle 21 is arranged in the ejection inlet section 111. The aperture of the inlet 112a of the ejection mixing section 112 is d1. The aperture of the outlet 213a of the nozzle 21 is d2. Among them, 1.4≤d1 / d2≤5.

[0083] In the ejection assembly 100 of the present application, by optimizing the ratio of the aperture of the inlet 112a of the ejection mixing section 112 to the aperture of the outlet 213a of the nozzle 21, that is, 1.4≤d1 / d2≤5, the pressurization effect of the ejection assembly 100 is improved, and the backflow problem of the fluid flowing out of the outlet 213a of the nozzle 21 is improved. Among them, d1 / d2 is too small, and the high-pressure fluid flowing out of the outlet 213a of the nozzle 21 is easy to be injected outside the inlet 112a of the ejection mixing section 112, and the high-pressure fluid does not enter the ejection mixing section 112 and backflow occurs. d1 / d2 is too large, and the flow rate of the high-pressure fluid flowing out of the outlet 213a of the nozzle 21 decreases rapidly, which is not conducive to improving the pressurization effect of the ejection assembly 100.

[0084] Optionally, 1.6≤d1 / d2≤4.5. Optionally, 1.8≤d1 / d2≤4.5. Optionally, 1.9≤d1 / d2≤3.5. Optionally, 2≤d1 / d2≤2.8.

[0085] Illustratively, d1 / d2 may be 1.5, 1.8, 2.1, 2.4, 2.7, 3.0, 3.3, 3.7, 4.0, 4.3, 4.6 or 4.9.

[0086] Fluids of different pressures enter the ejection assembly 100 from the ejection inlet section 111. In some embodiments, Figure 2As shown, the injection inlet section 111 may include a first injection inlet section 1111, a second injection inlet section 1112, and a third injection inlet section 1113 which are connected in sequence. A nozzle mounting groove is provided on the inner wall of the first injection inlet section 1111. The second injection inlet section 1112 is in a straight line shape. The aperture of the second injection inlet section 1112 is larger than the aperture of the first injection inlet section 1111. The third injection inlet section 1113 is in a contraction shape, that is, in the direction away from the second injection inlet section 1112, the aperture of the third injection inlet section 1113 decreases.

[0087] The injection inlet section 111 further includes a fourth injection inlet section 1114 . The fourth injection inlet section 1114 serves as an inlet for the injected fluid, penetrates the side wall of the injection housing 11 , and communicates with the second injection inlet section 1112 .

[0088] After the fluids with different pressures enter the ejection assembly 100, they are mixed in the ejection mixing section 112. The ejection mixing section 112 is disposed adjacent to and connected to the third ejection inlet section 1113. The ejection mixing section 112 is a straight hole section.

[0089] In some embodiments, the vertical distance between the outlet 213a of the nozzle 21 and the inlet 112a of the ejection mixing section 112 is d3, 2.6 mm ≤ d3 ≤ 4.9 mm. By optimizing the vertical distance d3 between the outlet 213a of the nozzle 21 and the inlet 112a of the ejection mixing section 112, a suitable space is provided between the outlet 213a of the nozzle 21 and the inlet 112a of the ejection mixing section 112, and the fluid flowing out of the outlet 213a of the nozzle 21 can enter the inlet 112a of the ejection mixing section 112, so that the space for the ejected fluid to flow into is larger, thereby improving the ejection efficiency of the ejection assembly 100 for the ejected fluid, and at the same time improving the backflow problem of the fluid flowing out of the outlet 213a of the nozzle 21.

[0090] Optionally, 3 mm ≤ d3 ≤ 4.5 mm. Optionally, 3.2 mm ≤ d3 ≤ 4 mm. Optionally, 3.4 mm ≤ d3 ≤ 3.8 mm.

[0091] Exemplarily, d3 may be 2.6 mm, 2.8 mm, 3.0 mm, 3.2 mm, 3.4 mm, 3.6 mm, 3.8 mm, 3.9 mm, 4.1 mm, 4.3 mm, or 4.5 mm.

[0092] The ejection channel 110 further includes an ejection outlet section 113, and the fluid mixed in the ejection mixing section 112 flows out from the ejection outlet section 113. The ejection outlet section 113 is disposed adjacent to and connected to the ejection mixing section 112. The ejection outlet section 113 is in an expansion shape, that is, the aperture of the ejection outlet section 113 increases in a direction away from the ejection mixing section 112.

[0093] In some embodiments, Figure 1 and Figure 2 As shown, the ejection assembly 100 may further include a first inlet pipe 31. One end of the first inlet pipe 31 is installed in a mounting groove on the outer wall of the nozzle 21, and the other end of the first inlet pipe 31 includes a first refrigerant inlet 11a of the ejection assembly 100, and the first refrigerant inlet 11a is connected to the inlet 211a of the nozzle 21. Among them, one end of the first inlet pipe 31 can be installed on the outer wall of the nozzle 21 by welding, but is not limited thereto.

[0094] In some embodiments, Figure 1 and Figure 2 As shown, the ejection assembly 100 may further include a second inlet pipe 32. One end of the second inlet pipe 32 may be installed in a mounting groove on the outer wall of the ejection housing 11, and the mounting groove is disposed adjacent to the fourth ejection inlet section 1114. The other end of the second inlet pipe 32 includes a second refrigerant inlet 11b of the ejection assembly 100, and the second refrigerant inlet 11b is communicated with the second ejection inlet section 1112 of the ejection inlet section 111.

[0095] In some embodiments, the first inlet pipe 31 and the second inlet pipe 32 may also be provided with external threads to be connected with internal threads on the inner wall of the ejection housing 11 .

[0096] In some embodiments, Figure 1 and Figure 2 As shown, the ejection assembly 100 may further include an outlet pipe 33. One end of the outlet pipe 33 may be mounted on the mounting groove of the inner wall of the ejection outlet section 113, and the other end of the outlet pipe 33 may include a refrigerant outlet 11c of the ejection assembly 100, and the refrigerant outlet 11c is connected to the ejection outlet section 113.

[0097] When the ejection assembly 100 needs to realize the pressurization function, the high-pressure fluid flows into the nozzle 21 from the first inlet pipe 31. The high-pressure fluid flowing out of the nozzle 21 forms a low pressure around the outlet 213a of the nozzle 21, thereby ejecting the low-pressure fluid to flow in from the second inlet pipe 32. After the low-pressure fluid and the high-pressure fluid are mixed in the ejection mixing section 112, a medium-pressure fluid is formed and flows out from the outlet pipe 33.

[0098] like Figure 2 As shown, the nozzle 21 is installed on the nozzle installation groove of the inner wall of the first injection inlet section 1111, and the nozzle 21 is arranged in the first injection inlet section 1111 and the second injection inlet section 1112. The inlet 211a of the nozzle 21 is adjacent to the inlet of the first injection inlet section 1111, and the outlet 213a of the nozzle 21 faces the third injection inlet section 1113.

[0099] like Figure 2 and Figure 3As shown, the nozzle 21 may be a split structure. The nozzle 21 is provided with a nozzle straight hole section 211, a contraction hole section 212 and an expansion hole section 213 inside.

[0100] The inlet of the nozzle straight hole section 211 is the inlet 211a of the nozzle 21. The outlet of the nozzle straight hole section 211 is connected to the inlet of the contraction hole section 212. The nozzle straight hole section 211 is in the shape of a straight hole. The aperture of the nozzle straight hole section 211 is d5.

[0101] The flow rate of the high-pressure fluid flowing out of the nozzle straight hole section 211 increases continuously in the contraction hole section 212. The aperture of the contraction hole section 212 decreases in the direction away from the nozzle straight hole section 211. The aperture of the outlet 212a of the contraction hole section 212 is d4.

[0102] The inlet of the expansion hole section 213 is connected to the outlet 212a of the contraction hole section 212. The flow rate of the fluid flowing from the contraction hole section 212 into the expansion hole section 213 continues to increase. The aperture of the expansion hole section 213 increases in the direction away from the contraction hole section 212. The outlet of the expansion hole section 213 is the outlet 213a of the nozzle 21.

[0103] In order to improve the ejection efficiency of the ejection assembly 100 and further improve its pressurization ratio for the ejected fluid, some embodiments of the present application also optimize the parameters inside the nozzle 21 .

[0104] In some embodiments, 1.4≤d2 / d4≤3.1, that is, the ratio of the aperture of the outlet of the expansion hole section 213 to the aperture of the outlet 212a of the contraction hole section 212 is optimized to ensure that the flow rate of the fluid flowing out of the contraction hole section 212 can be increased to a suitable range in the expansion hole section 213, so that the pressure around the outlet of the expansion hole section 213 is greater than the pressure of the ejected fluid, ensuring that the ejected fluid can be ejected, thereby improving the ejection efficiency of the ejection assembly 100. At the same time, the pressure loss of the high-pressure fluid flowing out of the expansion hole section 213 when entering the ejection mixing section 112 is reduced, thereby improving the pressurization effect of the ejection assembly 100.

[0105] Optionally, 1.6≤d2 / d4≤2.8. Optionally, 1.8≤d2 / d4≤2.5.

[0106] Illustratively, d2 / d4 may be 1.4, 1.6, 1.8, 2.0, 2.2, 2.4, 2.6, 2.8 or 3.0.

[0107] In some embodiments, 1.4≤d1 / d4≤5.3, that is, the ratio of the aperture of the inlet 112a of the ejector mixing section 112 to the aperture of the outlet 212a of the contraction hole section 212 is optimized to further improve the pressurization effect of the ejector assembly 100.

[0108] Optionally, 2≤d1 / d4≤5. Optionally, 2.5≤d1 / d4≤4.5. Optionally, 3≤d1 / d4≤4.

[0109] Illustratively, d1 / d4 may be 1.4, 1.6, 1.8, 2.0, 2.2, 2.4, 2.6, 2.8, 3.0, 3.2, 3.4, 3.6, 3.8, 4.0, 4.2, 4.4, 4.6 or 5.0.

[0110] In some embodiments, 2≤d5 / d4≤7, that is, the ratio of the aperture of the nozzle straight hole section 211 to the aperture of the outlet 212a of the contraction hole section 212 is optimized to ensure that the flow rate of the high-pressure fluid flowing from the nozzle straight hole section 211 to the contraction hole section 212 can be increased to a suitable range, reduce the pressure loss of the high-pressure fluid, and thus ensure the pressurization effect of the ejection assembly 100. At the same time, it is ensured that the pressure of the high-pressure fluid flowing out of the outlet 213a of the nozzle 21 is large enough, and the pressure around the outlet 213a of the nozzle 21 is reduced to allow the ejected fluid to flow in, thereby improving the problem of ejected fluid backflow, that is, improving the ejection efficiency of the ejection assembly 100.

[0111] Optionally, 2.5≤d5 / d4≤6. Optionally, 3≤d5 / d4≤5.5. Optionally, 3.5≤d5 / d4≤4.5.

[0112] Illustratively, d5 / d4 may be 2, 2.5, 3, 3.5, 4, 4.5, 5, 5.5, 6, 6.5 or 7.

[0113] In some embodiments, both the expansion hole section 213 and the contraction hole section 212 may be tapered. The cone angle θ2 of the expansion hole section 213 is smaller than the cone angle θ1 of the contraction hole section 212. The cone angle θ1 of the contraction hole section 212 is larger, so that the flow velocity of the high-pressure fluid in the contraction hole section 212 can reach the speed of sound at the junction of the contraction hole section 212 and the expansion hole section 213 (also called the throat), and the flow velocity of the high-pressure fluid reaching the speed of sound in the expansion hole section 213 will continue to increase, ensuring that the high-pressure fluid flowing out of the expansion hole section 213 can reduce the pressure around the outlet of the nozzle 21, so that the ejected fluid can flow in, thereby improving the ejection efficiency of the ejection assembly 100.

[0114] In some embodiments, 20°≤θ1≤30°, 10°≤θ2≤20°. The cone angle θ1 of the contraction hole section 212 and the cone angle θ2 of the expansion hole section 213 are optimized, so that the cone angle θ2 of the expansion hole section 213 is smaller than the cone angle θ1 of the contraction hole section 212, so as to improve the ejection efficiency of the ejection assembly 100 and reduce the pressure loss of the high-pressure fluid flowing out of the expansion hole section 213, thereby improving the pressurization effect of the ejection assembly 100.

[0115] Optionally, 22°≤θ1≤28°, and 15°≤θ2≤18°.

[0116] Exemplarily, θ1 may be 20°, 22°, 24°, 26°, 28° or 30°. Exemplarily, θ1 may be 10° 、 12°, 14°, 16°, 18° or 20°.

[0117] For example, 1.4 mm ≤ d2 ≤ 2 mm, 1.2 mm ≤ d4 ≤ 1.8 mm. In this way, the aperture d2 of the outlet 213a of the nozzle 21 and the aperture d4 of the outlet 212a of the contraction hole section 212 are both less than 2 mm, so that the high-pressure fluid has a faster flow rate when passing through the outlet of the nozzle 21, and the flow rate proportion of the high-pressure fluid is increased. In this way, when merging with the low-pressure fluid, the low-pressure gas can be pressurized more highly, and finally a larger pressurization ratio is achieved.

[0118] Exemplarily, 3.5 mm ≤ d1 ≤ 4 mm, and the length of the ejector mixing section 112 is greater than 22 mm and less than or equal to 26 mm. 3 mm ≤ d3 ≤ 3.6 mm.

[0119] For example, the overall length of the ejection assembly 100 is controlled within a range of 110 mm to 120 mm, and the outer diameter is controlled within a range of 20 mm to 25 mm, so that the size of the ejection assembly 100 is more compact.

[0120] For the ejection assembly 100 of the present application, not only the parameters associated with the outlet 213a of the nozzle 21 and the inlet 112a of the ejection mixing section 112 are optimized, but also the parameters of the internal structure of the nozzle 21 are optimized and designed, so as to improve the ejection efficiency of the ejection assembly 100 and enhance the pressurization effect of the ejection assembly 100.

[0121] According to the second aspect of the present application, referring to FIG. 4A to FIG. 4D As shown, the present application also provides a vehicle thermal management system 200, which is used to meet the heating or cooling needs of the vehicle.

[0122] The vehicle thermal management system 200 includes an ejector assembly 100 , which can not only pressurize the refrigerant in the thermal circulation loop of the vehicle thermal management system 200 , but also serve as a circulation pipeline for the refrigerant.

[0123] The vehicle thermal management system 200 further includes a compressor 41 and a first in-vehicle heat exchanger 42 .

[0124] The compressor 41 compresses the refrigerant into a high-temperature and high-pressure gaseous refrigerant. The compressor 41 has an outlet 41a and an inlet 41b. The outlet 41a of the compressor 41 selectively communicates with the first refrigerant inlet 11a, and the inlet 41b of the compressor 41 selectively communicates with the refrigerant outlet 11c.

[0125] The first in-vehicle heat exchanger 42 is used to exchange heat with a storage box (not shown) to cool and heat the storage box. The first in-vehicle heat exchanger 42 has a first interface 42a and a second interface 42b. The first interface 42a is selectively connected to the outlet 41a of the compressor 41 and the inlet 41b of the compressor 41, and the second interface 42b is connected to the second refrigerant inlet 11b of the ejection assembly 100.

[0126] When the outlet 41a of the compressor 41 is connected to the first refrigerant inlet 11a, the first interface 42a of the first in-vehicle heat exchanger 42 is connected to the outlet 41a of the compressor 41, and the inlet 41b of the compressor 41 is connected to the refrigerant outlet 11c, the high-temperature and high-pressure refrigerant flowing out of the outlet 41a of the compressor 41 enters the ejection assembly 100 from the first refrigerant inlet 11a, so that a local negative pressure is formed in the ejection inlet section 111 around the outlet 213a of the nozzle 21. Under the action of the local negative pressure, the low-pressure refrigerant flowing out of the second interface 42b of the first in-vehicle heat exchanger 42 is ejected and enters the ejection assembly 100 from the second refrigerant inlet 11b. The high-temperature and high-pressure refrigerant and the low-pressure refrigerant are mixed in the ejection mixing section 112 to form a medium-pressure refrigerant, and flow out from the refrigerant outlet 11c, thereby improving the problem that the refrigerant pressure at the outlet of the first in-vehicle heat exchanger 42 is low, which causes the refrigerant with a higher pressure to flow back to the first in-vehicle heat exchanger 42 and cause a malfunction, thereby improving the thermal management efficiency of the vehicle.

[0127] In some embodiments, the vehicle thermal management system 200 further includes a first on-off valve 461, which is connected in series between the first refrigerant inlet 11a and the outlet 41a of the compressor 41. In this way, the first on-off valve 461 is controlled to be turned on and off to selectively connect the first refrigerant inlet 11a with the outlet 41a of the compressor 41.

[0128] In some embodiments, the vehicle thermal management system 200 further includes a second on-off valve 462, which is connected in series between the refrigerant outlet 11c and the inlet 41b of the compressor 41. Thus, the second on-off valve 462 is controlled to be turned on and off to selectively connect the refrigerant outlet 11c with the inlet 41b of the compressor 41.

[0129] In some embodiments, the vehicle thermal management system 200 further includes a third on-off valve 463, which is connected in series between the outlet 41a of the compressor 41 and the first interface 42a of the first in-vehicle heat exchanger 42. In this way, the opening and closing of the third on-off valve 463 are controlled to selectively connect the outlet 41a of the compressor 41 and the first interface 42a of the first in-vehicle heat exchanger 42.

[0130] In some embodiments, the vehicle thermal management system 200 further includes a fourth on-off valve 464, which is connected in series between the inlet 41b of the compressor 41 and the third on-off valve 463. In this way, the fourth on-off valve 464 and the third on-off valve 463 are controlled to selectively connect the inlet 41b of the compressor 41 with the first interface 42a.

[0131] The vehicle thermal management system 200 further includes an external heat exchanger 44, which condenses the high-pressure gaseous refrigerant flowing out of the compressor 41, so that the high-pressure gaseous refrigerant is condensed into liquid refrigerant with reduced pressure and temperature. The external heat exchanger 44 may be an external condenser.

[0132] The external heat exchanger 44 has a third interface 44a and a fourth interface 44b. The third interface 44a is communicated with the outlet 41a of the compressor 41 and selectively communicated with the first refrigerant inlet 11a. The fourth interface 44b is selectively communicated with the first interface 42a.

[0133] In some embodiments, the vehicle thermal management system 200 has a storage box cooling module. Figure 4A and Figure 4B As shown, when the vehicle thermal management system 200 is in the storage box cooling mode, the first interface 42a is disconnected from the inlet 41b of the compressor 41, and the compressor 41, the external heat exchanger 44, the first internal heat exchanger 42, the second refrigerant inlet 11b and the refrigerant outlet 11c are sequentially connected in series to form a circulation loop. At the same time, the first refrigerant inlet 11a and the outlet 41a of the compressor 41 can be disconnected or connected.

[0134] In some embodiments, the vehicle thermal management system 200 has a storage box heating mode. Figure 4C and Figure 4D As shown, when the vehicle thermal management system 200 is in the storage box heating mode, the refrigerant outlet 11c is disconnected from the inlet 41b of the compressor 41, the fourth interface 44b is disconnected from the first interface 42a, and the compressor 41, the first refrigerant inlet 11a, the second refrigerant inlet 11b and the first in-vehicle heat exchanger 42 are connected in series in sequence to form a circulation loop.

[0135] In some embodiments, the vehicle thermal management system 200 further includes a second in-vehicle heat exchanger 43 for exchanging heat with a passenger compartment (not shown in the figure) to achieve cooling or heating of the passenger compartment. Optionally, the second in-vehicle heat exchanger 43 is an in-vehicle evaporator. The in-vehicle evaporator absorbs heat from the passenger compartment to increase the temperature of the low-temperature and low-pressure liquid refrigerant and convert it into a gaseous refrigerant to achieve cooling of the passenger compartment.

[0136] The second in-vehicle heat exchanger 43 has a fifth port 43 a and a sixth port 43 b . The fifth port 43 a selectively communicates with the fourth port 44 b and the outlet 41 a of the compressor 41 , and the sixth port 43 b communicates with the inlet 41 b of the compressor 41 .

[0137] In some embodiments, the vehicle thermal management system 200 further includes a fifth on-off valve 465. The fifth on-off valve 465 is connected in series between the fourth interface 44b and the first interface 42a of the first in-vehicle heat exchanger 42, and is connected in series between the fourth interface 44b and the fifth interface 43a of the second in-vehicle heat exchanger 43. The third on-off valve 463 is connected between the fifth on-off valve 465 and the first in-vehicle heat exchanger 42, and the fourth on-off valve 464 is connected between the fifth on-off valve 465 and the inlet 41b of the compressor 41. In this way, the third on-off valve 463 and the fifth on-off valve 465 are controlled to selectively connect the first in-vehicle heat exchanger 42 with the outside heat exchanger 44.

[0138] In some embodiments, the vehicle thermal management system 200 further includes a sixth on-off valve 466, which is connected in series between the fifth on-off valve 465 and the fifth interface 43a. In this way, the fifth on-off valve 465 and the sixth on-off valve 466 are controlled to selectively connect the second in-vehicle heat exchanger 43 with the external heat exchanger 44.

[0139] In some embodiments, the vehicle thermal management system 200 further includes a seventh on-off valve 467, which is connected in series between the outlet 41a of the compressor 41 and the fifth interface 43a of the second in-vehicle heat exchanger 43. In this way, the opening and closing of the seventh on-off valve 467 are controlled to selectively connect the outlet 41a of the compressor 41 and the fifth interface 43a of the second in-vehicle heat exchanger 43.

[0140] In some embodiments, the vehicle thermal management system 200 further includes a gas-liquid separator 45, which is used to separate the gaseous refrigerant from the liquid refrigerant. The gas-liquid separator 45 has an inlet 45a and an outlet 45b, the outlet 45b of the gas-liquid separator 45 is connected to the inlet 41b of the compressor 41, and the inlet 45a of the gas-liquid separator 45 is selectively connected to the refrigerant outlet 11c of the ejection assembly 100 and is connected to the fifth interface 43a of the second in-vehicle heat exchanger 43.

[0141] In some embodiments, Figure 4A As shown, the vehicle thermal management system 200 has a dual-opening mode of storage box cooling and passenger compartment cooling. When the vehicle thermal management system 200 is in the dual-opening mode of storage box cooling and passenger compartment cooling, the first interface 42a is disconnected from the inlet 41b of the compressor 41, the fifth interface 43a is disconnected from the outlet 41a of the compressor 41, the outlet 41a of the compressor 41 is connected to the first refrigerant inlet 11a, the fourth interface 44b of the external heat exchanger 44 is connected to the first interface 42a of the first in-vehicle heat exchanger 42 and the fifth interface 43a of the second in-vehicle heat exchanger 43, and the inlet 41b of the compressor 41 is connected to the refrigerant outlet 11c and the sixth interface 43b of the second in-vehicle heat exchanger 43. In this way, the compressor 41, the external heat exchanger 44, the first in-vehicle heat exchanger 42, the second refrigerant inlet 11b and the refrigerant outlet 11c are connected in series in sequence to form a first refrigeration circuit, and the compressor 41, the external heat exchanger 44 and the second in-vehicle heat exchanger 43 are connected in series in sequence to form a second refrigeration circuit.

[0142] Exemplarily, when the vehicle thermal management system 200 is in the dual-open mode of storage box cooling and passenger compartment cooling, the first on-off valve 461 to the third on-off valve 463, the fifth on-off valve 465 and the sixth on-off valve 466 are all turned on, and the fourth on-off valve 464 and the seventh on-off valve 467 are closed.

[0143] It should be noted that Figures 4A to 4D The multiple arrowed lines in illustrative examples illustrate the flow paths of the refrigerant in the vehicle thermal management system 200 .

[0144] The vehicle thermal management system 200 realizes the dual-opening mode of the storage box cooling and the passenger compartment cooling as follows: a part of the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 41 enters the ejection assembly 100 from the first refrigerant inlet 11a, and another part of the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 41 passes through the external heat exchanger 44 and becomes a low-temperature and low-pressure liquid refrigerant and flows into the first internal heat exchanger 42 and the second internal heat exchanger 43. The first internal heat exchanger 42 and the second internal heat exchanger 43 both absorb heat, so that the temperature of the low-temperature and low-pressure liquid refrigerant increases and becomes a gaseous refrigerant, thereby realizing the cooling of the storage box and the passenger compartment. The ejection assembly 100 ejects the low-pressure gaseous refrigerant flowing out of the first in-vehicle heat exchanger 42, and the low-pressure gaseous refrigerant mixes with the high-pressure gaseous refrigerant flowing into the first refrigerant inlet 11a. The medium-pressure refrigerant flowing out of the ejection assembly 100 and the gaseous refrigerant flowing out of the second in-vehicle heat exchanger 43 pass through the gas-liquid separator 45 and then flow back into the compressor 41.

[0145] It should be noted that since the pressure of the medium-pressure refrigerant flowing out of the ejector assembly 100 is relatively high, it can improve the problem in the related technology that the pressure of the gaseous refrigerant flowing out of the second in-vehicle heat exchanger is greater than the pressure of the gaseous refrigerant flowing out of the first in-vehicle heat exchanger, thereby causing the refrigerant to flow back into the first in-vehicle heat exchanger.

[0146] In some embodiments, Figure 4B As shown, the vehicle thermal management system 200 also has a storage box cooling single-opening mode. When the vehicle thermal management system 200 is in the storage box cooling single-opening mode, the outlet 41a of the compressor 41 is disconnected from the first refrigerant inlet 11a, the first interface 42a is disconnected from the inlet 41b of the compressor 41, the fifth interface 43a of the second in-vehicle heat exchanger 43 is disconnected from the fourth interface 44b and the outlet 41a of the compressor 41, and the compressor 41, the external heat exchanger 44, the first in-vehicle heat exchanger 42, the second refrigerant inlet 11b and the refrigerant outlet 11c are sequentially connected in series to form a refrigeration cycle.

[0147] The vehicle thermal management system 200 realizes the storage box cooling single-opening mode in that the high-temperature and high-pressure refrigerant flowing out of the compressor 41 is condensed by the external heat exchanger 44 and then enters the first internal heat exchanger 42. The first internal heat exchanger 42 absorbs the heat in the storage box to realize the cooling of the storage box. The gaseous refrigerant flowing out of the first internal heat exchanger 42 then flows through the second refrigerant inlet 11b and the refrigerant outlet 11c of the ejector assembly 100, and then flows into the compressor 41 after passing through the gas-liquid separator 45.

[0148] Exemplarily, when the vehicle thermal management system 200 is in the storage box cooling single opening mode, the first on-off valve 461, the fourth on-off valve 464, the sixth on-off valve 466 and the seventh on-off valve 467 are closed, and the second on-off valve 462, the third on-off valve 463 and the fifth on-off valve 465 are turned on.

[0149] In some embodiments, Figure 4C As shown, the vehicle thermal management system 200 also has a storage box heating single-on mode. When the vehicle thermal management system 200 is in the storage box heating single-on mode, the refrigerant outlet 11c is disconnected from the inlet 41b of the compressor 41, the fourth interface 44b is disconnected from the first interface 42a and the fifth interface 43a, the fifth interface 43a is disconnected from the outlet 41a of the compressor 41, the first interface 42a is connected to the inlet 41b of the compressor 41, and the compressor 41, the first refrigerant inlet 11a, the second refrigerant inlet 11b and the first in-vehicle heat exchanger 42 are connected in series in sequence to form a heating cycle.

[0150] The vehicle thermal management system 200 realizes the storage box heating single-open mode according to the principle that the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 41 flows into the first refrigerant inlet 11a of the injection assembly 100 and flows out from the second refrigerant inlet 11b, then flows through the first in-vehicle heat exchanger 42, thereby heating the storage box, and finally flows into the gas-liquid separator 45 and then flows back to the compressor 41.

[0151] Exemplarily, when the vehicle thermal management system 200 also has a storage box heating single opening mode, the second on-off valve 462, the fifth on-off valve 465 and the seventh on-off valve 467 are closed, and the first on-off valve 461, the third on-off valve 463 and the fourth on-off valve 464 are turned on.

[0152] In some embodiments, Figure 4D As shown, the vehicle thermal management system 200 also has a dual-on mode of heating the storage box and the passenger compartment. When the vehicle thermal management system 200 is in the dual-on mode of heating the storage box and the passenger compartment, the refrigerant outlet 11c is disconnected from the inlet 41b of the compressor 41, the fourth interface 44b is disconnected from the fifth interface 43a and the first interface 42a, the outlet 41a of the compressor 41 is connected to the first refrigerant inlet 11a and the fifth interface 43a, and the first interface 42a is connected to the inlet 41b of the compressor 41. In this way, the compressor 41, the first refrigerant inlet 11a, the second refrigerant inlet 11b and the first in-vehicle heat exchanger 42 are connected in series in sequence to form a first heating circuit, and the compressor 41 and the second in-vehicle heat exchanger 43 are connected in series to form a second heating circuit.

[0153] The principle of the vehicle thermal management system 200 to achieve the dual-opening mode of heating the storage box and the passenger compartment is that a part of the high-temperature and high-pressure refrigerant flowing out of the outlet 41a of the compressor 41 flows into the first refrigerant inlet 11a of the ejector assembly 100 and flows out from the second refrigerant inlet 11b, and then flows through the first in-vehicle heat exchanger 42 in sequence, thereby heating the storage box, and finally flows into the gas-liquid separator 45 and then flows back to the compressor 41; at the same time, another part of the high-temperature and high-pressure refrigerant flowing out of the outlet 41a of the compressor 41 directly flows into the second in-vehicle heat exchanger 43, heating the passenger compartment, and finally flows into the gas-liquid separator 45 and then flows back to the compressor 41.

[0154] Exemplarily, when the vehicle thermal management system 200 is in the dual-open mode of heating the storage box and the passenger compartment, the second on-off valve 462 and the fifth on-off valve 465 are closed, and the first on-off valve 461, the third on-off valve 463, the fourth on-off valve 464, the sixth on-off valve 466 and the seventh on-off valve 467 are turned on.

[0155] It can be seen that when the vehicle thermal management system 200 is in the dual-opening mode of the storage box cooling and the passenger compartment cooling, the ejector assembly 100 plays a role in pressurizing the low-temperature and low-pressure gaseous refrigerant flowing out of the first in-vehicle heat exchanger 42, improving the problem that the gaseous refrigerant flowing out of the second in-vehicle heat exchanger 43 has a higher pressure and then flows back into the first in-vehicle heat exchanger 42, causing a malfunction. In addition, the ejector assembly 100 also serves as a circulation pipeline, so that the vehicle thermal management system 200 can also realize the working conditions of the storage box cooling single-opening mode, the storage box heating single-opening mode, and the storage box heating and passenger compartment heating dual-opening mode, enriching the working mode of the vehicle thermal management system 200.

[0156] In addition, for the above-mentioned ejection component 100, the parameters associated with the outlet 213a of the nozzle 21 and the inlet 112a of the ejection mixing section 112 are optimized, and the parameters of the internal structure of the nozzle 21 are optimized and designed, which can also improve the ejection efficiency of the ejection component 100 for the low-temperature and low-pressure gaseous refrigerant flowing out of the first in-vehicle heat exchanger 42, and enhance the pressurization effect of the ejection component 100.

[0157] Reference Figure 5 As shown, the ejection coefficient of the ejection assembly 100 of some embodiments of the present application for the ejected fluid with an outlet pressure of 0.2MPa to 0.5MPa is greater than 0, and the ejection coefficient for the ejected fluid with an outlet pressure of 0.25MPa to 0.5MPa is close to 1. Therefore, the ejection assembly 100 of some embodiments of the present application has a good ejection effect for the low-temperature and low-pressure gaseous refrigerant of 0.22MPa to 0.25MPa flowing out of the first in-vehicle heat exchanger 42.

[0158] Reference Figure 6 As shown, when the fluid pressure of the ejected fluid is 0.8 MPa, the mass of the ejected fluid is the largest, and the ejection assembly 100 has the best ejection effect on the ejected fluid. Therefore, when the fluid pressure of the low-temperature and low-pressure gaseous refrigerant flowing out of the first in-vehicle heat exchanger 42 is 0.8 MPa, the ejection assembly 100 has the best ejection effect on the low-temperature and low-pressure gaseous refrigerant flowing out of the first in-vehicle heat exchanger 42.

[0159] It should be noted that the above-mentioned ejector assembly can not only be used to pressurize the low-temperature and low-pressure gaseous refrigerant flowing out of the first in-vehicle heat exchanger 42, but can also be used to pressurize the refrigerant flowing out of other structures in the vehicle thermal management system 200.

[0160] According to the third aspect of the present application, referring to Figure 7 As shown, the present application also provides a vehicle 300 , and the vehicle 300 includes the above-mentioned vehicle thermal management system 200 .

[0161] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0162] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0163] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0164] The above are only preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the present application has been described in examples with different focuses on the description of each embodiment, for the parts not described in detail in a certain embodiment, reference can be made to the relevant effective embodiments of other embodiments. However, any brief modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. An ejection assembly, characterized in that: include: An ejection housing, wherein an ejection flow channel is disposed inside the ejection housing, wherein the ejection flow channel comprises an ejection inlet section and an ejection mixing section which are connected to each other, and the aperture of the inlet of the ejection mixing section is d1; A nozzle is disposed in the injection inlet section, and the aperture of the nozzle outlet is d2; Among them, 1.4≤d1 / d2≤5.

2. The ejection assembly according to claim 1, characterized in that: The vertical distance between the outlet of the nozzle and the inlet of the ejection mixing section is d3, 2.6 mm≤d3≤4.9 mm.

3. The ejection assembly according to claim 1, characterized in that: The nozzle comprises: A contraction hole section, the outlet of which has a hole diameter of d4; and an expansion hole section, wherein the inlet of the expansion hole section is connected to the outlet of the contraction hole section, and the outlet of the expansion hole section is the outlet of the nozzle; Among them, 1.4≤d2 / d4≤3.

1.

4. The ejection assembly according to claim 3, characterized in that: 1.4≤d1 / d4≤5.

3.

5. The ejection assembly according to claim 1, characterized in that: The nozzle comprises: A contraction hole section, the outlet of which has a hole diameter of d4; and A nozzle straight hole section, wherein the inlet of the nozzle straight hole section is the inlet of the nozzle, the outlet of the nozzle straight hole section is connected to the inlet of the contraction hole section, and the aperture of the nozzle straight hole section is d5; Among them, 2≤d5 / d4≤7.

6. The ejection assembly according to claim 1, characterized in that: The nozzle comprises: a contraction hole section; and An expansion hole segment, wherein the inlet of the expansion hole segment is connected to the outlet of the contraction hole segment, the outlet of the expansion hole segment is the outlet of the nozzle, and the cone angle θ2 of the expansion hole segment is smaller than the cone angle θ1 of the contraction hole segment.

7. The ejection assembly according to claim 6, characterized in that: 20°≤θ1≤30°, 10°≤θ2≤20°.

8. A vehicle thermal management system, characterized in that: The invention comprises the ejection assembly as described in any one of claims 1 to 7.

9. The vehicle thermal management system according to claim 8, characterized in that: The injection assembly further includes a first refrigerant inlet, a second refrigerant inlet and a refrigerant outlet, wherein the first refrigerant inlet is connected to the inlet of the nozzle, and the second refrigerant inlet is connected to the injection inlet section; The vehicle thermal management system further comprises: A compressor having an outlet and an inlet, wherein the outlet of the compressor is selectively connected to the first refrigerant inlet, and the inlet of the compressor is selectively connected to the refrigerant outlet; as well as The first in-vehicle heat exchanger is used for exchanging heat with the storage box and has a first interface and a second interface. The first interface is selectively connected to the outlet of the compressor and the inlet of the compressor, and the second interface is connected to the second refrigerant inlet of the injection assembly.

10. The vehicle thermal management system according to claim 9, characterized in that: The vehicle thermal management system further comprises: A first on-off valve, connected in series between the first refrigerant inlet and the outlet of the compressor; A second on-off valve connected in series between the refrigerant outlet and the compressor inlet; and a third on-off valve, connected in series between the outlet of the compressor and the first interface; and The fourth on-off valve is connected in series between the inlet of the compressor and the third on-off valve.

11. The vehicle thermal management system according to claim 9, characterized in that: The vehicle thermal management system further comprises: The off-vehicle heat exchanger has a third interface and a fourth interface, the third interface is connected to the outlet of the compressor and selectively connected to the first refrigerant inlet, and the fourth interface is selectively connected to the first interface.

12. The vehicle thermal management system according to claim 11, characterized in that: The vehicle thermal management system has a storage box cooling mode; When the vehicle thermal management system is in the storage box cooling mode, the first interface is disconnected from the inlet of the compressor, and the compressor, the external heat exchanger, the first internal heat exchanger, the second refrigerant inlet and the refrigerant outlet are connected in series to form a circulation loop.

13. The vehicle thermal management system according to claim 11, characterized in that: The vehicle thermal management system has a storage box heating mode; When the vehicle thermal management system is in the storage box heating mode, the refrigerant outlet is disconnected from the compressor inlet, the fourth interface is disconnected from the first interface, and the compressor, the first refrigerant inlet, the second refrigerant inlet and the first in-vehicle heat exchanger are connected in series in sequence to form a circulation loop.

14. The vehicle thermal management system according to claim 11, characterized in that: The vehicle thermal management system further comprises: The second in-vehicle heat exchanger is used for exchanging heat with the passenger compartment and has a fifth interface and a sixth interface. The fifth interface is selectively connected to the fourth interface and the outlet of the compressor, and the sixth interface is connected to the inlet of the compressor.

15. The vehicle thermal management system according to claim 14, characterized in that: The vehicle thermal management system further comprises: a fifth on-off valve, connected in series between the fourth interface and the first interface, and connected in series between the fourth interface and the fifth interface; A sixth on-off valve, connected in series between the fifth on-off valve and the fifth interface; and The seventh on-off valve is connected in series between the outlet of the compressor and the fifth interface.

16. The vehicle thermal management system according to claim 14, characterized in that: The vehicle thermal management system has a dual-opening mode of storage box cooling and passenger compartment cooling; When the vehicle thermal management system is in the dual-open mode of storage box cooling and passenger compartment cooling, the first interface is disconnected from the inlet of the compressor, the fifth interface is disconnected from the outlet of the compressor, the outlet of the compressor is connected to the first refrigerant inlet, the fourth interface is connected to the first interface and the fifth interface, and the inlet of the compressor is connected to the refrigerant outlet.

17. The vehicle thermal management system according to claim 14, characterized in that: The vehicle thermal management system has a storage box cooling single opening mode; When the vehicle thermal management system is in the storage box cooling single-opening mode, the compressor outlet is disconnected from the first refrigerant inlet, the first interface is disconnected from the compressor inlet, the fifth interface is disconnected from the fourth interface and the compressor outlet, and the compressor, the outdoor heat exchanger, the first indoor heat exchanger, the second refrigerant inlet and the refrigerant outlet are connected in series in sequence to form a circulation loop.

18. The vehicle thermal management system according to claim 14, characterized in that: The vehicle thermal management system also has a storage box heating single-opening mode; When the vehicle thermal management system is in the storage box heating single-open mode, the refrigerant outlet is disconnected from the compressor inlet, the fourth interface is disconnected from the first interface and the fifth interface, the fifth interface is disconnected from the compressor outlet, and the compressor, the first refrigerant inlet, the second refrigerant inlet and the first in-vehicle heat exchanger are connected in series in sequence to form a circulation loop.

19. The vehicle thermal management system according to claim 14, characterized in that: The vehicle thermal management system also has a dual-opening mode of heating the storage box and the passenger compartment; When the vehicle thermal management system is in the dual-open mode of heating the storage box and the passenger compartment, the refrigerant outlet is disconnected from the inlet of the compressor, the fourth interface is disconnected from the fifth interface and the first interface, the outlet of the compressor is connected to the first refrigerant inlet and the fifth interface, and the first interface is connected to the inlet of the compressor.

20. The vehicle thermal management system according to claim 9, characterized in that: The vehicle thermal management system further comprises: The gas-liquid separator has an inlet and an outlet. The outlet of the gas-liquid separator is connected to the inlet of the compressor. The inlet of the gas-liquid separator is selectively connected to the refrigerant outlet of the ejection assembly.

21. A vehicle, characterized in that: The vehicle comprises a vehicle thermal management system as claimed in any one of claims 8 to 20.

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