Thermal management system and vehicle

Abstract

The utility model discloses a thermal management system and a vehicle, comprising: an air conditioning module comprising a compressor, an outside-vehicle heat exchanger and a first inside-vehicle heat exchanger which are connected to form a refrigerant loop; a battery heat exchange module; the first pressure regulating device is provided with a first pressure regulating inlet, a second pressure regulating inlet and a first pressure regulating outlet, the first pressure regulating inlet is connected to the second end of the battery heat exchange module, the second pressure regulating inlet is connected to the second end of the first in-vehicle heat exchanger, and the first pressure regulating outlet is connected to the inlet; the first pressure adjusting device is used for adjusting the pressure of the refrigerant flowing out of the battery heat exchange module and / or the pressure of the refrigerant flowing out of the first in-vehicle heat exchanger. According to the heat management system, the pressure of the air conditioner and the pressure of the battery can be controlled respectively according to different working evaporation pressures, so that efficient double-opening of battery refrigeration and in-vehicle refrigeration is realized; and the pressure of the refrigerant flowing out of the battery heat exchange module and the pressure of the refrigerant flowing out of the first in-vehicle heat exchanger can be adjusted to be the same and then flow back to the compressor together.

Description

TECHNICAL FIELD

[0001] The utility model relates to vehicle technical field especially is related to a kind of thermal management system and vehicle. BACKGROUND

[0002] The thermal management system in the related art usually includes an air conditioning module and a battery heat exchange module, and the battery heat exchange module is connected to the air conditioning module. However, in the refrigeration mode, the evaporation pressure and the refrigeration capacity of the passenger cabin and the battery cooling are not the same, and the evaporation pressure and the refrigeration capacity of the passenger cabin are lower than those of the battery cooling. Therefore, directly combining the refrigerant flowing through the first in-vehicle heat exchanger and the refrigerant flowing through the battery heat exchange module and then flowing back to the compressor can increase the pressure loss of the battery heat exchange module, reduce the refrigerant flow, and reduce the refrigeration capacity, which can affect the refrigeration performance of the battery heat exchange module and the air conditioning module. SUMMARY

[0003] The utility model aims at at least one of the technical problems existing in the prior art. To this end, one object of the utility model is to provide a thermal management system that can control the pressure of the air conditioner and the battery separately according to different working evaporation pressures, thereby achieving efficient dual-opening of battery refrigeration and in-vehicle refrigeration, and adjusting the refrigerant pressure flowing out of the battery heat exchange module and the refrigerant pressure flowing out of the first in-vehicle heat exchanger to the same level before flowing back to the compressor, so as to ensure high refrigeration efficiency of the battery heat exchange module and the air conditioning module.

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

[0005] To achieve the above object, according to the first aspect embodiment of the utility model embodiment, a thermal management system is provided, which comprises: an air conditioning module, the air conditioning module comprising a compressor, an outdoor heat exchanger and a first in-vehicle heat exchanger connected to form a refrigerant circuit, the compressor having an outlet and an inlet, the outlet being connected to a first end of the outdoor heat exchanger, and a second end of the outdoor heat exchanger being connected to a first end of the first in-vehicle heat exchanger; a battery heat exchange module, a first end of the battery heat exchange module being selectively connected to the first end of the outdoor heat exchanger and the second end of the outdoor heat exchanger; a first pressure regulating device, the first pressure regulating device having a first pressure regulating inlet, a second pressure regulating inlet and a first pressure regulating outlet, the first pressure regulating inlet being connected to a second end of the battery heat exchange module, the second pressure regulating inlet being connected to a second end of the first in-vehicle heat exchanger, and the first pressure regulating outlet being connected to the inlet, the first pressure regulating device being used to adjust the refrigerant pressure flowing out of the battery heat exchange module and / or the refrigerant pressure flowing out of the first in-vehicle heat exchanger.

[0006] Thus, the thermal management system according to this utility model embodiment can achieve separate pressure control of the air conditioner and the battery according to different working evaporation pressures, thereby achieving efficient dual operation of battery cooling and vehicle interior cooling. Furthermore, it can adjust the pressure of the refrigerant flowing out of the battery heat exchange module and the pressure of the refrigerant flowing out of the first vehicle interior heat exchanger to be the same before they flow back to the compressor together, so as to ensure high cooling efficiency of the battery heat exchange module and the air conditioning module.

[0007] According to some embodiments of the present invention, the first pressure regulating device is a first ejector, the first ejector having a first ejector inlet, a second ejector inlet and a first ejector outlet, the second end of the battery heat exchange module being connected to the first ejector inlet, and the second end of the first in-vehicle heat exchanger being connected to the second ejector inlet, and the inlet being connected to the first ejector outlet.

[0008] According to some embodiments of the present invention, the first ejector includes: an intake section having a first ejector inlet and a second ejector inlet; a mixing section connected to the intake section; and a diffusion section connected to the mixing section and having a first ejector outlet.

[0009] According to some embodiments of the present invention, the first ejector further includes: an adjusting member, which is movably disposed in the suction section along the axial direction of the suction section, and the adjusting member adjusts the fluid flow area of ​​the suction section by adjusting the gap between itself and the side wall of the suction section.

[0010] According to some embodiments of the present invention, the first pressure regulating device includes: a booster compressor, the first end of which is connected to the second end of the first in-vehicle heat exchanger; a first branch, the first end of which is connected to the second end of the battery heat exchange module; and a first main line, the first end of which is connected to the second end of the booster compressor and the second end of the first branch, respectively, and the second end of the first main line is connected to the inlet.

[0011] According to some embodiments of the present invention, the first pressure regulating device includes: a first throttling element, the first end of which is connected to the second end of the battery heat exchange module; a second branch, the first end of which is connected to the second end of the first in-vehicle heat exchanger; and a second main line, the first end of which is connected to the second end of the first throttling element and the second end of the second branch, respectively, and the second end of the second main line is connected to the inlet.

[0012] According to some embodiments of the present invention, the air conditioning module further includes: a second throttling element, the first end of the second throttling element being connected to the second end of the external heat exchanger, and the second end of the second throttling element being connected to the first end of the internal heat exchanger.

[0013] According to some embodiments of the present invention, the air conditioning module further includes: a second in-vehicle heat exchanger, the first end of which is connected to the outlet; a third throttling element, the first end of which is connected to the second end of the second in-vehicle heat exchanger, and the second end of which is connected to the first end of the external heat exchanger; and a first on / off valve, which is connected in parallel with the third throttling element to control the on / off connection between the second in-vehicle heat exchanger and the external heat exchanger.

[0014] According to some embodiments of the present invention, the air conditioning module further includes: a second on / off valve, the first end of the second on / off valve being connected to the second end of the vehicle exterior heat exchanger, and the second end of the second on / off valve being connected to the inlet, so as to control the on / off connection between the vehicle exterior heat exchanger and the inlet.

[0015] According to some embodiments of the present invention, the battery heat exchange module includes: a battery pack heat exchanger, the first end of which is selectively connected to the first end of the external heat exchanger and the second end of the external heat exchanger, and the second end of the battery pack heat exchanger is connected to the first pressure regulating inlet of the first pressure regulating device; and a fourth throttling element, the first end of which is selectively connected to the first end of the external heat exchanger and the second end of the external heat exchanger, and the second end of the fourth throttling element is connected to the first end of the battery pack heat exchanger.

[0016] According to some embodiments of the present invention, the thermal management system further includes: a third on / off valve, the first end of which is connected to the first pressure regulating outlet, and the second end of which is connected to the inlet, to control the on / off connection between the first pressure regulating device and the inlet; and a fourth on / off valve, the first end of which is connected to the outlet, and the second end of which is connected to the second end of the battery pack heat exchanger, to control the on / off connection between the battery pack heat exchanger and the outlet.

[0017] According to some embodiments of the present invention, the battery heat exchange module further includes: a first one-way valve, the first end of which is connected to the first end of the fourth throttling element, and the second end of which is connected to the first end of the external heat exchanger, wherein the first one-way valve only allows refrigerant to flow from the battery pack heat exchanger to the first end of the external heat exchanger; and a second one-way valve, the first end of which is connected to the second end of the external heat exchanger, and the second end of which is connected to the first end of the fourth throttling element, wherein the second one-way valve only allows refrigerant to flow from the external heat exchanger to the battery pack heat exchanger.

[0018] According to some embodiments of this utility model, the thermal management system has at least one of the following states: air-cooled state, air-cooled and electrically cooled state, electrically cooled state, air-heated state, air-heated and electrically heated state, and electrically heated state. When the thermal management system is in the air-cooled state, the first on-off valve and the third on-off valve are open, and the second on-off valve and the fourth on-off valve are closed. The second throttling element is open and functions as a throttling element, and both the third and fourth throttling elements are closed. The external heat exchanger acts as a condenser, and the first internal heat exchanger acts as an evaporator. When the thermal management system is in the air-cooled and electrically cooled state... When the first and third on / off valves are open, and the second and fourth on / off valves are closed, both the second and fourth throttling elements are open and function as throttling elements, and the third throttling element is closed, the external heat exchanger acts as a condenser, and both the first internal heat exchanger and the battery pack heat exchanger act as evaporators; when the thermal management system is in the electrically cooled state, the first and third on / off valves are open, and the second and fourth on / off valves are closed, the fourth throttling element is open and function as a throttling element, and both the second and third throttling elements... When all three are disconnected, the external heat exchanger acts as a condenser, and the battery pack heat exchanger acts as an evaporator. When the thermal management system is in the air-heat state, the second on-off valve is open, and the first, third, and fourth on-off valves are closed. The third throttling element is activated and functions as a throttling element, while both the second and fourth throttling elements are closed. The second internal heat exchanger acts as a condenser, and the external heat exchanger acts as an evaporator. When the thermal management system is in the air-heat electrothermal state, the second and fourth on-off valves are open, and the first and third on-off valves are closed. When the on / off valve is open, both the third and fourth throttling elements are open and function as throttling elements, and the second throttling element is open. The second in-vehicle heat exchanger and the battery pack heat exchanger act as condensers, and the external heat exchanger acts as an evaporator. When the thermal management system is in the electrothermal state, the second and fourth on / off valves are open, and the first and third on / off valves are open. The fourth throttling element is open and functions as throttling elements, and both the second and third throttling elements are open. The battery pack heat exchanger acts as a condenser, and the external heat exchanger acts as an evaporator.

[0019] According to some embodiments of the present invention, the battery heat exchange module further includes: a fifth throttling element, the first end of which is connected to the second end of the fourth on / off valve, and the second end of which is connected to the second end of the battery pack heat exchanger; and a fifth on / off valve, the first end of which is connected to the second end of the battery pack heat exchanger and the second end of the fifth throttling element, and the second end of which is connected to the first pressure regulating inlet, so as to control the on / off connection between the battery pack heat exchanger and the first pressure regulating inlet.

[0020] According to some embodiments of the present invention, the vehicle exterior heat exchanger includes: a first vehicle exterior heat exchanger, the first end of which is connected to the second end of the second vehicle interior heat exchanger and the second end of the first one-way valve, and the second end of which is connected to the first end of the first vehicle interior heat exchanger and the first end of the second one-way valve; and a second vehicle exterior heat exchanger, which is connected in parallel with the first vehicle exterior heat exchanger.

[0021] According to some embodiments of this utility model, the thermal management system further includes a motor cooling module, which includes: a three-way valve, the three-way valve including a first connection port, a second connection port and a third connection port; a motor cooling channel, the first end of the motor cooling channel being connected to the first connection port; and a motor radiator, the first end of the motor radiator being connected to the second connection port; wherein, the second external heat exchanger has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel being connected to the third connection port and the second end of the motor radiator, the second end of the first heat exchange channel being connected to the second end of the motor cooling channel, the first end of the second internal heat exchanger being connected to the second end of the second internal heat exchanger and the second end of the first one-way valve, and the second end of the second heat exchange channel being connected to the first end of the first internal heat exchanger and the first end of the second one-way valve.

[0022] According to some embodiments of the present invention, the air conditioning module further includes: a sixth on / off valve, the first end of which is connected to the second end of the second in-vehicle heat exchanger and the second end of the first one-way valve, and the second end of which is connected to the first end of the first out-of-vehicle heat exchanger; and a seventh on / off valve, the first end of which is connected to the second end of the second in-vehicle heat exchanger and the second end of the first one-way valve, and the second end of which is connected to the first end of the second out-of-vehicle heat exchanger.

[0023] According to some embodiments of the present invention, there are multiple battery pack heat exchangers and multiple fourth throttling elements, and the multiple battery pack heat exchangers are connected in series with the corresponding fourth throttling elements and then connected in parallel.

[0024] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heat exchange module, the first end of which is connected to the second end of the vehicle external heat exchanger and the first end of the battery heat exchange module, and the second end of which is connected to the inlet.

[0025] According to some embodiments of the present invention, the thermal management system further includes: a second pressure regulating device, the second pressure regulating device having a third pressure regulating inlet, a fourth pressure regulating inlet, and a second pressure regulating outlet, the third pressure regulating inlet being connected to the second end of the first in-vehicle heat exchanger, the fourth pressure regulating inlet being connected to the second end of the refrigerator heat exchange module, and the second pressure regulating outlet being selectively connected to the second pressure regulating inlet and the inlet.

[0026] According to some embodiments of the present invention, the air conditioning module further includes: an eighth on / off valve, the first end of which is connected to the second pressure regulating outlet and the second pressure regulating inlet respectively, and the second end of which is connected to the inlet to control the on / off connection between the second pressure regulating outlet and the inlet.

[0027] According to some embodiments of the present invention, the second pressure regulating device is a second ejector, which has a third ejector inlet, a fourth ejector inlet, and a second ejector outlet. The second end of the first in-vehicle heat exchanger is connected to the third ejector inlet, the second end of the refrigerator heat exchange module is connected to the fourth ejector inlet, and the second ejector outlet can be selectively connected to the second pressure regulating inlet and the inlet.

[0028] According to some embodiments of the present invention, the refrigerator heat exchange module includes: a refrigerator heat exchanger; a sixth throttling element, the first end of the sixth throttling element being connected to the second end of the vehicle external heat exchanger and the first end of the battery heat exchange module, and the second end of the second throttling element being connected to the first end of the refrigerator heat exchanger, and the second end of the refrigerator heat exchanger being connected to the fourth pressure regulating inlet.

[0029] According to some embodiments of the present invention, the inlet includes a first inlet and a second inlet spaced apart, the first pressure regulating outlet and the second end of the second on / off valve are both connected to the first inlet, and the second end of the refrigerator heat exchange module is connected to the second inlet.

[0030] According to some embodiments of the present invention, the thermal management system further includes: a refrigerator heating module, the first end of which is connected to the outlet, and the second end of which is connected to the first end of the vehicle external heat exchanger.

[0031] According to some embodiments of the present invention, the refrigerator heating module includes: a refrigerator heating heat exchanger; a seventh throttling element, the first end of which is connected to the outlet, and the second end of which is connected to the first end of the refrigerator heating heat exchanger; and an eighth throttling element, the first end of which is connected to the second end of the refrigerator heating heat exchanger, and the second end of which is connected to the first end of the vehicle external heat exchanger.

[0032] According to some embodiments of this utility model, when the refrigerant is R134a, and both the battery heat exchange module and the first in-vehicle heat exchanger act as evaporators, the pressure difference between the refrigerant flowing from the battery heat exchange module and the refrigerant flowing from the first in-vehicle heat exchanger is 160 kPa to 322 kPa; when the refrigerant is R1234yf, and both the battery heat exchange module and the first in-vehicle heat exchanger act as evaporators, the pressure difference between the refrigerant flowing from the battery heat exchange module and the refrigerant flowing from the first in-vehicle heat exchanger is 157 kPa to 318 kPa; when the refrigerant is R290, and both the battery heat exchange module and the first in-vehicle heat exchanger act as evaporators, the pressure difference between the refrigerant flowing from the battery heat exchange module and the refrigerant flowing from the first in-vehicle heat exchanger is 204 kPa to 416 kPa.

[0033] According to some embodiments of this utility model, when the refrigerant is R134a, and both the first vehicle interior heat exchanger and the refrigerator heat exchange module act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger and the refrigerant flowing out of the refrigerator heat exchange module is 50 kPa to 251 kPa; when the refrigerant is R1234yf, and both the first vehicle interior heat exchanger and the refrigerator heat exchange module act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger and the refrigerant flowing out of the refrigerator heat exchange module is 50 kPa to 254 kPa; when the refrigerant is R290, and both the first vehicle interior heat exchanger and the refrigerator heat exchange module act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger and the refrigerant flowing out of the refrigerator heat exchange module is 68 kPa to 345 kPa.

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

[0035] According to the second aspect embodiment of the present invention, the vehicle utilizes the thermal management system described in the first aspect embodiment of the present invention. The thermal management system can achieve separate pressure control of the air conditioner and the battery according to different working evaporation pressures, thereby enabling efficient dual operation of battery cooling and vehicle interior cooling. Furthermore, the refrigerant pressure flowing out of the battery heat exchange module and the refrigerant pressure flowing out of the first vehicle interior heat exchanger can be adjusted to be the same before flowing back to the compressor together, thereby ensuring high cooling efficiency of the battery heat exchange module and the air conditioning module.

[0036] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0037] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0038] Figure 1 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present utility model;

[0039] Figure 2 This is a schematic diagram of the structure of the first pressure regulating device of the thermal management system according to an embodiment of the present utility model, including the first ejector;

[0040] Figure 3 This is a schematic diagram of the structure of the first pressure regulating device of the thermal management system according to an embodiment of the present utility model, including a booster compressor;

[0041] Figure 4 This is a schematic diagram of the structure of the first pressure regulating device of the thermal management system according to an embodiment of the present utility model, including the first throttling element;

[0042] Figure 5 This is a schematic diagram of the thermal management system in an air-cooled state according to an embodiment of the present utility model;

[0043] Figure 6 This is a schematic diagram of the thermal management system in an air-cooled or electrically-cooled state according to an embodiment of the present utility model;

[0044] Figure 7 This is a schematic diagram of the thermal management system in an electrically cooled state according to an embodiment of the present invention;

[0045] Figure 8 This is a schematic diagram of the thermal management system in an air-heat state according to an embodiment of the present utility model;

[0046] Figure 9 This is a schematic diagram of the thermal management system in an air-heating / electric-heating state according to an embodiment of the present utility model;

[0047] Figure 10 This is a schematic diagram of the thermal management system in an electrothermal state according to an embodiment of the present utility model;

[0048] Figure 11 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present invention, which includes multiple battery pack heat exchangers;

[0049] Figure 12 This is a schematic diagram of the structure of the thermal management system according to an embodiment of the present invention, which includes an added refrigerator heat exchange module and a second pressure regulating device.

[0050] Figure 13 This is a schematic diagram of a compressor with multiple inlets in a thermal management system according to an embodiment of the present invention;

[0051] Figure 14 This is a schematic diagram of the structure of the thermal management system with an added refrigerator heating module according to an embodiment of the present utility model;

[0052] Figure 15 This is a schematic diagram of the structure of the first ejector according to an embodiment of the present utility model.

[0053] Figure label:

[0054] 1. Thermal management system;

[0055] 100. Air conditioning module; 110. Compressor; 111. Outlet; 112. Inlet; 113. First inlet; 114. Second inlet; 116. Gas-liquid separator;

[0056] 120. External heat exchanger; 121. First external heat exchanger; 122. Second external heat exchanger; 123. First heat exchange passage; 124. Second heat exchange passage;

[0057] 130. First in-vehicle heat exchanger; 131. Second throttling element; 140. Second in-vehicle heat exchanger; 141. Third throttling element; 142. First on / off valve;

[0058] 150. Second shut-off valve; 160. Sixth shut-off valve; 170. Seventh shut-off valve; 180. Eighth shut-off valve;

[0059] 200. Battery heat exchange module; 210. Battery pack heat exchanger; 220. Third on / off valve; 230. Fourth on / off valve; 240. Fourth throttling element; 250. First check valve; 260. Second check valve; 270. Fifth throttling element; 280. Fifth on / off valve;

[0060] 300. First pressure regulating device; 301. First pressure regulating inlet; 302. Second pressure regulating inlet; 303. First pressure regulating outlet; 310. First ejector; 311. First ejector inlet; 312. Second ejector inlet; 313. First ejector outlet; 314. Suction section; 315. Mixing section; 316. Diffusion section; 317. Adjusting component; 318. Throat;

[0061] 320, booster compressor; 330, first branch circuit; 340, first main circuit; 350, first throttling element; 360, second branch circuit; 370, second main circuit;

[0062] 400. Motor cooling module; 410. Three-way valve; 411. First connection port; 412. Second connection port; 413. Third connection port; 420. Motor cooling channel; 430. Motor radiator;

[0063] 500. Refrigerator heat exchange module; 510. Refrigerator heat exchanger; 520. Sixth throttling element;

[0064] 600, Second pressure regulating device; 610, Third pressure regulating inlet; 620, Fourth pressure regulating inlet; 630, Second pressure regulating outlet;

[0065] 700, Refrigerator heating module; 710, Refrigerator heating heat exchanger; 720, Seventh throttling element; 730, Eighth throttling element. Detailed Implementation

[0066] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0067] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0068] In the description of this utility model, "first feature" and "second feature" may include one or more of the features.

[0069] In the description of this utility model, "multiple" means two or more, and "several" means one or more.

[0070] The thermal management system 1 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0071] like Figures 1-15 As shown, the thermal management system 1 according to an embodiment of the present invention includes an air conditioning module 100, a battery heat exchange module 200, and a first pressure regulating device 300.

[0072] The air conditioning module 100 includes a compressor 110, an external heat exchanger 120, and a first internal heat exchanger 130 connected in a refrigerant circuit. The compressor 110 has an outlet 111 and an inlet 112. The outlet 111 is connected to the first end of the external heat exchanger 120, and the second end of the external heat exchanger 120 is connected to the first end of the first internal heat exchanger 130. The first end of the battery heat exchange module 200 can be selectively connected to both the first and second ends of the external heat exchanger 120. The first pressure regulating device 300 has a first pressure regulating inlet 301, a second pressure regulating inlet 302, and a first pressure regulating outlet 303. The first pressure regulating inlet 301 is connected to the second end of the battery heat exchange module 200, the second pressure regulating inlet 302 is connected to the second end of the first internal heat exchanger 130, and the first pressure regulating outlet 303 is connected to the inlet 112. The first pressure regulating device 300 is used to regulate the refrigerant pressure flowing out of the battery heat exchange module 200 and / or the refrigerant pressure flowing out of the first internal heat exchanger 130.

[0073] In this embodiment of the invention, the air conditioning module 100 can provide cooling or heating for the passenger compartment.

[0074] The first pressure regulating device 300 is used to regulate the refrigerant pressure flowing out of the battery heat exchange module 200 and / or the refrigerant pressure flowing out of the first in-vehicle heat exchanger 130. Specifically, the first pressure regulating device 300 can reduce the refrigerant pressure flowing out of the battery heat exchange module 200, or the first pressure regulating device 300 can increase the refrigerant pressure flowing out of the first in-vehicle heat exchanger 130, or the first pressure regulating device 300 can both reduce the refrigerant pressure flowing out of the battery heat exchange module 200 and increase the refrigerant pressure flowing out of the first in-vehicle heat exchanger 130, thereby adjusting the refrigerant pressure flowing out of the battery heat exchange module 200 and the refrigerant pressure flowing out of the first in-vehicle heat exchanger 130 to the same pressure value.

[0075] According to the thermal management system 1 of this utility model embodiment, the first pressure regulating inlet 301 is connected to the second end of the battery heat exchange module 200, the first pressure regulating outlet 303 is connected to the inlet 112 of the compressor 110, the first end of the first in-vehicle heat exchanger 130 is connected to the second end of the external heat exchanger 120, and the second end of the first in-vehicle heat exchanger 130 is connected to the second pressure regulating inlet 302.

[0076] In this way, when the thermal management system 1 simultaneously cools the vehicle interior and the battery, the first pressure regulating device 300 can adjust the refrigerant pressure flowing from the battery heat exchange module 200 and the refrigerant pressure flowing from the first vehicle interior heat exchanger 130 to the same value. This allows the refrigerant flowing from the battery heat exchange module 200 and the refrigerant flowing from the first vehicle interior heat exchanger 130 to mix before flowing back to the compressor 110. Moreover, with this configuration, the battery heat exchange module 200 and the first vehicle interior heat exchanger 130 can operate independently without affecting each other. This eliminates the need to consider the difference in evaporation pressure and cooling capacity between the passenger compartment and the battery, enabling a highly efficient dual-operation mode for direct battery cooling and vehicle interior cooling. The cooling effect of the battery heat exchange module 200 on the battery and the cooling effect of the first vehicle interior heat exchanger 130 on the passenger compartment are both better, resulting in higher cooling efficiency and reducing pressure loss in the thermal management system 1, thus making the operation of the thermal management system 1 more stable.

[0077] Thus, the thermal management system 1 according to this utility model embodiment can achieve separate pressure control of the air conditioner and the battery according to different working evaporation pressures, thereby achieving efficient dual operation of battery cooling and vehicle interior cooling. Furthermore, it can adjust the pressure of the refrigerant flowing out of the battery heat exchange module 200 and the pressure of the refrigerant flowing out of the first vehicle interior heat exchanger 130 to be the same before they flow back to the compressor 110 together, so as to ensure that the cooling efficiency of the battery heat exchange module 200 and the air conditioning module 100 is high.

[0078] In some specific embodiments of this utility model, such as Figure 2 As shown, the first pressure regulating device 300 is the first ejector 310.

[0079] The first ejector 310 has a first ejector inlet 311, a first ejector inlet 312 and a first ejector outlet 313. The second end of the battery heat exchange module 200 is connected to the first ejector inlet 311, and the second end of the first in-vehicle heat exchanger 130 is connected to the first ejector inlet 312, and the inlet 112 is connected to the first ejector outlet 313.

[0080] The first ejector 310 can entrain low-pressure fluid through the ejection action of high-pressure fluid, thereby achieving fluid mixing and energy exchange.

[0081] Therefore, the high-pressure, medium-temperature refrigerant flowing from the external heat exchanger 120 can flow to the first ejector 310 after passing through the battery heat exchange module 200. The high-pressure, medium-temperature refrigerant flowing to the first ejector 310 can undergo isentropic expansion at the first ejector inlet 311, increasing the refrigerant's flow velocity (the refrigerant at the first ejector outlet 313 can generally reach supersonic speeds, accompanied by a series of shock waves and pressure reduction), thus realizing the conversion of pressure energy into kinetic energy. Furthermore, due to the significant velocity and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 311 from the battery heat exchange module 200) and the ejector fluid (the refrigerant flowing into the first ejector inlet 312 from the first internal heat exchanger 130), the ejector flow... The refrigerant is continuously drawn into the working fluid and gradually begins to mix with it, achieving the transfer of momentum and energy. As the two refrigerant fluids mix evenly, the fluid velocity and pressure gradually become consistent. After the mixed fluid reaches the first ejector outlet 313, 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 ejector outlet 313 is between the pressure of the working fluid and the ejector fluid, that is, the first ejector 310 can play the role of increasing the pressure of the ejector fluid. The mixed refrigerant, whose pressure is between that of the working fluid and the ejector fluid, flows out from the first ejector outlet 313 and then flows into the compressor 110 through the gas-liquid separator 116, completing the cycle.

[0082] Furthermore, when the first in-vehicle heat exchanger 130 and the battery heat exchange module 200 are operating simultaneously, the refrigerant flowing through the battery heat exchange module 200 cools the battery pack and then mixes with the refrigerant flowing through the first in-vehicle heat exchanger 130 in the first ejector 310. This allows the pressure of the refrigerant flowing out from the first ejector outlet 313 to be between the pressure of the refrigerant flowing out from the first in-vehicle heat exchanger 130 and the pressure of the refrigerant flowing out from the battery heat exchange module 200. In other words, this invention can increase the pressure of the refrigerant flowing out from the first in-vehicle heat exchanger 130 through the first ejector 310, and then the refrigerant flows back to the compressor 110 through the gas-liquid separator 116, thereby realizing the entire refrigeration cycle. This configuration eliminates the need to artificially reduce the refrigerant pressure at the outlet of the battery heat exchange module 200 before merging it with the refrigerant flowing out of the first in-vehicle heat exchanger 130. This reduces the pressure loss of the refrigerant flowing out of the battery heat exchange module 200, which is beneficial for improving the cooling capacity and efficiency of the thermal management system 1, and also makes the thermal management system 1 more stable in operation.

[0083] In some specific embodiments of this utility model, such as Figure 15 As shown, the first ejector inlet 311 and the first ejector outlet 313 are respectively disposed at opposite ends of the first ejector 310, and the first ejector inlet 312 is disposed on the outer periphery of the first ejector 310.

[0084] In this configuration, the high-pressure refrigerant flowing from the battery heat exchange module 200 to the first ejector 310 can be the main flow, meaning that the refrigerant entering the ejector from the first ejector inlet 311 is the main flow. Meanwhile, the low-pressure refrigerant flowing from the first in-vehicle heat exchanger 130 to the first ejector 310 can be the secondary flow, meaning that the refrigerant entering the first ejector 310 from the first ejector inlet 312 is the secondary flow. With this configuration, the first ejector inlet 311 and the first ejector outlet 313 can be arranged coaxially, so that the refrigerant entering the first ejector 310 from the first ejector inlet 311 can be discharged more smoothly through the first ejector outlet 313, which is beneficial to improving the flow of refrigerant.

[0085] In some specific embodiments of this utility model, such as Figure 15 As shown, the first ejector 310 includes an intake section 314, a mixing section 315, and a diffusion section 316.

[0086] The suction section 314 is provided with a first ejector inlet 311 and a first ejector inlet 312. The mixing section 315 is connected to the suction section 314. The diffuser section 316 is connected to the mixing section 315 and is provided with a first ejector outlet 313.

[0087] In this way, the high-pressure refrigerant flowing out of the battery heat exchange module 200 can enter the suction section 314 through the first ejector inlet 311, and the refrigerant flowing out of the first vehicle heat exchanger 130 can be continuously entrained and enter the suction section 314 through the first ejector inlet 312. Then, the two parts of refrigerant can be fully mixed in the mixing section 315 to realize the transfer of momentum and energy. After reaching the diffuser section 316, 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 ejector outlet 313 to the gas-liquid separator 116 and flow back to the compressor 110 through the gas-liquid separator 116.

[0088] Furthermore, the cross-sectional area of ​​the diffuser section 316 gradually increases in the direction away from the mixing section 315.

[0089] In other words, when the fluid passes through the diffuser section 316, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 316. According to Bernoulli's equation and the continuity equation, when the fluid passes through the expansion pipe section, the flow rate of the fluid will decrease and the pressure will increase due to the increase in cross-sectional area, thereby increasing the pressure of the refrigerant flowing back to the compressor 110.

[0090] In some specific embodiments of this utility model, such as Figure 15 As shown, the first ejector 310 also includes an adjusting member 317. The adjusting member 317 can be an adjusting pin.

[0091] The adjusting member 317 is movably disposed on the suction section 314 along the axial direction of the suction section 314. The adjusting member 317 adjusts the fluid flow area of ​​the suction section 314 by adjusting the gap between itself and the side wall of the suction section 314.

[0092] For example, when the adjusting member 317 moves away from the suction section 314, the gap between the adjusting member 317 and the side wall of the suction section 314 can gradually increase, thereby increasing the fluid flow area of ​​the suction section 314 so that the refrigerant can flow more smoothly into the first ejector 310 through the first ejector inlet 311.

[0093] When the adjusting member 317 moves toward the suction section 314, the gap between the adjusting member 317 and the side wall of the suction section 314 can be gradually reduced, thereby reducing the fluid flow area of ​​the suction section 314 so that the pressure of the refrigerant flowing into the first ejector 310 through the first ejector inlet 311 can be greater.

[0094] Therefore, when the first in-vehicle heat exchanger 130 and the battery heat exchange module 200 are cooling simultaneously, the adjusting member 317 can be moved along the axial direction of the suction section 314 towards the suction section 314, reducing the gap between the adjusting member 317 and the side wall of the suction section 314, thereby reducing the flow area of ​​the working fluid through the suction section 314. This increases the flow rate and pressure of the working fluid, further increasing the velocity difference between the working fluid and the ejector fluid, which is beneficial for the ejector fluid to be continuously drawn into the suction section 314. In this way, the working fluid and the ejector fluid can be mixed to achieve the transfer of momentum and energy. As the two fluids are mixed evenly, the fluid velocity and pressure gradually become consistent. After reaching the diffuser section 316-260, the fluid velocity decreases and the pressure increases, realizing the conversion of kinetic energy into pressure energy.

[0095] In addition, when the battery heat exchange module 200 is running alone, the adjusting member 317 can be moved away from the suction section 314 along the axial direction of the suction section 314 to increase the gap between the adjusting member 317 and the side wall of the suction section 314, thereby increasing the flow area of ​​the working fluid through the suction section 314. In this way, the first ejector 310 can serve as a flow channel, so that the working fluid can smoothly flow back to the compressor 110 through the first ejector 310, and the refrigerant flow is smoother.

[0096] It's important to note that the coupling relationship between temperature and pressure in a refrigeration system is a key factor in its design and operation. The refrigerant evaporates (boils) in the evaporator, absorbing heat from the substance being cooled. This process occurs under relatively constant pressure. The saturated vapor temperature refers to the temperature at which the refrigerant transitions from a liquid to a gaseous state under this constant pressure; it is the refrigerant's saturation temperature. For the same substance, the saturation temperature is related to pressure. The higher the temperature, the greater the energy of the molecules, making them more likely to escape the liquid and vaporize, resulting in a higher saturation pressure. The saturated vapor pressure of a refrigerant is a single-valued function of temperature, and this relationship can be described by a saturated vapor pressure curve. Based on this characteristic, the temperature of the refrigerant can be lowered by reducing its pressure.

[0097] For example, taking the widely used R134a refrigerant as an example, in cooling mode, the target evaporation temperature of R134a refrigerant in the first vehicle heat exchanger 130 and the refrigerator heat exchanger 510 is not the same. The target evaporation temperature of R134a refrigerant in the first vehicle heat exchanger 130 is about 0~10℃ (corresponding to an evaporation pressure of 293~415kPa), while the target evaporation temperature of R134a refrigerant in the refrigerator heat exchanger 510 is generally about -15~-5℃ (corresponding to an evaporation pressure of 164~243kPa). Evaporation temperature and evaporation pressure are coupled; the lower the evaporation temperature, the lower the evaporation pressure. When both the first vehicle interior heat exchanger 130 and the refrigerator heat exchange module 500 are operating, the working evaporation pressure of the R134a refrigerant in the refrigerator heat exchange module 500 is about 160 kPa (corresponding to an evaporation temperature of about -15°C), and the working evaporation pressure of the R134a refrigerant in the first vehicle interior heat exchanger 130 is about 300 kPa (corresponding to an evaporation temperature of about 0°C). At this time, if there is no pressure regulating device to adjust the pressure of the refrigerant flowing out of the first vehicle interior heat exchanger 130 or the pressure of the refrigerant flowing out of the refrigerator heat exchanger 510, it will be impossible to merge the refrigerant flowing out of the first vehicle interior heat exchanger 130 and the refrigerant flowing out of the refrigerator heat exchanger 510 into the compressor 110.

[0098] In addition, the evaporation temperatures and corresponding saturation pressures (in kPa) of the refrigerator, air conditioner, and battery, which are commonly used refrigerants in the vehicle's thermal management system 1, are shown in the table below:

[0099]

[0100] It should be noted that R134a is currently the mainstream automotive refrigerant used in China. It has a lower Ozone Depletion Potential (ODP), but its Global Warming Potential (GWP) is still relatively high. R134a refrigerant provides stable performance and good energy efficiency in automotive air conditioning systems. R1234yf is a mixed refrigerant and a new type of refrigerant that has been widely researched in recent years. As a more environmentally friendly option, although R1234yf is more expensive than R134a, it performs excellently in terms of safety and environmental friendliness. Currently, many European countries have adopted R1234yf as an automotive refrigerant. R290 refrigerant is a natural refrigerant, chemically named propane. Its ODP is 0, and its GWP is very low at 3, having almost no direct impact on the greenhouse effect. R290 also has excellent thermodynamic properties, is inexpensive, and has a large cooling capacity per unit volume. However, R290 is classified as A3, meaning it is highly flammable. Therefore, safety measures need to be strengthened during use to ensure that the filling volume is controlled within the limits specified in relevant regulations.

[0101] In addition, such as Figure 13 As shown, a nozzle is provided at the first ejector inlet 311, A1 is the cross-sectional area of ​​the nozzle outlet, A0 is the cross-sectional area of ​​the throat 318, and A... p A1 is the cross-sectional area of ​​the first ejector inlet 311, and A2 is the cross-sectional area of ​​the mixing section 315.

[0102] G p The cross-sectional mass flow rate of the first ejector inlet 311 is... For fluid density, w p The fluid velocity at the first ejector inlet 311, P P T represents the fluid pressure at the first ejector inlet 311. p The fluid temperature at the first ejector inlet 311.

[0103] P H T represents the fluid pressure at the second ejector inlet 312. H G represents the fluid temperature at the second ejector inlet 312. H The fluid mass flow rate at the second ejector inlet 312.

[0104] P C For the exit pressure of the first ejector outlet 313, T C The fluid temperature at the first ejector outlet 313.

[0105] l1 is the length of the nozzle tapering section, l2 is the length of the nozzle outlet section, l3 is the distance between the nozzle and the mixing section 315, l4 is the length of the mixing section 315, and l5 is the length of the diffuser section 316.

[0106] Among them, the pressure P of the first ejector outlet 313 c Pressure P at the first ejector inlet 311 P The pressure P at the second ejector inlet 312 H The relationship between the three is as follows:

[0107] ;

[0108] In the formula ,

[0109] —Critical rate of low-pressure steam intake

[0110] —Critical velocity of high-pressure inlet steam

[0111] —Velocity coefficient of motive steam

[0112] —Volume coefficient of intake steam

[0113] —Adiabatic coefficient

[0114] — velocity coefficient of diffuser

[0115] —Reduced isentropic velocity of the first ejector inlet 311

[0116] —Reduced isentropic velocity of the second ejector inlet 312

[0117] —Reduced isentropic velocity of the first ejector exit 313

[0118] —Reduced mass velocity of the first ejector inlet 311

[0119] —Reduced mass velocity of the second ejector inlet 312

[0120] —Equivalent mass velocity of the first ejector outlet 313

[0121] The following relation is also provided:

[0122]

[0123]

[0124]

[0125]

[0126]

[0127]

[0128]

[0129] By solving the above equations simultaneously, the pressure P at the first ejector outlet 313 can be obtained. c .

[0130] In some specific embodiments of this utility model, such as Figure 3 As shown, the first pressure regulating device 300 includes a booster compressor 320, a first branch circuit 330, and a first main circuit 340.

[0131] The first end of the booster compressor 320 is connected to the second end of the first in-vehicle heat exchanger 130, the first end of the first branch circuit 330 is connected to the second end of the battery heat exchange module 200, the first end of the first main circuit 340 is connected to the second end of the booster compressor 320 and the second end of the first branch circuit 330 respectively, and the second end of the first main circuit 340 is connected to the inlet 112.

[0132] In this way, the pressure of the refrigerant can be increased by the booster compressor 320. After passing through the booster compressor 320, the low-pressure refrigerant flowing out of the first vehicle heat exchanger 130 can be pressurized to the same pressure as the refrigerant flowing out of the battery heat exchange module 200 and then flow to the first main circuit 340. The refrigerant flowing out of the battery heat exchange module 200 can flow to the first main circuit 340 through the first branch circuit 330. In this way, the refrigerant flowing out of the battery heat exchange module 200 and the refrigerant flowing out of the first vehicle heat exchanger 130 can be mixed in the first main circuit 340 and then flow to the gas-liquid separator 116 and back to the compressor 110.

[0133] Additionally, it should be noted that when the first in-vehicle heat exchanger 130 is used for vehicle interior cooling and the battery heat exchange module 200 is not required to cool the battery, that is, when there is no need to adjust the refrigerant pressure flowing out of the first in-vehicle heat exchanger 130, the booster compressor 320 can be left unused and used as a flow channel.

[0134] In some specific embodiments of this utility model, such as Figure 4 As shown, the first voltage regulating device 300 includes a first throttling element 350, a second branch 360, and a second main branch 370.

[0135] The first end of the first throttling element 350 is connected to the second end of the battery heat exchange module 200, and the first end of the second branch 360 is connected to the second end of the first in-vehicle heat exchanger 130. The first end of the second main line 370 is connected to the second end of the first throttling element 350 and the second end of the second branch 360, and the second end of the second main line 370 is connected to the inlet 112.

[0136] The first throttling element 350 can be a large-diameter throttling valve.

[0137] In this way, the pressure of the refrigerant can be reduced by using the first throttling element 350. After the high-pressure refrigerant flowing out of the battery heat exchange module 200 passes through the first throttling element 350, the high-pressure refrigerant can be reduced to the same pressure as the refrigerant flowing out of the first in-vehicle heat exchanger 130 before flowing to the second main circuit 370. The refrigerant flowing out of the first in-vehicle heat exchanger 130 can flow to the second main circuit 370 through the second branch circuit 360. In this way, the refrigerant flowing out of the battery heat exchange module 200 and the refrigerant flowing out of the first in-vehicle heat exchanger 130 can be mixed in the second main circuit 370 and then flow to the gas-liquid separator 116 and back to the compressor 110.

[0138] Additionally, it should be noted that when the first in-vehicle heat exchanger 130 is used for in-vehicle cooling and the battery heat exchange module 200 does not need to cool the battery, that is, when there is no need to adjust the pressure of the refrigerant flowing out of the battery heat exchange module 200, the throttling area of ​​the first throttling element 350 can be adjusted to the maximum. At this time, the first throttling element 350 no longer generates flow resistance to the refrigerant flowing from the battery heat exchange module 200, and is only used as a flow channel, thereby improving the smooth flow of the refrigerant.

[0139] In some specific embodiments of this utility model, such as Figure 1 As shown, the air conditioning module 100 also includes a second throttling element 131.

[0140] The first end of the second throttling element 131 is connected to the second end of the external heat exchanger 120, and the second end of the second throttling element 131 is connected to the first end of the internal heat exchanger 130.

[0141] For example, the second throttling element 131 can be an electronic expansion valve.

[0142] In this way, the second throttling element 131 can throttle and reduce the pressure of the refrigerant flowing into the first in-vehicle heat exchanger 130, so that the refrigerant can become low-temperature and low-pressure wet vapor or subcooled liquid after throttling and cooling. The refrigerant can fully absorb the heat inside the vehicle through the first in-vehicle heat exchanger 130, resulting in a better cooling effect on the passenger compartment.

[0143] In some specific embodiments of this utility model, such as Figure 1As shown, the air conditioning module 100 also includes a second in-vehicle heat exchanger 140, a third throttling element 141, and a first on / off valve 142.

[0144] The first end of the second in-vehicle heat exchanger 140 is connected to the outlet 111, the first end of the third throttling element 141 is connected to the second end of the second in-vehicle heat exchanger 140, and the second end of the third throttling element 141 is connected to the first end of the external heat exchanger 120. The first on / off valve 142 is connected in parallel with the third throttling element 141 to control the on / off connection between the second in-vehicle heat exchanger 140 and the external heat exchanger 120.

[0145] The first on / off valve 142 can be a solenoid valve, and the third throttling element 141 can be an electronic expansion valve.

[0146] Thus, when the thermal management system 1 releases heat into the vehicle through the second in-vehicle heat exchanger 140 to heat the vehicle, the third throttling element 141 can be opened and the first shut-off valve 142 can be disconnected. In this way, the refrigerant after releasing heat into the vehicle through the second in-vehicle heat exchanger 140 can be throttled and cooled by the third throttling element 141, so that the refrigerant can become low-temperature, low-pressure wet vapor or subcooled liquid after throttling and cooling. Then the refrigerant can flow to the external heat exchanger 120 and fully absorb heat from the external environment through the external heat exchanger 120, resulting in more sufficient heat absorption. When it is not necessary to heat the passenger compartment, there is no airflow through the second in-vehicle heat exchanger 140, and the second in-vehicle heat exchanger 140 acts as a pipeline. At this time, the third throttling element 141 can be disconnected and the first shut-off valve 142 can be opened. The refrigerant flowing through the second in-vehicle heat exchanger 140 can directly flow to the external heat exchanger 120 through the first shut-off valve 142.

[0147] In some specific embodiments of this utility model, such as Figure 1 As shown, the air conditioning module 100 also includes a second on / off valve 150.

[0148] The first end of the second on / off valve 150 is connected to the second end of the external heat exchanger 120, and the second end of the second on / off valve 150 is connected to the inlet 112 to control the on / off connection between the external heat exchanger 120 and the inlet 112.

[0149] The second on / off valve 150 can be a solenoid valve.

[0150] In this way, when the thermal management system 1 heats the passenger compartment, the second shut-off valve 150 can be opened. At this time, the refrigerant flows through the second in-vehicle heat exchanger 140 to release heat to the passenger compartment to heat the vehicle. Then, the refrigerant absorbs heat from outside the vehicle through the external heat exchanger 120. The refrigerant flowing through the external heat exchanger 120 can flow directly back to the compressor 110 through the second shut-off valve 150 to complete the heating cycle for the passenger compartment. The refrigerant flow path is simpler.

[0151] In some specific embodiments of this utility model, such as Figure 1 As shown, the battery heat exchange module 200 includes a battery pack heat exchanger 210 and a fourth throttling element 240.

[0152] The first end of the battery pack heat exchanger 210 can be selectively connected to the first end and the second end of the external heat exchanger 120, and the second end of the battery pack heat exchanger 210 is connected to the first pressure regulating inlet 301 of the first pressure regulating device 300. The first end of the fourth throttling element 240 can be selectively connected to the first end and the second end of the external heat exchanger 120, and the second end of the fourth throttling element 240 is connected to the first end of the battery pack heat exchanger 210.

[0153] The fourth throttling element 240 can be an electronic expansion valve.

[0154] In this way, when cooling the battery pack, the fourth throttling element 240 can throttle, depressurize, and cool the refrigerant flowing to the battery pack heat exchanger 210, so that the refrigerant can become low-temperature, low-pressure wet vapor or subcooled liquid after throttling and cooling. The refrigerant can then fully absorb the heat from the battery pack through the battery pack heat exchanger 210, resulting in better cooling performance for the battery pack. Alternatively, when heating the battery pack, the fourth throttling element 240 can throttle, depressurize, and cool the refrigerant flowing out of the battery pack heat exchanger 210, so that the refrigerant can become low-temperature, low-pressure wet vapor or subcooled liquid after throttling and cooling. The refrigerant can then fully absorb the heat from the external environment through the external heat exchanger 120, resulting in more efficient heat absorption.

[0155] In some specific embodiments of this utility model, such as Figure 1 As shown, the thermal management system 1 also includes a third on / off valve 220 and a fourth on / off valve 230.

[0156] The first end of the third on-off valve 220 is connected to the first pressure regulating outlet 303, and the second end of the third on-off valve 220 is connected to the inlet 112 to control the on-off between the first pressure regulating device 300 and the inlet 112. The first end of the fourth on-off valve 230 is connected to the outlet 111, and the second end of the fourth on-off valve 230 is connected to the second end of the battery pack heat exchanger 210 to control the on-off between the battery pack heat exchanger 210 and the outlet 111.

[0157] Among them, the third shut-off valve 220 and the fourth shut-off valve 230 can be solenoid valves.

[0158] Therefore, when it is necessary to heat the battery pack through the battery pack heat exchanger 210, the fourth shut-off valve 230 can be opened and the third shut-off valve 220 can be closed, so that the refrigerant flowing out of the compressor 110 can flow directly to the battery pack heat exchanger 210 through the fourth shut-off valve 230 to heat the battery pack. After the refrigerant is heated, it can be cooled from a high temperature to a medium or low temperature. Then, the cooled refrigerant can flow to the external heat exchanger 120. The refrigerant can absorb heat from the outside air through the external heat exchanger 120, making the heat absorption more sufficient.

[0159] When the battery pack needs to be cooled by the battery pack heat exchanger 210, the fourth shut-off valve 230 can be disconnected and the third shut-off valve 220 can be opened. At this time, the high-temperature refrigerant flowing out of the compressor 110 is discharged to the second in-vehicle heat exchanger 140. There is no airflow through the second in-vehicle heat exchanger 140, that is, the second in-vehicle heat exchanger 140 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the outside heat exchanger 120 through the first shut-off valve 142. The high-temperature refrigerant releases heat to the outside air through the outside heat exchanger 120. In this way, the high-temperature refrigerant can be cooled down to medium-temperature or low-temperature refrigerant. Subsequently, the refrigerant can flow from the outside heat exchanger 120 to the battery pack heat exchanger 210. The low-temperature refrigerant can absorb the heat of the battery pack through the battery pack heat exchanger 210, and then flow to the inlet 112 through the third shut-off valve 220, and then flow back to the compressor 110.

[0160] In addition, when neither heating nor cooling the battery pack is required, the third shut-off valve 220 and the fourth shut-off valve 230 can be disconnected, and the refrigerant will no longer flow through the battery pack heat exchanger 210.

[0161] In some specific embodiments of this utility model, such as Figure 1 As shown, the battery heat exchange module 200 also includes a first one-way valve 250 and a second one-way valve 260.

[0162] The first end of the first one-way valve 250 is connected to the first end of the fourth throttling element 240, and the second end of the first one-way valve 250 is connected to the first end of the external heat exchanger 120. The first one-way valve 250 only allows refrigerant to flow from the battery pack heat exchanger 210 to the first end of the external heat exchanger 120. The first end of the second one-way valve 260 is connected to the second end of the external heat exchanger 120, and the second end of the second one-way valve 260 is connected to the first end of the fourth throttling element 240. The second one-way valve 260 only allows refrigerant to flow from the external heat exchanger 120 to the battery pack heat exchanger 210.

[0163] In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 210 can flow to the vehicle heat exchanger through the first one-way valve 250. The refrigerant can release heat to the battery pack through the battery pack heat exchanger 210 and then absorb heat from the outside of the vehicle through the vehicle heat exchanger 120. When cooling the battery pack, the refrigerant flowing out of the vehicle heat exchanger 120 can flow to the battery pack heat exchanger 210 through the second one-way valve 260. The refrigerant can release heat to the outside of the vehicle through the vehicle heat exchanger 120 and then absorb heat from the battery pack through the battery pack heat exchanger 210. Furthermore, the flow path of the refrigerant will not be interfered with, and the refrigerant flow can be smoother.

[0164] In some specific embodiments of this utility model, such as Figures 5-10 As shown, the thermal management system 1 has at least one of the following states: air-cooled state, air-cooled-electrically-cooled state, electrically-cooled state, air-heated state, air-heated-electrically-heated state, and electrically-heated state.

[0165] like Figure 5 As shown, when the thermal management system 1 is in air-cooled state, the first on-off valve 142 and the third on-off valve 220 are open, and the second on-off valve 150 and the fourth on-off valve 230 are closed. The second throttling element 131 is open and performs throttling function, and the third throttling element 141 and the fourth throttling element 240 are both closed. The external heat exchanger 120 acts as a condenser, and the first internal heat exchanger 130 acts as an evaporator.

[0166] In other words, the first shut-off valve 142, the third shut-off valve 220, and the second throttling element 131 are in the conducting state, while the other valve bodies can be in the disconnected state.

[0167] Therefore, the high-temperature, high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 140 through the compressor 110. At this time, no airflow passes through the second in-vehicle heat exchanger 140, meaning that the second in-vehicle heat exchanger 140 only serves as a flow channel. Then, the high-temperature, high-pressure refrigerant flows to the external heat exchanger 120 through the first shut-off valve 142, and releases heat into the environment through the external heat exchanger 120. The fluid flowing out of the external heat exchanger 120 is a medium-temperature, high-pressure fluid (which may be liquid or gas, depending on the ambient temperature). Then, the medium-temperature, high-pressure refrigerant is cooled down by the second throttling element 131 and becomes low-temperature, low-pressure wet vapor or subcooled liquid. The low-temperature, low-pressure refrigerant flows to the first in-vehicle heat exchanger 130, where it absorbs heat from the vehicle interior, thereby lowering the temperature of the passenger compartment and achieving cooling. Subsequently, the refrigerant flows through the first pressure regulating device 300, which merely serves as a flow channel. After exiting the first pressure regulating device 300, the refrigerant flows into the gas-liquid separator 116. The gas-liquid separator 116 separates the refrigerant from the refrigeration oil and acts as an intermediate refrigerant gas storage device to ensure stable intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the air-cooled cycle of the thermal management system 1.

[0168] like Figure 6 As shown, when the thermal management system 1 is in air-cooled or electrically-cooled state, the first on-off valve 142 and the third on-off valve 220 are open, and the second on-off valve 150 and the fourth on-off valve 230 are closed. The second throttling element 131 and the fourth throttling element 240 are both open and throttle, and the third throttling element 141 is closed. The external heat exchanger 120 acts as a condenser, and the first internal heat exchanger 130 and the battery pack heat exchanger 210 both act as evaporators.

[0169] In other words, the first on / off valve 142, the third on / off valve 220, the second throttling element 131 and the fourth throttling element 240 are in the conducting state, while the other valve bodies can be in the off state.

[0170] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 140 through the compressor 110. At this time, no air flows through the second in-vehicle heat exchanger 140, that is, the second in-vehicle heat exchanger 140 only serves as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the external heat exchanger 120 through the first on / off valve 142, and releases heat to the environment through the external heat exchanger 120. The fluid flowing out of the external heat exchanger 120 is a medium-temperature and high-pressure fluid (which may be liquid or gas, depending on the ambient temperature).

[0171] Then, the medium-temperature, high-pressure refrigerant splits into two branches:

[0172] Branch 1: After being cooled down by the second throttling element 131, part of the medium-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet vapor or subcooled liquid. The low-temperature and low-pressure refrigerant flows to the first in-vehicle heat exchanger 130, where it absorbs heat from inside the vehicle, thereby reducing the temperature of the passenger compartment and achieving cooling inside the vehicle. Subsequently, the refrigerant flows to the first pressure regulating device 300 through the second pressure regulating inlet 302.

[0173] Branch 2: Another portion of the medium-temperature, high-pressure refrigerant flows through the second one-way valve 260 to the fourth throttling element 240. After being cooled by the fourth throttling element 240, it becomes low-temperature, low-pressure wet vapor or subcooled liquid. The low-temperature, low-pressure refrigerant flows to the battery pack heat exchanger 210, where it absorbs heat from the battery pack to achieve cooling. Next, the refrigerant flows into the first pressure regulating device 300 through the first pressure regulating inlet 301. The refrigerant flowing in through the first pressure regulating inlet 301 and the refrigerant flowing through the second pressure regulating inlet... The refrigerant flowing in from 302 can be mixed in the first pressure regulating device 300 to mix the refrigerant flowing out from the battery pack heat exchanger 210 with the refrigerant flowing out from the first vehicle interior heat exchanger 130. Then, after flowing out from the first pressure regulating device 300, it flows into the gas-liquid separator 116. The gas-liquid separator 116 separates the refrigerant and the refrigeration oil, and acts as an intermediate refrigerant gas storage tank to ensure stable intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the air-cooled and electric-cooled cycle of the thermal management system 1.

[0174] like Figure 7 As shown, when the thermal management system 1 is in the electrically cooled state, the first on-off valve 142 and the third on-off valve 220 are open, and the second on-off valve 150 and the fourth on-off valve 230 are closed. The fourth throttling element 240 is open and performs a throttling function, while the second throttling element 131 and the third throttling element 141 are both closed. The external heat exchanger 120 acts as a condenser, and the battery pack heat exchanger 210 acts as an evaporator.

[0175] In other words, the first shut-off valve 142, the third shut-off valve 220, and the fourth throttling element 240 are in the conducting state, while the other valve bodies can be in the disconnected state.

[0176] Therefore, the high-temperature, high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 140 through the compressor 110. At this time, no airflow passes through the second in-vehicle heat exchanger 140, meaning that the second in-vehicle heat exchanger 140 only serves as a flow channel. Then, the high-temperature, high-pressure refrigerant flows to the external heat exchanger 120 through the first on / off valve 142, and releases heat to the environment through the external heat exchanger 120. The fluid flowing out of the external heat exchanger 120 is a medium-temperature, high-pressure fluid (which may be liquid or gas, depending on the ambient temperature). Then, the medium-temperature, high-pressure refrigerant flows to the fourth throttling element 240 through the second one-way valve 260, and is cooled down by the fourth throttling element 240. After being heated, the refrigerant becomes low-temperature, low-pressure wet steam or subcooled liquid. The low-temperature, low-pressure refrigerant flows to the battery pack heat exchanger 210 and absorbs heat from the battery pack to cool it. Then, the refrigerant flows through the first pressure regulating device 300, which only serves as a flow channel. After flowing out of the first pressure regulating device 300, the refrigerant flows into the gas-liquid separator 116. The gas-liquid separator 116 separates the refrigerant from the refrigeration oil and acts as an intermediate storage tank for the refrigerant gas to ensure stable intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the cycle of the electric cooling state of the thermal management system 1.

[0177] like Figure 8 As shown, when the thermal management system 1 is in an air-heat state, the second on-off valve 150 is open, and the first on-off valve 142, the third on-off valve 220 and the fourth on-off valve 230 are closed. The third throttling element 141 is open and performs a throttling function, and the second throttling element 131 and the fourth throttling element 240 are both closed. The second in-vehicle heat exchanger 140 acts as a condenser, and the external heat exchanger 120 acts as an evaporator.

[0178] In other words, when the second shut-off valve 150 and the third throttling element 141 are connected, the other valve bodies can be in the off state.

[0179] Thus, the high-temperature, high-pressure gaseous refrigerant can be discharged to the second in-vehicle heat exchanger 140 through the compressor 110, and release heat to the passenger compartment through the second in-vehicle heat exchanger 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature, high-pressure fluid through the second in-vehicle heat exchanger 140. The medium-temperature, high-pressure refrigerant is then throttled and cooled by the third throttling element 141 to become a low-temperature, low-pressure wet vapor or subcooled liquid. The low-temperature, low-pressure refrigerant flows into the external heat exchanger 120, and fully absorbs heat from the outside through the external heat exchanger 120, completing the process of absorbing heat from the environment. Next, the refrigerant flows directly to the gas-liquid separator 116 through the second on / off valve 150. The gas-liquid separator 116 separates the refrigerant from the refrigeration oil and acts as an intermediate storage tank for the refrigerant gas to ensure stable intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the air-heat cycle of the thermal management system 1.

[0180] like Figure 9 As shown, when the thermal management system 1 is in the air-heating and electric-heating state, the second on-off valve 150 and the fourth on-off valve 230 are open, and the first on-off valve 142 and the third on-off valve 220 are closed. The third throttling element 141 and the fourth throttling element 240 are both open and perform throttling function, and the second throttling element 131 is closed. The second in-vehicle heat exchanger 140 and the battery pack heat exchanger 210 act as condensers, and the external heat exchanger 120 acts as an evaporator.

[0181] In other words, when the second shut-off valve 150, the fourth shut-off valve 230, the third throttling element 141, and the fourth throttling element 240 are open, the other valve bodies can be in the closed state.

[0182] Therefore, the high-temperature, high-pressure gaseous refrigerant discharged from compressor 110 can be divided into two branches:

[0183] Branch 1: Part of the refrigerant can flow to the battery pack heat exchanger 210 through the fourth shut-off valve 230. This part of the refrigerant can release heat to the battery pack through the battery pack heat exchanger 210. At the same time, the refrigerant is cooled into a medium-temperature and high-pressure fluid. The medium-temperature and high-pressure refrigerant is then throttled and cooled by the fourth throttling element 240 into a low-temperature and low-pressure wet vapor or subcooled liquid. Then, this part of the low-temperature and low-pressure refrigerant flows into the vehicle exterior heat exchanger 120.

[0184] Branch 2: Another portion of the refrigerant flows directly to the second in-vehicle heat exchanger 140, and releases heat to the passenger compartment through the second in-vehicle heat exchanger 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled into a medium-temperature, high-pressure fluid through the second in-vehicle heat exchanger 140. The medium-temperature, high-pressure refrigerant is then throttled and cooled into a low-temperature, low-pressure wet vapor or subcooled liquid through the third throttling element 141. Then, this portion of low-temperature, low-pressure refrigerant combines with the portion of refrigerant from branch 1 and flows into the external heat exchanger 120, where it fully absorbs heat from the outside environment, completing the process of absorbing heat from the environment. Next, the refrigerant flows directly to the gas-liquid separator 116 through the second on / off valve 150. The gas-liquid separator 116 separates the refrigerant from the refrigeration oil and acts as an intermediate refrigerant gas storage tank to ensure stable intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the air-thermal-electric-thermal cycle of the thermal management system 1.

[0185] like Figure 10 As shown, when the thermal management system 1 is in the electric heating state, the second on-off valve 150 and the fourth on-off valve 230 are turned on, and the first on-off valve 142 and the third on-off valve 220 are turned off. The fourth throttling element 240 is turned on and plays a throttling role. The battery pack heat exchanger 210 acts as a condenser, and the vehicle exterior heat exchanger 120 acts as an evaporator.

[0186] In other words, when the second shut-off valve 150, the fourth shut-off valve 230, and the fourth throttling element 240 are open, the other valve bodies can be in the off state.

[0187] Thus, the high-temperature, high-pressure gaseous refrigerant discharged from the compressor 110 can flow to the battery pack heat exchanger 210 through the fourth shut-off valve 230. The refrigerant can release heat to the battery pack through the battery pack heat exchanger 210, while the refrigerant is cooled into a medium-temperature, high-pressure fluid. The medium-temperature, high-pressure refrigerant is then throttled and cooled by the fourth throttling element 240, becoming a low-temperature, low-pressure wet vapor or subcooled liquid. Then, the low-temperature, low-pressure refrigerant flows into the external heat exchanger 120 and fully absorbs heat from the outside environment, completing the heat absorption process from the environment. Next, the refrigerant flows directly to the gas-liquid separator 116 through the second shut-off valve 150. The gas-liquid separator 116 separates the refrigerant from the refrigeration oil and acts as an intermediate refrigerant gas storage tank to ensure stable gas intake of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 112, completing the electrothermal cycle of the thermal management system 1.

[0188] In some specific embodiments of this utility model, such as Figure 12 As shown, the battery heat exchange module 200 also includes a fifth throttling element 270 and a fifth on / off valve 280.

[0189] The first end of the fifth throttling element 270 is connected to the second end of the fourth on / off valve 230, and the second end of the fifth throttling element 270 is connected to the second end of the battery pack heat exchanger 210. The first end of the fifth on / off valve 280 is connected to the second end of the battery pack heat exchanger 210 and the second end of the fifth throttling element 270, and the second end of the fifth on / off valve 280 is connected to the first pressure regulating inlet 301 to control the on / off connection between the battery pack heat exchanger 210 and the first pressure regulating inlet 301.

[0190] Among them, the fifth shut-off valve 280 can be a solenoid valve, the fifth throttling element 270 can be an electronic expansion valve, or the fifth throttling element 270 can be a large-diameter electronic expansion valve.

[0191] By setting the fifth throttling element 270, when the inlet temperature of the battery pack heat exchanger 210 exceeds a certain range, the local temperature of the battery pack is likely to exceed its operating temperature range. Therefore, the required temperature of the second vehicle interior heat exchanger 140 needs to continue to rise (e.g., target temperature 95°C). When the inlet temperature of the battery pack heat exchanger 210 reaches the upper limit (e.g., upper limit temperature 65°C), the opening of the fifth throttling element 270 can be reduced to lower the inlet temperature of the battery pack heat exchanger 210, thereby achieving control of the different heating temperatures of the second vehicle interior heat exchanger 140 and the battery pack heat exchanger 210.

[0192] Furthermore, by setting the fifth shut-off valve 280, the flow direction of the refrigerant can be controlled. Specifically, when the battery pack heat exchanger 210 is needed to cool the battery, the fifth shut-off valve 280 can be opened, and the refrigerant flowing through the battery pack heat exchanger 210 can flow through the fifth shut-off valve 280 to the first pressure regulating device 300, and then flow back to the compressor 110 through the first pressure regulating device 300 and the third shut-off valve 220. When the battery pack heat exchanger 210 is needed to heat the battery, the fifth shut-off valve 280 can be closed, and the refrigerant flowing out from the fourth shut-off valve 230 can flow to the battery pack heat exchanger 210, and the refrigerant flowing out from the fourth shut-off valve 230 can be prevented from flowing to the first pressure regulating device 300, so that the refrigerant flow is smoother and the refrigerant flow path is more reasonable.

[0193] In some specific embodiments of this utility model, such as Figure 1 As shown, the external heat exchanger 120 includes a first external heat exchanger 121 and a second external heat exchanger 122.

[0194] The first end of the first external heat exchanger 121 is connected to the second end of the second internal heat exchanger 140 and the second end of the first one-way valve 250, respectively. The second end of the first external heat exchanger 121 is connected to the first end of the first internal heat exchanger 130 and the first end of the second one-way valve 260, respectively. The second external heat exchanger 122 is connected in parallel with the first external heat exchanger 121.

[0195] 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 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 the heat absorption from the external environment can be more sufficient.

[0196] In some specific embodiments of this utility model, such as Figure 1 As shown, it also includes a motor cooling module 400, which includes a three-way valve 410, a motor cooling channel 420, and a motor radiator 430.

[0197] The three-way valve 410 includes a first connection port 411, a second connection port 412 and a third connection port 413. The first end of the motor cooling channel 420 is connected to the first connection port 411, and the first end of the motor radiator 430 is connected to the second connection port 412.

[0198] The second external heat exchanger 122 has a first heat exchange channel 123 and a second heat exchange channel 124. The first end of the first heat exchange channel 123 is connected to the third connection port 413 and the second end of the motor radiator 430, respectively. The second end of the first heat exchange channel 123 is connected to the second end of the motor cooling channel 420. The first end of the second heat exchange channel 124 is connected to the second end of the second internal heat exchanger 140 and the second end of the first one-way valve 250, and the second end of the second heat exchange channel 124 is connected to the first end of the first internal heat exchanger 130 and the first end of the second one-way valve 260, respectively.

[0199] The motor cooling module 400 can release the heat of the motor into the outside air through the motor radiator 430 to cool down the motor cooling module 400.

[0200] The second external heat exchanger 122 can be a plate heat exchanger. That is, the first heat exchange channel 123 can be connected to the motor cooling module 400, and the second heat exchange channel 124 can be connected to the refrigerant circuit. This enables heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 400. The heat in the motor cooling module 400 can be exchanged to the refrigerant circuit through the second external heat exchanger 122. In other words, the thermal management system 1 can utilize the waste heat of the motor cooling module 400, which is beneficial to improving the energy utilization rate of the thermal management system 1. When the outside temperature is low, the waste heat of the motor cooling module 400 can be used to heat the passenger compartment or refrigerator, thereby improving the heating efficiency of the thermal management system 1.

[0201] In some specific embodiments of this utility model, such as Figure 1 As shown, the air conditioning module 100 also includes a sixth shut-off valve 160 and a seventh shut-off valve 170.

[0202] The first end of the sixth shut-off valve 160 is connected to the second end of the second in-vehicle heat exchanger 140 and the second end of the first one-way valve 250, and the second end of the sixth shut-off valve 160 is connected to the first end of the first external heat exchanger 121. The first end of the seventh shut-off valve 170 is connected to the second end of the second in-vehicle heat exchanger 140 and the second end of the first one-way valve 250, and the second end of the seventh shut-off valve 170 is connected to the first end of the second external heat exchanger 122.

[0203] Among them, the sixth shut-off valve 160 and the seventh shut-off valve 170 can be solenoid valves.

[0204] Therefore, by cooperating with the sixth shut-off valve 160 and the seventh shut-off valve 170, the refrigerant can flow through the first external heat exchanger 121 and / or the second external heat exchanger 122. Specifically, when the refrigerant needs to flow through the first external heat exchanger 121 and the second external heat exchanger 122 simultaneously, the sixth shut-off valve 160 and the seventh shut-off valve 170 can be opened simultaneously. When the refrigerant needs to flow through the first external heat exchanger 121 but not through the second external heat exchanger 122, the sixth shut-off valve 160 can be opened and the seventh shut-off valve 170 can be closed. When the refrigerant needs to flow through the second external heat exchanger 122 but not through the first external heat exchanger 121, the seventh shut-off valve 170 can be opened and the sixth shut-off valve 160 can be closed.

[0205] Additionally, it should be noted that the flow of refrigerant from the second in-vehicle heat exchanger 140 to the first external heat exchanger 121 and / or the second external heat exchanger 122 can be controlled by controlling the opening and closing of the sixth on / off valve 160 and the seventh on / off valve 170. Alternatively, the flow of refrigerant from the battery pack heat exchanger 210 to the first external heat exchanger 121 and / or the second external heat exchanger 122 can be controlled.

[0206] In some specific embodiments of this utility model, such as Figure 11 As shown, there are multiple battery pack heat exchangers 210 and fourth throttling elements 240. The multiple battery pack heat exchangers 210 are connected in series with the corresponding fourth throttling elements 240 and then connected in parallel.

[0207] In this way, multiple battery pack heat exchangers 210 can exchange heat with the battery pack simultaneously, which helps to improve the heating and cooling efficiency of the battery pack. For example, multiple battery pack heat exchangers 210 can be arranged on opposite sides of the battery pack to exchange heat with the battery pack simultaneously, thereby improving the heat exchange efficiency with the battery pack.

[0208] In some specific embodiments of this utility model, such as Figure 12 As shown, the thermal management system 1 also includes a refrigerator heat exchange module 500.

[0209] The first end of the refrigerator heat exchange module 500 is connected to the second end of the vehicle external heat exchanger 120 and the first end of the battery heat exchange module 200, and the second end of the refrigerator heat exchange module 500 is connected to the inlet 112.

[0210] In this way, the refrigerant can release heat to the outside of the vehicle through the external heat exchanger 120 to lower the temperature of the refrigerant. Then, the low-temperature refrigerant flows to the refrigerator heat exchange module 500. The low-temperature refrigerant can absorb the temperature inside the refrigerator through the refrigerator heat exchange module 500, and then the refrigerator can be used to refrigerate food or items, resulting in a better user experience.

[0211] It is understandable that by adding the refrigerator heat exchange module 500, at least 12 operating conditions can be achieved in this embodiment, including 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 defogging. Among these, in-vehicle cooling or heating is independent of the battery and refrigerator, with no interaction or interference between them.

[0212] In some specific embodiments of this utility model, such as Figure 12 and Figure 14 The thermal management system 1 shown also includes a second pressure regulating device 600.

[0213] The second pressure regulating device 600 has a third pressure regulating inlet 610, a fourth pressure regulating inlet 620, and a second pressure regulating outlet 630. The third pressure regulating inlet 610 is connected to the second end of the first vehicle interior heat exchanger 130, the fourth pressure regulating inlet 620 is connected to the second end of the refrigerator heat exchange module 500, and the second pressure regulating outlet 630 can be selectively connected to the second pressure regulating inlet 302 and inlet 112.

[0214] The second pressure regulating device 600 can adjust the refrigerant pressure flowing from the first in-vehicle heat exchanger 130 and / or the refrigerant pressure flowing from the refrigerator heat exchange module 500. Specifically, the second pressure regulating device 600 can reduce the refrigerant pressure flowing from the first in-vehicle heat exchanger 130, or it can increase the refrigerant pressure flowing from the refrigerator heat exchange module 500, or it can both reduce and increase the refrigerant pressure flowing from the first in-vehicle heat exchanger 130 and the refrigerator heat exchange module 500, thereby adjusting the refrigerant pressure flowing from the first in-vehicle heat exchanger 130 and the refrigerant pressure flowing from the refrigerator heat exchange module 500 to the same pressure value.

[0215] In this way, when the thermal management system 1 is simultaneously cooling the vehicle interior and the refrigerator, the second pressure regulating device 600 can adjust the refrigerant pressure flowing from the first vehicle interior heat exchanger 130 and the refrigerant pressure flowing from the refrigerator heat exchange module 500 to the same value. This allows the refrigerant flowing from the first vehicle interior heat exchanger 130 and the refrigerant flowing from the refrigerator heat exchange module 500 to mix before flowing back to the compressor 110. Moreover, with this configuration, the first vehicle interior heat exchanger 130 and the refrigerator heat exchange module 500 can operate independently without affecting each other. This eliminates the need to consider the difference in evaporation pressure and cooling capacity between the passenger compartment and the refrigerator, enabling a highly efficient dual-operation mode for both refrigerator and vehicle interior cooling. This results in higher cooling efficiency, reduces pressure loss in the thermal management system 1, and makes the operation of the thermal management system 1 more stable.

[0216] In some specific embodiments of this utility model, such as Figure 14 As shown, the air conditioning module 100 also includes an eighth shut-off valve 180.

[0217] The first end of the eighth on-off valve 180 is connected to the second pressure regulating outlet 630 and the second pressure regulating inlet 302, and the second end of the eighth on-off valve 180 is connected to the inlet 112 to control the on-off between the second pressure regulating outlet 630 and the inlet 112.

[0218] The eighth shut-off valve 180 can be a solenoid valve.

[0219] Therefore, the flow direction of refrigerant flowing through the second pressure regulating device 600 can be controlled by controlling the opening and closing of the eighth on / off valve 180. Specifically, when the refrigerant flowing out of the second pressure regulating device 600 does not need to be mixed with the refrigerant flowing out of the battery pack heat exchanger 210, the eighth on / off valve 180 can be opened so that the refrigerant flowing through the second pressure regulating device 600 can directly flow back to the compressor 110 through the eighth on / off valve 180.

[0220] When the refrigerant flowing from the second pressure regulating device 600 needs to be mixed with the refrigerant flowing from the battery pack heat exchanger 210, the eighth shut-off valve 180 can be disconnected so that the refrigerant flowing through the second pressure regulating device 600 can flow into the first pressure regulating device 300 through the second pressure regulating inlet 302. This part of the refrigerant will be combined with the refrigerant flowing into the first pressure regulating device 300 from the battery pack heat exchanger 210 in the first pressure regulating device 300, and then flow to the gas-liquid separator 116 and back to the compressor 110.

[0221] In some specific embodiments of this utility model, the second pressure regulating device 600 is a second ejector, which has a third ejector inlet, a fourth ejector inlet, and a second ejector outlet.

[0222] The second end of the first in-vehicle heat exchanger 130 is connected to the third ejector inlet, the second end of the refrigerator heat exchange module 500 is connected to the fourth ejector inlet, and the second ejector outlet can be selectively connected to the second pressure regulating inlet 302 and inlet 112.

[0223] The structure of the second ejector can be the same as that of the first ejector 310.

[0224] The second ejector can entrain low-pressure fluid through the ejection action of high-pressure fluid, thereby achieving fluid mixing and energy exchange.

[0225] Therefore, the high-pressure, medium-temperature refrigerant flowing from the external heat exchanger 120 can flow to the second pressure regulating device 600 after passing through the first internal heat exchanger 130. The high-pressure, medium-temperature refrigerant flowing to the second pressure regulating device 600 can undergo isentropic expansion at the third ejector inlet, increasing the refrigerant's flow velocity (the refrigerant at the second ejector outlet can generally reach supersonic speeds, accompanied by a series of shock waves and pressure reduction), thus realizing the conversion of pressure energy into kinetic energy. Furthermore, due to the significant velocity and pressure difference between the working fluid (the refrigerant entering the fourth ejector inlet from the refrigerator heat exchange module 500) and the ejector fluid (the refrigerant flowing into the third ejector inlet from the first internal heat exchanger 130), the ejector fluid is continuously drawn into the working fluid. The refrigerant gradually begins to mix with the working fluid, achieving the transfer of momentum and energy. As the two refrigerant fluids mix evenly, the fluid velocity and pressure gradually become consistent. After the mixed fluid reaches the second ejector outlet, 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 second ejector outlet is between the pressure of the working fluid and the ejector fluid, that is, the second ejector can play the role of increasing the pressure of the ejector fluid. The mixed refrigerant, whose pressure is between that of the working fluid and the ejector fluid, can flow out from the second ejector outlet and then flow into the compressor 110 through the gas-liquid separator 116, or flow back to the compressor 110 after passing through the first pressure regulating device 300, completing the cycle.

[0226] Furthermore, when the first in-vehicle heat exchanger 130 and the refrigerator heat exchange module 500 operate simultaneously, the refrigerant flowing through the first in-vehicle heat exchanger 130 cools the passenger compartment and then mixes with the refrigerant flowing through the refrigerator heat exchange module 500 in the second ejector. This ensures that the pressure of the refrigerant flowing out of the second ejector outlet is between the pressure of the refrigerant flowing out of the first in-vehicle heat exchanger 130 and the pressure of the refrigerant flowing out of the refrigerator heat exchange module 500. In other words, this invention can increase the pressure of the refrigerant flowing out of the refrigerator heat exchange module 500 through the second ejector. This configuration eliminates the need to artificially reduce the refrigerant pressure at the outlet of the first in-vehicle heat exchanger 130 before merging it with the refrigerant flowing out of the refrigerator heat exchange module 500, thereby reducing the pressure loss of the refrigerant flowing out of the first in-vehicle heat exchanger 130. This is beneficial for improving the cooling capacity and efficiency of the thermal management system 1, and also enhances the operational stability of the thermal management system 1.

[0227] In some specific embodiments of this utility model, such as Figure 13 As shown, the refrigerator heat exchange module 500 includes a refrigerator heat exchanger 510 and a sixth throttling element 520.

[0228] The first end of the sixth throttling element 520 is connected to the second end of the external heat exchanger 120 and the first end of the battery heat exchange module 200, respectively, and the second end of the second throttling element 131 is connected to the first end of the refrigerator heat exchanger 510, and the second end of the refrigerator heat exchanger 510 is connected to the fourth pressure regulating inlet 620.

[0229] The sixth throttling element 520 can be an electronic expansion valve.

[0230] In this way, the sixth throttling element 520 can throttle and cool the refrigerant flowing into the refrigerator heat exchanger 510, so that the refrigerant can become low-temperature and low-pressure wet vapor or subcooled liquid after throttling and cooling. The refrigerant can fully absorb the refrigerator heat through the refrigerator heat exchanger 510, so that the refrigerator can refrigerate food or items.

[0231] Furthermore, the refrigerant flowing through the refrigerator heat exchanger 510 can flow to the second ejector through the fourth ejector inlet, where the refrigerant merges with the refrigerant flowing into the second ejector from the first vehicle interior heat exchanger 130.

[0232] In some specific embodiments of this utility model, such as Figure 13 As shown, inlet 112 includes a first inlet 113 and a second inlet 114 spaced apart.

[0233] The first pressure regulating outlet 303 and the second end of the second shut-off valve 150 are both connected to the first inlet 113, and the second end of the refrigerator heat exchange module 500 is connected to the second inlet 114.

[0234] For example, compressor 110 can be a scroll compressor 110.

[0235] The compressor 110 has a first inlet 113 that corresponds to a chamber with higher pressure and a second inlet 114 that corresponds to a chamber with lower pressure.

[0236] With this configuration, the first pressure regulating device 300 and the external heat exchanger 120 can be connected to the first inlet 113, and the refrigerator heat exchanger 510 can be connected to the second inlet 114. When the first internal heat exchanger 130, the battery pack heat exchanger 210, and the refrigerator heat exchange module 500 are operating simultaneously, the higher-pressure refrigerant flowing from the first pressure regulating outlet 303 can flow into the compressor 110 through the first inlet 113, while the lower-pressure refrigerant flowing from the refrigerator heat exchange module 500 can directly flow into the compressor 110 through the second inlet 114. Then, the two portions of refrigerant flow into the compressor 110. After pressurization, the refrigerant is discharged through outlet 111 from compressor 110, thus completing the refrigeration cycle of thermal management system 1. This enables simultaneous cooling of the passenger compartment, battery pack, and refrigerator without requiring manual reduction of the refrigerant pressure flowing out from the first pressure regulating outlet 303. This significantly reduces refrigerant pressure loss and helps maintain the cooling capacity and efficiency of thermal management system 1. The cooling capacity of the first in-vehicle heat exchanger 130, battery pack heat exchanger 210, and refrigerator heat exchange module 500 is sufficient. In hot weather, thermal management system 1 can meet the cooling needs of the passenger compartment, battery pack, and refrigerator.

[0237] In this embodiment, at least 12 operating conditions can be achieved, including 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 defogging. In-vehicle cooling or heating is independent of the battery and refrigerator, with no interaction or interference between them.

[0238] In some specific embodiments of this utility model, such as Figure 14 As shown, the thermal management system 1 also includes a refrigerator heating module 700.

[0239] The first end of the refrigerator heating module 700 is connected to the outlet 111, and the second end of the refrigerator heating module 700 is connected to the first end of the external heat exchanger 120.

[0240] In this way, the second in-vehicle heat exchanger 140 and the refrigerator heating module 700 can operate independently. The thermal management system 1 can provide heating for the vehicle interior but not for the refrigerator, or it can provide heating for the refrigerator but not for the vehicle interior, or it can provide heating for both the vehicle interior and the refrigerator simultaneously.

[0241] Furthermore, such as Figure 15 As shown, the refrigerator heating module 700 includes a refrigerator heating heat exchanger 710, a seventh throttling element 720, and an eighth throttling element 730.

[0242] The first end of the seventh throttling element 720 is connected to the outlet 111, and the second end of the seventh throttling element 720 is connected to the first end of the refrigerator heating heat exchanger 710. The first end of the eighth throttling element 730 is connected to the second end of the refrigerator heating heat exchanger 710, and the second end of the eighth throttling element 730 is connected to the first end of the vehicle external heat exchanger 120.

[0243] Among them, the seventh throttling element 720 and the eighth throttling element 730 can be electronic expansion valves, and the seventh throttling element 720 can be a large-diameter electronic expansion valve.

[0244] In this way, the eighth throttling element 730 can throttle and cool the refrigerant flowing out of the refrigerator heating heat exchanger 710, so that the refrigerant can become low-temperature and low-pressure wet vapor or subcooled liquid after throttling and cooling. The refrigerant can fully absorb heat from the outside environment through the vehicle external heat exchanger 120, and the heat absorption is more sufficient.

[0245] In addition, by setting the seventh throttling element 720, when the inlet temperature of the refrigerator heating heat exchanger 710 exceeds a certain range, the local temperature inside the refrigerator is likely to exceed its operating temperature range. Therefore, the required temperature of the second vehicle interior heat exchanger 140 needs to continue to rise (e.g., target temperature 95°C). When the inlet temperature of the refrigerator heating heat exchanger 710 reaches the upper limit (e.g., upper limit temperature 65°C), the opening of the seventh throttling element 720 can be reduced to lower the inlet temperature of the refrigerator heating heat exchanger 710, thereby achieving control of the different heating temperatures of the refrigerator heating heat exchanger 710 and the second vehicle interior heat exchanger 140.

[0246] By adding a refrigerator heating module 700 and a refrigerator heat exchange module 500, this embodiment can achieve at least eight operating conditions, including in-vehicle cooling, refrigerator cooling, in-vehicle cooling + refrigeration box cooling, in-vehicle heating, heating box heating, in-vehicle heating + heating box heating, air conditioning dehumidification, and air conditioning defogging.

[0247] In some specific embodiments of this utility model, when the refrigerant is R134a and both the battery heat exchange module 200 and the first in-vehicle heat exchanger 130 act as evaporators, the pressure difference between the refrigerant flowing from the battery heat exchange module 200 and the refrigerant flowing from the first in-vehicle heat exchanger 130 is 160 kPa to 322 kPa. Specifically, when the refrigerant is R134a, the pressure range of the battery heat exchange module 200 during cooling operation is typically 575 kPa to 615 kPa, and the pressure range of the first in-vehicle heat exchanger 130 during cooling operation is typically 293 kPa to 415 kPa.

[0248] In this context, the battery heat exchange module 200 acts as an evaporator, meaning that the battery heat exchange module 200 performs cooling work for the battery pack; that is, the battery heat exchanger 210 acts as an evaporator.

[0249] Furthermore, when the refrigerant is R1234yf, and both the battery heat exchange module 200 and the first in-vehicle heat exchanger 130 act as evaporators, the pressure difference between the refrigerant flowing from the battery heat exchange module 200 and the refrigerant flowing from the first in-vehicle heat exchanger 130 is 157 kPa to 318 kPa. Specifically, when the refrigerant is R1234yf, the pressure range of the battery heat exchange module 200 during cooling operation is typically 595 kPa to 634 kPa, and the pressure range of the first in-vehicle heat exchanger 130 during cooling operation is typically 316 kPa to 438 kPa.

[0250] Furthermore, when the refrigerant is R290, and both the battery heat exchange module 200 and the first in-vehicle heat exchanger 130 act as evaporators, the pressure difference between the refrigerant flowing from the battery heat exchange module 200 and the refrigerant flowing from the first in-vehicle heat exchanger 130 is 204 kPa to 416 kPa. Specifically, when the refrigerant is R290, the pressure range of the battery heat exchange module 200 during cooling operation is typically 841 kPa to 890 kPa, and the pressure range of the first in-vehicle heat exchanger 130 during cooling operation is typically 474 kPa to 637 kPa.

[0251] In this way, the pressure difference between the refrigerant flowing from the battery heat exchange module 200 and the refrigerant flowing from the first in-vehicle heat exchanger 130 can be relatively large. By adjusting the pressure using the first pressure regulating device 300, the pressures of the refrigerant flowing from the battery heat exchange module 200 and the first in-vehicle heat exchanger 130 can be made the same or similar, thereby effectively improving the cooling efficiency of the thermal management system 1. Furthermore, the pressure difference between the refrigerant flowing from the battery heat exchange module 200 and the first in-vehicle heat exchanger 130 will not be too large, so that the first pressure regulating device 300 can adjust the pressures of the refrigerant flowing from the battery heat exchange module 200 and the first in-vehicle heat exchanger 130.

[0252] In some specific embodiments of this utility model, when the refrigerant is R134a, and both the first vehicle interior heat exchanger 130 and the refrigerator heat exchange module 500 act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger 130 and the refrigerant flowing out of the refrigerator heat exchange module 500 is 50 kPa to 251 kPa. Specifically, when the refrigerant is R134a, the pressure range of the refrigerator heat exchange module 500 during cooling operation is typically 164 kPa to 243 kPa, and the pressure range of the first vehicle interior heat exchanger 130 during cooling operation is typically 293 kPa to 415 kPa.

[0253] In this context, the refrigerator heat exchange module 500 acts as an evaporator, meaning that the refrigerator heat exchange module 500 performs the cooling work inside the refrigerator, that is, the refrigerator heat exchanger 510 acts as an evaporator.

[0254] Furthermore, when the refrigerant is R1234yf, and both the first in-vehicle heat exchanger 130 and the refrigerator heat exchange module 500 act as evaporators, the pressure difference between the refrigerant flowing from the first in-vehicle heat exchanger 130 and the refrigerant flowing from the refrigerator heat exchange module 500 is 50 kPa to 254 kPa. Specifically, when the refrigerant is R1234yf, the pressure range of the refrigerator heat exchange module 500 during cooling operation is typically 184 kPa to 266 kPa, and the pressure range of the first in-vehicle heat exchanger 130 during cooling operation is typically 316 kPa to 438 kPa.

[0255] Furthermore, when the refrigerant is R290, and both the first in-vehicle heat exchanger 130 and the refrigerator heat exchange module 500 act as evaporators, the pressure difference between the refrigerant flowing from the first in-vehicle heat exchanger 130 and the refrigerant flowing from the refrigerator heat exchange module 500 is 68 kPa to 345 kPa. Specifically, when the refrigerant is R290, the pressure range of the refrigerator heat exchange module 500 during cooling operation is typically 292 kPa to 406 kPa, and the pressure range of the first in-vehicle heat exchanger 130 during cooling operation is typically 474 kPa to 637 kPa.

[0256] In this way, the pressure difference between the refrigerant flowing from the first in-vehicle heat exchanger 130 and the refrigerant pressure flowing from the refrigerator heat exchange module 500 can be relatively large. By adjusting the pressure using the second pressure regulating device 600, the pressures of the refrigerant flowing from the refrigerator heat exchange module 500 and the first in-vehicle heat exchanger 130 can be made the same or similar, thereby effectively improving the cooling efficiency of the thermal management system 1. Furthermore, the pressure difference between the refrigerant flowing from the refrigerator heat exchange module 500 and the first in-vehicle heat exchanger 130 will not be too large, so that the second pressure regulating device 600 can adjust the pressures of the refrigerant flowing from the first in-vehicle heat exchanger 130 and the refrigerant pressure flowing from the refrigerator heat exchange module 500.

[0257] The following description, with reference to the accompanying drawings, describes a vehicle according to an embodiment of the present invention, the vehicle including a thermal management system 1 according to the above embodiment of the present invention.

[0258] According to the vehicle of the present invention, by utilizing the thermal management system 1 of the above embodiment of the present invention, the thermal management system 1 can realize separate pressure control of the air conditioner and the battery according to different working evaporation pressures, thereby realizing efficient dual operation of battery cooling and vehicle interior cooling. Furthermore, the refrigerant pressure flowing out of the battery heat exchange module 200 and the refrigerant pressure flowing out of the first vehicle interior heat exchanger 130 can be adjusted to be the same before flowing back to the compressor 110 together, so as to ensure that the cooling efficiency of the battery heat exchange module 200 and the air conditioning module 100 is high.

[0259] The thermal management system 1 and other components and operations of the vehicle according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0260] In the description of this specification, references to terms such as "specific embodiment" or "specific example" refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example that is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0261] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system (1), characterized in that, include: An air conditioning module (100) includes a compressor (110), an external heat exchanger (120), and a first internal heat exchanger (130) connected in a refrigerant circuit. The compressor (110) has an outlet (111) and an inlet (112). The outlet (111) is connected to a first end of the external heat exchanger (120), and the second end of the external heat exchanger (120) is connected to the first end of the first internal heat exchanger (130). A battery heat exchange module (200), the first end of which is selectively connected to the first end of the external heat exchanger (120) and the second end of the external heat exchanger (120); A first pressure regulating device (300) has a first pressure regulating inlet (301), a second pressure regulating inlet (302) and a first pressure regulating outlet (303). The first pressure regulating inlet (301) is connected to the second end of the battery heat exchange module (200), the second pressure regulating inlet (302) is connected to the second end of the first in-vehicle heat exchanger (130), and the first pressure regulating outlet (303) is connected to the inlet (112). The first pressure regulating device (300) is used to regulate the refrigerant pressure flowing out of the battery heat exchange module (200) and / or the refrigerant pressure flowing out of the first in-vehicle heat exchanger (130).

2. The thermal management system (1) according to claim 1, characterized in that, The first pressure regulating device (300) is a first ejector (310), which has a first ejector inlet (311), a second ejector inlet and a first ejector outlet (313). The second end of the battery heat exchange module (200) is connected to the first ejector inlet (311), and the second end of the first vehicle heat exchanger (130) is connected to the second ejector inlet. The inlet (112) is connected to the first ejector outlet (313).

3. The thermal management system (1) according to claim 2, characterized in that, The first ejector (310) includes: The inhalation section (314) is provided with the first ejector inlet (311) and the second ejector inlet; A mixing section (315) is connected to the inhalation section (314); The diffuser section (316) is connected to the mixing section (315) and is provided with the first ejector outlet (313).

4. The thermal management system (1) according to claim 3, characterized in that, The first ejector (310) further includes: An adjusting member (317) is movably disposed on the suction section (314) along the axial direction of the suction section (314). The adjusting member (317) adjusts the fluid flow area of ​​the suction section (314) by adjusting the gap between itself and the side wall of the suction section (314).

5. The thermal management system (1) according to claim 1, characterized in that, The first voltage regulating device (300) includes: A booster compressor (320), the first end of which is connected to the second end of the first in-vehicle heat exchanger (130); The first branch (330) has its first end connected to the second end of the battery heat exchange module (200); The first main road (340) has its first end connected to the second end of the booster compressor (320) and the second end of the first branch road (330), and the second end of the first main road (340) is connected to the inlet (112).

6. The thermal management system (1) according to claim 1, characterized in that, The first voltage regulating device (300) includes: A first throttling element (350) is connected at its first end to the second end of the battery heat exchange module (200). The second branch (360) has its first end connected to the second end of the first in-vehicle heat exchanger (130); The second main path (370) has its first end connected to the second end of the first throttling element (350) and the second end of the second branch path (360), and its second end is connected to the inlet (112).

7. The thermal management system (1) according to claim 1, characterized in that, The air conditioning module (100) also includes: The second throttling element (131) has its first end connected to the second end of the external heat exchanger (120), and its second end connected to the first end of the internal heat exchanger (130).

8. The thermal management system (1) according to claim 7, characterized in that, The air conditioning module (100) also includes: The second in-vehicle heat exchanger (140) has its first end connected to the outlet (111). The third throttling element (141) has its first end connected to the second end of the second in-vehicle heat exchanger (140), and its second end connected to the first end of the out-of-vehicle heat exchanger (120). A first on / off valve (142) is connected in parallel with the third throttling element (141) to control the on / off connection between the second in-vehicle heat exchanger (140) and the external heat exchanger (120).

9. The thermal management system (1) according to claim 8, characterized in that, The air conditioning module (100) also includes: The second on / off valve (150) has its first end connected to the second end of the external heat exchanger (120) and its second end connected to the inlet (112) to control the on / off connection between the external heat exchanger (120) and the inlet (112).

10. The thermal management system (1) according to claim 9, characterized in that, The battery heat exchange module (200) includes: A battery pack heat exchanger (210) is provided, the first end of which is selectively connected to the first end of the external heat exchanger (120) and the second end of the external heat exchanger (120), and the second end of the battery pack heat exchanger (210) is connected to the first pressure regulating inlet (301) of the first pressure regulating device (300). A fourth throttling element (240) is provided, the first end of which is selectively connected to the first end of the external heat exchanger (120) and the second end of the external heat exchanger (120), and the second end of the fourth throttling element (240) is connected to the first end of the battery pack heat exchanger (210).

11. The thermal management system (1) according to claim 10, characterized in that, Also includes: A third on / off valve (220) is connected at its first end to the first pressure regulating outlet (303) and at its second end to the inlet (112) to control the on / off connection between the first pressure regulating device (300) and the inlet (112). A fourth on / off valve (230) is provided, with its first end connected to the outlet (111) and its second end connected to the second end of the battery pack heat exchanger (210) to control the on / off connection between the battery pack heat exchanger (210) and the outlet (111).

12. The thermal management system (1) according to claim 11, characterized in that, The battery heat exchange module (200) also includes: A first one-way valve (250) is connected at its first end to the first end of the fourth throttling element (240), and at its second end to the first end of the external heat exchanger (120). The first one-way valve (250) allows refrigerant to flow from the battery pack heat exchanger (210) to the first end of the external heat exchanger (120). The second one-way valve (260) has its first end connected to the second end of the external heat exchanger (120) and its second end connected to the first end of the fourth throttling element (240). The second one-way valve (260) only allows refrigerant to flow from the external heat exchanger (120) to the battery pack heat exchanger (210).

13. The thermal management system (1) according to claim 12, characterized in that, The thermal management system (1) has at least one of the following states: air-cooled state, air-cooled-electrically-cooled state, electrically-cooled state, air-heated state, air-heated-electrically-heated state, and electrically-heated state; When the thermal management system (1) is in the air-cooled state, the first on-off valve (142) and the third on-off valve (220) are open, and the second on-off valve (150) and the fourth on-off valve (230) are closed. The second throttling element (131) is open and plays a throttling role, and the third throttling element (141) and the fourth throttling element (240) are both closed. The external heat exchanger (120) acts as a condenser, and the first internal heat exchanger (130) acts as an evaporator. When the thermal management system (1) is in the air-cooled and electric-cooled state, the first on-off valve (142) and the third on-off valve (220) are open, and the second on-off valve (150) and the fourth on-off valve (230) are closed. The second throttling element (131) and the fourth throttling element (240) are both open and throttling, and the third throttling element (141) is closed. The external heat exchanger (120) acts as a condenser, and the first internal heat exchanger (130) and the battery pack heat exchanger (210) both act as evaporators. When the thermal management system (1) is in the electrically cooled state, the first on / off valve (142) and the third on / off valve (220) are open, and the second on / off valve (150) and the fourth on / off valve (230) are closed. The fourth throttling element (240) is open and acts as a throttling element, and the second throttling element (131) and the third throttling element (141) are both closed. The external heat exchanger (120) acts as a condenser, and the battery pack heat exchanger (210) acts as an evaporator. When the thermal management system (1) is in the air-heat state, the second on-off valve (150) is open, and the first on-off valve (142), the third on-off valve (220) and the fourth on-off valve (230) are closed. The third throttling element (141) is open and performs throttling function, and the second throttling element (131) and the fourth throttling element (240) are both closed. The second in-vehicle heat exchanger (140) acts as a condenser, and the external heat exchanger (120) acts as an evaporator. When the thermal management system (1) is in the air-heating and electric-heating state, the second on-off valve (150) and the fourth on-off valve (230) are open, and the first on-off valve (142) and the third on-off valve (220) are closed. The third throttling element (141) and the fourth throttling element (240) are both open and throttled, and the second throttling element (131) is closed. The second in-vehicle heat exchanger (140) and the battery pack heat exchanger (210) act as condensers, and the external heat exchanger (120) acts as an evaporator. When the thermal management system (1) is in the electrothermal state, the second on-off valve (150) and the fourth on-off valve (230) are connected, and the first on-off valve (142) and the third on-off valve (220) are disconnected. The fourth throttling element (240) is turned on and plays a throttling role. The second throttling element (131) and the third throttling element (141) are both disconnected. The battery pack heat exchanger (210) acts as a condenser, and the vehicle exterior heat exchanger (120) acts as an evaporator.

14. The thermal management system (1) according to claim 12, characterized in that, The battery heat exchange module (200) also includes: The fifth throttling element (270) has its first end connected to the second end of the fourth on / off valve (230), and its second end connected to the second end of the battery pack heat exchanger (210). The fifth on / off valve (280) has its first end connected to the second end of the battery pack heat exchanger (210) and the second end of the fifth throttling element (270), and its second end connected to the first pressure regulating inlet (301) to control the on / off connection between the battery pack heat exchanger (210) and the first pressure regulating inlet (301).

15. The thermal management system (1) according to claim 12, characterized in that, The external heat exchanger (120) includes: The first external heat exchanger (121) is connected at its first end to the second end of the second internal heat exchanger (140) and the second end of the first one-way valve (250), and at its second end to the first internal heat exchanger (130) and the first end of the second one-way valve (260). The second external heat exchanger (122) is connected in parallel with the first external heat exchanger (121).

16. The thermal management system (1) according to claim 15, characterized in that, It also includes a motor cooling module (400), which comprises: Three-way valve (410), the three-way valve (410) includes a first connection port (411), a second connection port (412) and a third connection port (413). Motor cooling channel (420), the first end of which is connected to the first connection port (411); A motor radiator (430), the first end of which is connected to the second connection port (412); The second external heat exchanger (122) has a first heat exchange channel (123) and a second heat exchange channel (124). The first end of the first heat exchange channel (123) is connected to the third connection port (413) and the second end of the motor radiator (430). The second end of the first heat exchange channel (123) is connected to the second end of the motor cooling channel (420). The first end of the second heat exchange channel (124) is connected to the second end of the second internal heat exchanger (140) and the second end of the first one-way valve (250). The second end of the second heat exchange channel (124) is connected to the first end of the first internal heat exchanger (130) and the first end of the second one-way valve (260).

17. The thermal management system (1) according to claim 16, characterized in that, The air conditioning module (100) also includes: The sixth shut-off valve (160) has its first end connected to the second end of the second in-vehicle heat exchanger (140) and the second end of the first one-way valve (250), and its second end connected to the first end of the first out-of-vehicle heat exchanger (121). The seventh shut-off valve (170) has its first end connected to the second end of the second in-vehicle heat exchanger (140) and the second end of the first one-way valve (250), and its second end connected to the first end of the second out-of-vehicle heat exchanger (122).

18. The thermal management system (1) according to claim 10, characterized in that, There are multiple battery pack heat exchangers (210) and multiple fourth throttling elements (240), and the multiple battery pack heat exchangers (210) are connected in series and then in parallel with the corresponding fourth throttling elements (240).

19. The thermal management system (1) according to claim 9, characterized in that, Also includes: A refrigerator heat exchange module (500) is provided, the first end of which is connected to the second end of the vehicle external heat exchanger (120) and the first end of the battery heat exchange module (200), and the second end of the refrigerator heat exchange module (500) is connected to the inlet (112).

20. The thermal management system (1) according to claim 19, characterized in that, Also includes: The second pressure regulating device (600) has a third pressure regulating inlet (610), a fourth pressure regulating inlet (620), and a second pressure regulating outlet (630). The third pressure regulating inlet (610) is connected to the second end of the first vehicle heat exchanger (130), the fourth pressure regulating inlet (620) is connected to the second end of the refrigerator heat exchange module (500), and the second pressure regulating outlet (630) can be selectively connected to the second pressure regulating inlet (302) and the inlet (112).

21. The thermal management system (1) according to claim 20, characterized in that, The air conditioning module (100) also includes: The eighth on / off valve (180) has its first end connected to the second pressure regulating outlet (630) and the second pressure regulating inlet (302), and its second end connected to the inlet (112), so as to control the on / off between the second pressure regulating outlet (630) and the inlet (112).

22. The thermal management system (1) according to claim 20, characterized in that, The second pressure regulating device (600) is a second ejector, which has a third ejector inlet, a fourth ejector inlet, and a second ejector outlet. The second end of the first in-vehicle heat exchanger (130) is connected to the third ejector inlet, the second end of the refrigerator heat exchange module (500) is connected to the fourth ejector inlet, and the second ejector outlet can be selectively connected to the second pressure regulating inlet (302) and the inlet (112).

23. The thermal management system (1) according to claim 20, characterized in that, The refrigerator heat exchange module (500) includes: Refrigerator heat exchanger (510); The sixth throttling element (520) has its first end connected to the second end of the external heat exchanger (120) and the first end of the battery heat exchange module (200), and the second end of the second throttling element (131) is connected to the first end of the refrigerator heat exchanger (510), and the second end of the refrigerator heat exchanger (510) is connected to the fourth pressure regulating inlet (620).

24. The thermal management system (1) according to claim 19, characterized in that, The inlet (112) includes a first inlet (113) and a second inlet (114) spaced apart. The second end of the first pressure regulating outlet (303) and the second on / off valve (150) are both connected to the first inlet (113). The second end of the refrigerator heat exchange module (500) is connected to the second inlet (114).

25. The thermal management system (1) according to claim 1, characterized in that, Also includes: A refrigerator heating module (700) is provided, with its first end connected to the outlet (111) and its second end connected to the first end of the vehicle external heat exchanger (120).

26. The thermal management system (1) according to claim 25, characterized in that, The refrigerator heating module (700) includes: Refrigerator heating heat exchanger (710); A seventh throttling element (720) is provided, with its first end connected to the outlet (111) and its second end connected to the first end of the refrigerator heating heat exchanger (710). The eighth throttling element (730) has its first end connected to the second end of the refrigerator heating heat exchanger (710), and its second end connected to the first end of the vehicle exterior heat exchanger (120).

27. The thermal management system (1) according to any one of claims 1-26, characterized in that, When the refrigerant is R134a, and both the battery heat exchange module (200) and the first in-vehicle heat exchanger (130) act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module (200) and the refrigerant flowing out of the first in-vehicle heat exchanger (130) is 160 kPa to 322 kPa. When the refrigerant is R1234yf, and both the battery heat exchange module (200) and the first in-vehicle heat exchanger (130) act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module (200) and the refrigerant flowing out of the first in-vehicle heat exchanger (130) is 157 kPa to 318 kPa. When the refrigerant is R290, and both the battery heat exchange module (200) and the first in-vehicle heat exchanger (130) act as evaporators, the pressure difference between the refrigerant flowing out of the battery heat exchange module (200) and the refrigerant flowing out of the first in-vehicle heat exchanger (130) is 204 kPa to 416 kPa.

28. The thermal management system (1) according to any one of claims 19-24, characterized in that, When the refrigerant is R134a, and both the first vehicle interior heat exchanger (130) and the refrigerator heat exchange module (500) act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger (130) and the refrigerant flowing out of the refrigerator heat exchange module (500) is 50 kPa to 251 kPa. When the refrigerant is R1234yf, and both the first vehicle interior heat exchanger (130) and the refrigerator heat exchange module (500) act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger (130) and the refrigerant flowing out of the refrigerator heat exchange module (500) is 50 kPa to 254 kPa. When the refrigerant is R290, and both the first vehicle interior heat exchanger (130) and the refrigerator heat exchange module (500) act as evaporators, the pressure difference between the refrigerant flowing out of the first vehicle interior heat exchanger (130) and the refrigerant flowing out of the refrigerator heat exchange module (500) is 68 kPa to 345 kPa.

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

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