Thermal management system and vehicle

Abstract

A thermal management system and a vehicle, relating to the technical field of vehicles and aiming to solve the problem of how to avoid mutual flow between heat exchangers connected in parallel having different working pressures and demand quantities of refrigerants. A compressor (110) comprises an exhaust port and an air intake. A first end of a first heat exchanger (3) is connected to the exhaust port. A first end of a second heat exchanger (6) is connected to a second end of the first heat exchanger (3). A second end of the second heat exchanger (6) is connected to the air intake. A first end of a third heat exchanger (5) is connected to the second end of the first heat exchanger (3). A second end of the third heat exchanger (5) is connected to the air intake. The third heat exchanger (5) and the second heat exchanger (6) are arranged in parallel. One end of a pressure regulating device is connected to the air intake, while at least the other end thereof is connected to at least one of the second end of the second heat exchanger (6) and the second end of the third heat exchanger (5). The pressure regulating device is used for regulating the pressure difference between the refrigerant flowing from the second heat exchanger (6) to the air intake and the refrigerant flowing from the third heat exchanger (5) to the air intake.

Description

Thermal management system and vehicle

[0001] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on March 25, 2024, with application number 202420611716.4 and application name “Vehicle Thermal Management System and Vehicle”, the entire contents of which are incorporated by reference into this application.

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on August 14, 2024, with application number 202421973320.0 and application name “Air Conditioning Refrigerator System and Vehicle”, the entire contents of which are incorporated by reference into this application.

[0003] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of China on January 24, 2025, with application number 202510121263.6 and application name “Thermal Management System and Vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0004] The present application relates to the field of vehicle technology, and in particular to a thermal management system and a vehicle. Background Art

[0005] Currently, a vehicle's thermal management system can distribute refrigerant to multiple heat exchangers in parallel to meet their cooling or heating needs. For example, a vehicle's thermal management system can connect an air conditioning heat exchange module and a refrigerator heat exchange module in parallel to supply refrigerant to both modules, thereby achieving cabin temperature regulation and cooling for the vehicle's refrigerator.

[0006] However, since the working pressures and cooling capacity requirements of multiple heat exchangers are usually different, they affect each other, which will cause the heat exchange effects of multiple heat exchangers to decrease. Summary of the Invention

[0007] The embodiments of the present application provide a thermal management system and a vehicle, which aim to solve the problem of how to avoid mutual interference between heat exchangers with different working pressures and refrigerant volume requirements after being connected in parallel.

[0008] In a first aspect of the present application, a thermal management system is provided, comprising a compressor, a first heat exchanger, a second heat exchanger, a third heat exchanger, and a pressure regulating device. The compressor comprises an exhaust port and an air inlet. The first end of the first heat exchanger is connected to the exhaust port. The first end of the second heat exchanger is connected to the second end of the first heat exchanger. The second end of the second heat exchanger is connected to the air inlet. The first end of the third heat exchanger is connected to the second end of the first heat exchanger. The second end of the third heat exchanger is connected to the air inlet. The third heat exchanger is arranged in parallel with the second heat exchanger, and the pressure of the refrigerant flowing through the second heat exchanger is greater than the pressure of the refrigerant flowing through the third heat exchanger. The pressure regulating device has one end connected to the air inlet and at least the other end connected to at least one of the second end of the second heat exchanger and the second end of the third heat exchanger. The pressure regulating device is configured to adjust the pressure difference between the refrigerant flowing out of the second heat exchanger to the air inlet and the refrigerant flowing out of the third heat exchanger to the air inlet.

[0009] Through the above setting, since the third heat exchanger is arranged in parallel with the second heat exchanger, the compressor can compress the refrigerant to heat the refrigerant. The heated refrigerant will first release heat in the first heat exchanger, then enter the second heat exchanger or the third heat exchanger to absorb heat, and then flow back into the compressor to achieve circulating refrigeration of the second heat exchanger or the third heat exchanger.

[0010] Furthermore, by adjusting the pressure difference between the refrigerant flowing out of the second heat exchanger to the air inlet and the refrigerant flowing out of the third heat exchanger to the air inlet through the pressure regulating device, the pressure of the refrigerant flowing out of the second heat exchanger to the air inlet and the pressure between the refrigerant flowing out of the third heat exchanger to the air inlet can be adjusted to be the same or similar, so that the second heat exchanger and the third heat exchanger can work independently without affecting each other, thereby ensuring the heat exchange effect of the refrigerant in the second heat exchanger and the third heat exchanger, thereby improving the cooling effect of the second heat exchanger and the third heat exchanger, and improving the cooling effect of the thermal management system.

[0011] In some embodiments, the refrigerant pressure out of the second heat exchanger is a first pressure, and the refrigerant pressure out of the third heat exchanger is a second pressure. When both the second and third heat exchangers function as evaporators, the regulating device is capable of regulating the first pressure to satisfy the following conditions: 95% P1 ≤ P2 ≤ 105% P1, where P1 is the second pressure and P2 is the first pressure. Alternatively, the regulating device is capable of regulating the second pressure to satisfy the following conditions: 95% P2 ≤ P1 ≤ 105% P2. Alternatively, the regulating device is capable of regulating the first pressure to a value between the first and second pressures, and regulating the second pressure to a value between the first and second pressures.

[0012] In some embodiments, the refrigerant pressure out of the second heat exchanger is a first pressure, the refrigerant pressure out of the third heat exchanger is a second pressure, and when both the second and third heat exchangers function as evaporators, the regulating device is capable of regulating both the first and second pressures to a third pressure, where the third pressure satisfies the following: (P1+P2) / 2≤P3≤(P1+18*P2) / 19, where P1 is the second pressure, P2 is the first pressure, and P3 is the third pressure. m1 is the mass flow rate of the third heat exchanger, and m2 is the mass flow rate of the second heat exchanger.

[0013] In some embodiments, the pressure regulating device includes a pressure reducing device disposed between the second end of the second heat exchanger and the air inlet, and the pressure reducing device and the second heat exchanger are arranged in parallel with the third heat exchanger. The pressure reducing device is configured to reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger.

[0014] In some embodiments, the pressure reducing device further includes a first flow regulating component, which is used to regulate the flow at the second end of the second heat exchanger to reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger.

[0015] In some embodiments, the pressure reducing device further comprises a first one-way valve. The first one-way valve is disposed between the second end of the third heat exchanger and the air inlet, and the assembly consisting of the first one-way valve and the third heat exchanger is disposed in parallel with the second heat exchanger. The first one-way valve allows refrigerant to flow from the second end of the third heat exchanger to the air inlet, and prevents refrigerant from flowing from the second end of the second heat exchanger to the second end of the third heat exchanger.

[0016] In some embodiments, the pressure regulating device includes a boosting device, which is disposed between the second end of the third heat exchanger and the air inlet. The boosting device and the third heat exchanger are arranged in parallel with the second heat exchanger. The boosting device is configured to increase the pressure of the refrigerant discharged from the second end of the third heat exchanger.

[0017] In some embodiments, the pressurizing device includes a compressor.

[0018] In some embodiments, the pressure regulating device includes a first ejector, the first ejector includes a first ejection inlet, a second ejection inlet and a first ejection outlet, the first ejection inlet is connected to the second end of the second heat exchanger, the second ejection inlet is connected to the second end of the third heat exchanger, and the first ejection outlet is connected to the air inlet.

[0019] In some embodiments, the second heat exchanger is used to adjust the temperature of the vehicle's passenger compartment. The third heat exchanger is used to adjust the temperature of the vehicle's refrigerator.

[0020] In some embodiments, the thermal management system further includes a first throttling element and a second throttling element. The first throttling element is disposed between the first end of the third heat exchanger and the second end of the first heat exchanger. The second throttling element is disposed between the first end of the second heat exchanger and the second end of the first heat exchanger.

[0021] In some embodiments, the pressure regulating device further includes a second one-way valve, the inlet of the second one-way valve is connected to the exhaust port, the outlet of the second one-way valve is connected to the second end of the third heat exchanger, and is connected in parallel with the boosting device.

[0022] In some embodiments, the thermal management system further includes a first control valve assembly, a fourth heat exchanger, and a second control valve assembly. The first control valve assembly is connected between the exhaust port, the air inlet, and the pressure regulating device, and the first control valve assembly is used to select whether the pressure regulating device is connected to the exhaust port, or whether the pressure regulating device is connected to the air inlet. The first end of the fourth heat exchanger is connected to the air inlet. The second control valve assembly is connected between the first end of the third heat exchanger, the second end of the fourth heat exchanger, and the second end of the first heat exchanger, and the second control valve assembly is used to select whether the first end of the third heat exchanger is connected to the second end of the fourth heat exchanger, or whether the first end of the third heat exchanger is connected to the second end of the first heat exchanger.

[0023] In some embodiments, the thermal management system further includes a fifth heat exchanger, wherein a first end of the fifth heat exchanger is connected to the second end of the first heat exchanger, and a second end of the fifth heat exchanger is connected to the air inlet.

[0024] In some embodiments, the thermal management system further comprises a third control valve assembly, a fourth heat exchanger, and a fourth control valve assembly. The third control valve assembly is connected between the exhaust port, the air inlet, and the second end of the fifth heat exchanger, and the third control valve assembly is used to select whether the second end of the fifth heat exchanger is connected to the exhaust port, or whether the second end of the fifth heat exchanger is connected to the air inlet. The first end of the fourth heat exchanger is connected to the air inlet. The fourth control valve assembly is connected between the first end of the fifth heat exchanger, the second end of the fourth heat exchanger, and the second end of the first heat exchanger, and the fourth control valve assembly is used to select whether the first end of the fifth heat exchanger is connected to the second end of the fourth heat exchanger, or whether the first end of the fifth heat exchanger is connected to the second end of the first heat exchanger.

[0025] In some embodiments, the thermal management system further includes a third throttling element connected between the first end of the fifth heat exchanger and the first end of the fourth heat exchanger.

[0026] In some embodiments, the third control valve assembly includes a first solenoid valve and a second solenoid valve. The inlet of the first solenoid valve is connected to the exhaust port. The inlet of the second solenoid valve is connected to the outlet of the first solenoid valve and to the second end of the fifth heat exchanger, and the outlet of the second solenoid valve is connected to the air inlet.

[0027] In some embodiments, the thermal management system further comprises a third solenoid valve, wherein an inlet of the third solenoid valve is in communication with the exhaust port and the inlet of the first solenoid valve, and an outlet of the third solenoid valve is in communication with the first end of the first heat exchanger.

[0028] In some embodiments, the fourth control valve assembly includes a third one-way valve and a fourth one-way valve. The inlet of the third one-way valve is connected to the first end of the fifth heat exchanger, and the outlet of the third one-way valve is connected to the first end of the fourth heat exchanger. The inlet of the fourth one-way valve is connected to the second end of the first heat exchanger, and the outlet of the fourth one-way valve is connected to the first end of the fifth heat exchanger.

[0029] In some embodiments, the inlet of the fourth one-way valve and the first end of the fourth heat exchanger are both connected to the connecting pipe section between the second end of the first heat exchanger and the first end of the second heat exchanger.

[0030] In some embodiments, the thermal management system also includes a fifth one-way valve, the inlet of the fifth one-way valve is connected to the second end of the first heat exchanger, and the outlet of the fifth one-way valve is connected to the second end of the fourth heat exchanger, the first end of the second heat exchanger, the first end of the third heat exchanger, and the inlet of the fourth one-way valve.

[0031] In some embodiments, the thermal management system also includes a sixth heat exchanger, the first end of the sixth heat exchanger is connected to the connecting pipe section between the exhaust port and the third control valve assembly, and the second end of the sixth heat exchanger is connected to the connecting pipe section between the fourth control valve assembly and the fourth heat exchanger.

[0032] In some embodiments, the thermal management system further includes a fourth throttling element connected between the second end of the sixth heat exchanger and the second end of the fourth heat exchanger.

[0033] In some embodiments, the thermal management system further includes a fourth solenoid valve connected between the second end of the sixth heat exchanger and the second end of the fourth heat exchanger, and arranged in parallel with the fourth throttling element.

[0034] In some embodiments, the thermal management system further includes a fifth solenoid valve, an inlet of the fifth solenoid valve is communicated with the first end of the fourth heat exchanger, and an outlet of the fifth solenoid valve is communicated with the air inlet.

[0035] In some embodiments, the thermal management system further comprises a converging pipe section and a second ejector. The inlet of the converging pipe section is connected to both the second end of the second heat exchanger and the second end of the third heat exchanger. The second ejector comprises a third ejector inlet, a fourth ejector inlet, and a second ejector outlet. The third ejector inlet is connected to the outlet of the converging pipe section, the fourth ejector inlet is connected to the second end of the fifth heat exchanger, and the second ejector outlet is connected to the air inlet.

[0036] In some embodiments, when the refrigerant is R134a and the second and third heat exchangers both function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger and the refrigerant flowing out of the third heat exchanger is 50 kPa to 251 kPa. When the refrigerant is R1234yf and the second and third heat exchangers both function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger and the refrigerant flowing out of the third heat exchanger is 50 kPa to 254 kPa. When the refrigerant is R290 and the second and third heat exchangers both function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger and the refrigerant flowing out of the third heat exchanger is 68 kPa to 345 kPa.

[0037] In some embodiments, when the refrigerant is R134a and the second and fourth heat exchangers both function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger and the refrigerant flowing out of the fourth heat exchanger is 160 kPa to 322 kPa. When the refrigerant is R1234yf and the second and fourth heat exchangers both function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger and the refrigerant flowing out of the fourth heat exchanger is 157 kPa to 318 kPa. When the refrigerant is R290 and the second and fourth heat exchangers both function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger and the refrigerant flowing out of the fourth heat exchanger is 204 kPa to 416 kPa.

[0038] In some embodiments, the fourth heat exchanger is used to exchange heat with a heat-generating component. The fifth heat exchanger is used to regulate the temperature of the battery. The sixth heat exchanger is used to regulate the temperature of the vehicle's passenger compartment.

[0039] In a second aspect of the present application, a vehicle is provided, comprising the above-mentioned thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] FIG1 is a schematic diagram of the external structure of a vehicle provided in an embodiment of the present application;

[0041] FIG2 is a schematic diagram of a first structural example of the thermal management system in FIG1 ;

[0042] FIG3 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the first working condition;

[0043] FIG4 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the second working condition;

[0044] FIG5 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the third working condition;

[0045] FIG6 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the fourth working condition;

[0046] FIG7 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the fifth working condition;

[0047] FIG8 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the sixth working condition;

[0048] FIG9 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the seventh working condition;

[0049] FIG10 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the eighth working condition;

[0050] FIG11 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the ninth working condition;

[0051] FIG12 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the tenth working condition;

[0052] FIG13 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the eleventh working condition;

[0053] FIG14 is a schematic diagram of the flow of refrigerant in the thermal management system of FIG2 under the twelfth working condition;

[0054] FIG15 is a schematic diagram of a second structural embodiment of the thermal management system in FIG1 ;

[0055] FIG16 is a diagram showing the working principle of the second heat exchanger and the third heat exchanger in the thermal management system of FIG15 when cooling simultaneously;

[0056] FIG17 is a diagram showing the working principle of the third heat exchanger in the thermal management system of FIG15 when cooling alone;

[0057] FIG18 is a diagram showing the working principle of the second heat exchanger in the thermal management system of FIG15 when cooling alone;

[0058] FIG19 is a diagram showing the working principle of the third heat exchanger and the sixth heat exchanger in the thermal management system of FIG15 when heating simultaneously;

[0059] FIG20 is a diagram showing the working principle of the third heat exchanger in the thermal management system of FIG15 when heating alone;

[0060] FIG21 is a diagram showing the working principle of the sixth heat exchanger in the thermal management system of FIG15 when heating alone;

[0061] FIG22 is a schematic diagram of a third structure of the thermal management system in FIG1 ;

[0062] FIG23 is a schematic diagram of the structure of the second heat exchanger in the thermal management system when cooling alone;

[0063] FIG24 is a schematic diagram of the structure of the second heat exchanger and the third heat exchanger in the thermal management system when cooling simultaneously;

[0064] FIG25 is a schematic diagram of the structure of the third heat exchanger in the thermal management system when cooling alone;

[0065] FIG26 is a schematic diagram of the structure of the sixth heat exchanger in the thermal management system when heating alone;

[0066] FIG27 is a schematic diagram of the structure of a thermal management system with an additional fifth heat exchanger;

[0067] FIG28 is a schematic structural diagram of a thermal management system provided with multiple fifth heat exchangers;

[0068] FIG29 is a schematic diagram of the structure of a compressor of a thermal management system with multiple air inlets;

[0069] FIG30 is a schematic diagram of the structure of the thermal management system including a second ejector;

[0070] FIG31 is a schematic structural diagram of a thermal management system provided with multiple third heat exchangers;

[0071] FIG32 is a schematic diagram of the structure of a heat management system with an additional refrigerator heating module;

[0072] FIG33 is a schematic diagram of the structure of a heat management system provided with a refrigerator heating film;

[0073] Figure 34 is a structural schematic diagram of the first ejector according to an embodiment of the present invention.

[0074] Reference Signs: 1000, vehicle; 100, thermal management system; 201, vehicle body; 110, compressor; 111, first pressure sensor; 112, first temperature sensor; 15, first solenoid valve; 16, second solenoid valve; 13, third solenoid valve; 173, fourth solenoid valve; 14, fifth solenoid valve; 176, sixth solenoid valve; 177, seventh solenoid valve; 178, eighth solenoid valve; 105, ninth solenoid valve; 106, tenth solenoid valve; 11, first throttle element; 12, second throttle element; 151, third throttle element; 10, fourth throttle element; 21, fifth throttle element; 133, first one-way valve; 20, second one-way valve; 17, third one-way valve; 18, fourth one-way valve; 19, fifth one-way valve; 107, sixth one-way valve; 108, seventh one-way valve; 143. First temperature and pressure sensor; 132. Second temperature and pressure sensor; 153. Third temperature and pressure sensor; 162. Fourth temperature and pressure sensor; 142. First flow control element; 152. Second flow control element; 154. Second pressure sensor; 171. Duct heater; 2. Booster; 3. First heat exchanger; 31. First fan; 6. Second heat exchanger; 5. Third heat exchanger; 7. Fourth heat exchanger; 150. Fifth heat exchanger; 4. Sixth heat exchanger; 8. Liquid storage device; 9. Gas-liquid separator; 40. Heat-generating component; 200. First ejector; 210. First ejector inlet; 220. Second ejector inlet; 230. First ejector outlet; 240. Suction section; 250. Mixing section; 260. Diffuser section; 270. Control element; 280. Throat; 500, second ejector; 510, third ejector inlet; 520, fourth ejector inlet; 530, second ejector outlet; 600, refrigerator heating module; 610, seventh heat exchanger; 620, sixth throttling element; 630, seventh throttling element; 700, heat exchange module; 123, heat source flow channel; 730, radiator; 23, reversing assembly; 24, first pump body; 25, second temperature sensor; 26, water supply tank; 710, three-way valve; 711, first connection port; 712, second connection port; 713, third connection port; 800, refrigerator heating film. DETAILED DESCRIPTION

[0075] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0076] In the description of the present invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "back," "inner," "outer," and the like, indicating directions or positional relationships, are based on the directions or relative positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific direction, be constructed, or operate in a specific direction. Therefore, they should not be construed as limitations on the present invention. Unless otherwise specified, the above-mentioned directions may be flexibly set in actual application, provided that the relative positional relationships shown in the accompanying drawings are met.

[0077] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0078] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections. They may be directly connected, indirectly connected through an intermediary, or internally connected between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0079] In embodiments of the present invention, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, article, or apparatus comprising the element.

[0080] In the embodiments of the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present invention should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0081] In the description of this specification, specific features, structures, materials or characteristics may be combined in an appropriate manner in any one or more embodiments or examples.

[0082] The present application provides a vehicle, as shown in FIG1 , which is a schematic diagram of the external structure of a vehicle 1000 provided in an embodiment of the present application. The vehicle 1000 may include a vehicle body 201 and a thermal management system 100. The thermal management system 100 is used to regulate the temperature of the interior space of the vehicle body 201 or components on the vehicle body 201.

[0083] Specifically, as shown in FIG2 , FIG2 is a first structural schematic diagram of the thermal management system 100 in FIG1 . The thermal management system 100 may include a compressor 110 , a first heat exchanger 3 , a second heat exchanger 6 and a third heat exchanger 5 .

[0084] The compressor 110 includes an air inlet and an air outlet. The first heat exchanger 3 has a first end and a second end. The first end of the first heat exchanger 3 is connected to the air outlet.

[0085] The second heat exchanger 6 also has a first end and a second end. The first end of the second heat exchanger 6 is connected to the second end of the first heat exchanger 3, and the second end of the second heat exchanger 6 is connected to the air inlet.

[0086] The third heat exchanger 5 also has a first end and a second end. The first end of the third heat exchanger 5 is connected to the second end of the first heat exchanger 3. The second end of the third heat exchanger 5 is connected to the air inlet.

[0087] The third heat exchanger 5 and the second heat exchanger 6 are arranged in parallel.

[0088] As a result, the refrigerant can circulate between the compressor 110, the first heat exchanger 3, the second heat exchanger 6, and the third heat exchanger 5. Specifically, the compressor 110 can compress the refrigerant to increase its temperature. The heated refrigerant will first release heat in the first heat exchanger 3, then enter the second heat exchanger 6 or the third heat exchanger 5 to absorb heat, and then flow back into the compressor 110 to achieve circulating refrigeration in the second heat exchanger 6 or the third heat exchanger 5.

[0089] In some embodiments, as shown in FIG. 2 , the thermal management system 100 may further include a first throttling element 11 and a second throttling element 12 .

[0090] The first throttling element 11 is provided between the first end of the third heat exchanger 5 and the second end of the first heat exchanger 3 . The second throttling element 12 is provided between the first end of the second heat exchanger 6 and the second end of the first heat exchanger 3 .

[0091] The first throttle element 11 can throttle and reduce the pressure of the refrigerant flowing from the second end of the first heat exchanger 3 to the first end of the third heat exchanger 5, thereby improving the heat exchange effect of the refrigerant in the third heat exchanger 5. The second throttle element 12 can throttle and reduce the pressure of the refrigerant flowing from the second end of the first heat exchanger 3 to the first end of the second heat exchanger 6, thereby improving the heat exchange effect of the refrigerant in the second heat exchanger 6.

[0092] Specifically, the compressor 110 can compress the gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant, which is then discharged from the exhaust port. After flowing into the first heat exchanger 3, the high-temperature and high-pressure gaseous refrigerant can release heat in the first heat exchanger 3 and then be converted into a medium-temperature and high-pressure liquid refrigerant, which flows out of the first heat exchanger 3. After flowing through the first throttling element 11 or the second throttling element 12, the medium-temperature and high-pressure liquid refrigerant is throttled and depressurized by the first throttling element 11 or the second throttling element 12, and is converted into a low-temperature and low-pressure liquid refrigerant. It then flows into the second heat exchanger 6 or the third heat exchanger 5, and absorbs heat in the second heat exchanger 6 or the third heat exchanger 5, thereby realizing the cooling function of the second heat exchanger 6 or the third heat exchanger 5. Afterwards, the refrigerant will flow out of the second heat exchanger 6 or the third heat exchanger 5 again in a gaseous state and flow back to the compressor 110 for the next cycle.

[0093] For example, the first throttling element 11 and the second throttling element 12 may both be throttling valves, or both be expansion valves, etc. Alternatively, one of the first throttling element 11 and the second throttling element 12 may be a throttling valve, and the other may be an expansion valve.

[0094] The structure of the throttling element described later is the same as that of the first throttling element 11 and the second throttling element 12 , and may also be a throttling valve or an expansion valve, etc.

[0095] In some embodiments, the second heat exchanger 6 is used to adjust the temperature of the passenger compartment of the vehicle 1000. The third heat exchanger 5 is used to adjust the temperature of the vehicle refrigerator. That is, the second heat exchanger 6 is an air conditioner heat exchanger, and the third heat exchanger 5 is a vehicle refrigerator heat exchanger.

[0096] Through the above arrangement, the second heat exchanger 6 can adjust the temperature in the passenger compartment, thereby providing a comfortable driving environment for the driver and passengers, and improving the driver and passengers' driving experience of the vehicle 1000.

[0097] The third heat exchanger 5 can cool drinks by adjusting the temperature of the vehicle refrigerator. When the user needs to drink cold drinks, he can take them out directly from the vehicle refrigerator, which can also improve the driving experience of the driver and passengers on the vehicle 1000.

[0098] In some other embodiments, the second heat exchanger 6 and the third heat exchanger 5 may also be heat exchangers with other functions. For example, the second heat exchanger 6 may be a battery heat exchanger, and the third heat exchanger 5 may be a controller heat exchanger, which is used to cool the vehicle controller.

[0099] However, since the second heat exchanger 6 and the third heat exchanger 5 are connected in parallel, when the working pressure and cooling capacity requirements of the second heat exchanger 6 and the third heat exchanger 5 are different, the refrigerant flowing out from the second end of the second heat exchanger 6 and the refrigerant flowing out from the second end of the third heat exchanger 5 flow with each other through the confluence, resulting in the refrigerant pressures flowing out of the second heat exchanger 6 and the third heat exchanger 5 becoming the same after running for a period of time, affecting the heat exchange effect of the second heat exchanger 6 and the third heat exchanger 5.

[0100] For example, if the refrigerant pressure flowing through the second heat exchanger 6 is greater than the refrigerant pressure flowing through the third heat exchanger 5, the refrigerant flowing out of the second end of the second heat exchanger 6 and the refrigerant flowing out of the second end of the third heat exchanger 5 will interact with each other at the confluence point. After the second heat exchanger 6 and the third heat exchanger 5 have been operating for a period of time, the pressure of the refrigerant flowing out of the second end of the second heat exchanger 6 will decrease, while the pressure of the refrigerant flowing out of the second end of the third heat exchanger 5 will increase. This will continue until the pressure of the refrigerant flowing out of the second end of the second heat exchanger 6 and the pressure of the refrigerant flowing out of the second end of the third heat exchanger 5 are the same. They then flow into the air inlet together. During this process, the refrigerant pressure in the second heat exchanger 6 decreases as the refrigerant pressure flowing out of the second end of the second heat exchanger 6 decreases, while the refrigerant pressure in the third heat exchanger 5 increases as the refrigerant pressure flowing out of the second end of the third heat exchanger 5 increases, thus affecting the heat exchange efficiency of the second heat exchanger 6 and the third heat exchanger 5.

[0101] For example, taking the case where the pressure of the refrigerant flowing through the second heat exchanger 6 is greater than the pressure of the refrigerant flowing through the third heat exchanger 5, the refrigerant flowing out of the second end of the second heat exchanger 6 and the refrigerant flowing out of the second end of the third heat exchanger 5 flow into each other through the junction. If it is necessary to ensure the working pressure and cooling capacity requirements of the second heat exchanger 6, in order to avoid a decrease in the pressure of the refrigerant flowing through the second heat exchanger 6, it is necessary to simultaneously supply a refrigerant with a higher pressure to the second heat exchanger 6 and the third heat exchanger 5. This will increase the pressure of the refrigerant flowing through the third heat exchanger 5. If it is necessary to ensure the working pressure and cooling capacity requirements of the third heat exchanger 5, in order to avoid an increase in the pressure of the refrigerant flowing through the third heat exchanger 5, it is necessary to simultaneously supply a refrigerant with a lower pressure to the second heat exchanger 6 and the third heat exchanger 5. This will reduce the pressure of the refrigerant flowing through the second heat exchanger 6, which will also affect the heat exchange effect of the second heat exchanger 6 and the third heat exchanger 5.

[0102] For example: when the second heat exchanger 6 is an air-conditioning heat exchanger and the third heat exchanger 5 is a car refrigerator heat exchanger, the air-conditioning heat exchanger has a lower cooling demand for the passenger compartment, and the car refrigerator heat exchanger has a higher cooling demand for refrigerating beverages. If the cooling demand of the air-conditioning heat exchanger is met, the refrigerant pressure in the car refrigerator heat exchanger will be too high, and the heat exchange effect of the refrigerant in the car refrigerator heat exchanger will be poor, which will lead to poor cooling effect of the car refrigerator heat exchanger. If the cooling demand of the car refrigerator heat exchanger is met, the refrigerant pressure in the air-conditioning heat exchanger will be too low, resulting in the refrigerant temperature flowing out of the air-conditioning heat exchanger being too low, which will cause frost on the pipe at the air-conditioning outlet, which will affect the normal use of the second heat exchanger 6 and the third heat exchanger 5.

[0103] To avoid the aforementioned issues, the thermal management system 100 provided herein may further include a pressure regulating device. One end of the pressure regulating device is connected to the air inlet, and at least the other end is connected to at least one of the second end of the second heat exchanger 6 and the second end of the third heat exchanger 5. The pressure regulating device is used to adjust the pressure difference between the refrigerant flowing out of the second heat exchanger 6 to the air inlet and the refrigerant flowing out of the third heat exchanger 5 to the air inlet.

[0104] In this way, by adjusting the pressure difference between the refrigerant flowing out of the second heat exchanger 6 to the air inlet and the refrigerant flowing out of the third heat exchanger 5 to the air inlet through the pressure regulating device, the pressure of the refrigerant flowing out of the second heat exchanger 6 to the air inlet and the pressure between the refrigerant flowing out of the third heat exchanger 5 to the air inlet can be adjusted to the same or similar pressure, so that the second heat exchanger 6 and the third heat exchanger 5 can work independently without affecting each other, ensuring the heat exchange effect of the refrigerant in the second heat exchanger 6 and the third heat exchanger 5, thereby improving the cooling effect of the second heat exchanger 6 and the third heat exchanger 5, and improving the cooling effect of the thermal management system 100.

[0105] In some embodiments, the refrigerant pressure flowing out of the second heat exchanger 6 is a first pressure, and the refrigerant pressure flowing out of the third heat exchanger 5 is a second pressure. When both the second heat exchanger 6 and the third heat exchanger 5 function as evaporators, the regulating device can regulate the first pressure to satisfy the following conditions: 95% P1 ≤ P2 ≤ 105% P1, where P1 is the second pressure and P2 is the first pressure.

[0106] By reducing the pressure of the refrigerant flowing out of the second heat exchanger 6 and adjusting the pressure of the refrigerant flowing out of the second heat exchanger 6 to be the same as or similar to the pressure of the refrigerant flowing out of the third heat exchanger 5, the cooling effect of the second heat exchanger 6 and the third heat exchanger 5 is improved.

[0107] Specifically, the pressure regulating device may include a pressure reducing device, which is arranged between the second end of the second heat exchanger 6 and the air inlet, and the assembly consisting of the pressure reducing device and the second heat exchanger 6 is arranged in parallel with the third heat exchanger 5.

[0108] The pressure reducing device is used to reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger 6 .

[0109] Through the above-mentioned setting, the pressure reducing device can reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger 6 to the same level as the pressure of the refrigerant discharged from the second end of the third heat exchanger 5. In this way, when the refrigerant after pressure reduction merges with the refrigerant discharged from the second end of the third heat exchanger 5, the two have the same pressure and can flow into the air inlet together without affecting each other, thereby maintaining the pressure difference between the refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the third heat exchanger 5, ensuring the heat exchange effect of the refrigerant in the second heat exchanger 6 and the third heat exchanger 5.

[0110] In some other embodiments, the regulating device is capable of regulating the second pressure to satisfy: 95% P2 ≤ P1 ≤ 105% P2.

[0111] By increasing the pressure of the refrigerant flowing out of the third heat exchanger 5 and adjusting the pressure of the refrigerant flowing out of the third heat exchanger 5 to be the same as or similar to the pressure of the refrigerant flowing out of the second heat exchanger 6, the cooling effect of the second heat exchanger 6 and the third heat exchanger 5 is improved.

[0112] Specifically, the pressure regulating device may also include a boosting device, which is arranged between the second end of the third heat exchanger 5 and the air inlet, and the assembly consisting of the boosting device and the third heat exchanger 5 is arranged in parallel with the second heat exchanger 6.

[0113] The boosting device is used to increase the pressure of the refrigerant discharged from the second end of the third heat exchanger 5 .

[0114] Through the above-mentioned setting, the boosting device can increase the pressure of the refrigerant discharged from the second end of the third heat exchanger 5 to the same level as the pressure of the refrigerant discharged from the second end of the second heat exchanger 6. In this way, when the boosted refrigerant merges with the refrigerant discharged from the second end of the second heat exchanger 6, the two have the same pressure and can flow into the air inlet together without affecting each other, thereby maintaining the pressure difference between the refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the third heat exchanger 5, ensuring the heat exchange effect of the refrigerant in the second heat exchanger 6 and the third heat exchanger 5.

[0115] In yet other embodiments, the regulating device is capable of regulating the first pressure to a value between the first pressure and the second pressure, and regulating the second pressure to a value between the first pressure and the second pressure.

[0116] In this way, by reducing the pressure of the refrigerant flowing out of the second heat exchanger 6 and increasing the pressure of the refrigerant flowing out of the third heat exchanger 5, the pressure of the refrigerant flowing out of the second heat exchanger 6 is made the same or similar to the pressure of the refrigerant flowing out of the third heat exchanger 5, thereby improving the cooling effect of the second heat exchanger 6 and the third heat exchanger 5.

[0117] Specifically, the regulating device can adjust both the first pressure and the second pressure to a third pressure, and the third pressure satisfies: P3 = (m1*P1+m2*P2) / (m1+m2). The magnitude of the third pressure can be calculated by this formula, where m1 is the mass flow rate of the third heat exchanger, m2 is the mass flow rate of the second heat exchanger 6, and P3 is the third pressure.

[0118] By adjusting both the first pressure and the second pressure to the third pressure, the pressure of the refrigerant flowing out of the second heat exchanger 6 can be made the same as the pressure of the refrigerant flowing out of the third heat exchanger 5, thereby improving the cooling effect of the second heat exchanger 6 and the third heat exchanger 5.

[0119] It should be noted that the mass flow rate m1 of the third heat exchanger and the mass flow rate m2 of the second heat exchanger may fluctuate to a certain extent, and therefore the magnitude of the third pressure may also fluctuate to a certain extent.

[0120] For example, if the third heat exchanger 5 is a heat exchanger for a vehicle refrigerator, the mass flow rate of the refrigerant flowing through the third heat exchanger 5 is 5-20 kg / h, and the second heat exchanger 6 is an air conditioner heat exchanger, the mass flow rate of the refrigerant flowing through the second heat exchanger 6 is 20-90 kg / h. The maximum and minimum values ​​of the third pressure can be calculated according to the formula: P3 = (m1*P1+m2*P2) / (m1+m2). The maximum value of the third pressure is (P1+18*P2) / 19, and the minimum value of the third pressure is (P1+P2) / 2. Therefore, the third pressure satisfies the following: (P1+P2) / 2≤P3≤(P1+18*P2) / 19.

[0121] By making the third pressure satisfy: (P1+P2) / 2≤P3≤(P1+18*P2) / 19, it is possible to ensure that the third pressure is adjusted to between the first pressure and the second pressure, so as to facilitate the adjustment of the first pressure and the second pressure.

[0122] In the above case, the pressure regulating device may include an ejector connected between the second end of the third heat exchanger 5 and the air inlet. The ejector directly draws in the refrigerant flowing out of the second end of the third heat exchanger 5 and the refrigerant flowing out of the second end of the third heat exchanger 5 to prevent the refrigerant from flowing into and out of the second end of the third heat exchanger 5 after the two refrigerants merge, thereby adjusting the pressure difference between the refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the third heat exchanger 5.

[0123] This application first describes a first embodiment in which the pressure regulating device includes a pressure reducing device, the pressure reducing device is arranged between the second end of the second heat exchanger 6 and the air inlet, and the assembly consisting of the pressure reducing device and the second heat exchanger 6 is arranged in parallel with the third heat exchanger 5:

[0124] For example, the pressure-reducing device may include a pressure-reducing pipe. The inner diameter of the pressure-reducing pipe is larger than the inner diameter of the pipe through which the refrigerant flows within the second heat exchanger 6. When the refrigerant flows out of the second heat exchanger 6 and into the pressure-reducing pipe, the cross-sectional area of ​​the refrigerant flow increases, and the pressure of the refrigerant decreases after entering the larger space.

[0125] For example, the pressure reducing device may include a pressure reducing pipe group. The pressure reducing pipe group includes multiple pressure dividing pipes, and the multiple pressure dividing pipes are connected in parallel. Each pressure dividing pipe is connected in series with the second heat exchanger 6, thereby dividing and reducing the pressure of the refrigerant flowing out of the second end of the second heat exchanger 6.

[0126] 2 , the pressure reducing device may include a first flow regulating member 142. The first flow regulating member 142 is used to regulate the flow of the second end of the second heat exchanger 6 to reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger 6.

[0127] The first flow regulating member 142 can be configured as a variable-diameter throttle valve to adjust its opening by adjusting the diameter of the first flow regulating member 142, thereby adjusting the flow and pressure of the refrigerant. The first flow regulating member 142 can also be configured as a two-way electronic expansion valve.

[0128] By reducing the pressure of the refrigerant flowing out of the second end of the second heat exchanger 6 through the first flow regulating component 142, the pressure of the refrigerant discharged from the second end of the second heat exchanger 6 can be made consistent with the pressure of the refrigerant discharged from the second end of the third heat exchanger 5, thereby adjusting the pressure difference between the refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the third heat exchanger 5.

[0129] In some embodiments, as shown in FIG. 2 , the pressure reducing device may further include a first one-way valve 133 .

[0130] The first one-way valve 133 is disposed between the second end of the third heat exchanger 5 and the air inlet, and the assembly consisting of the first one-way valve 133 and the third heat exchanger 5 is disposed in parallel with the second heat exchanger 6 .

[0131] The first one-way valve 133 allows the refrigerant to flow from the second end of the third heat exchanger 5 to the air inlet, and prevents the refrigerant from flowing from the second end of the second heat exchanger 6 to the second end of the third heat exchanger 5 .

[0132] Through the above setting, the first one-way valve 133 can limit the flow direction of the refrigerant, so that the refrigerant flows from the second heat exchanger 6 to the air inlet, preventing the refrigerant from flowing back, ensuring the flow efficiency of the refrigerant, and thus ensuring the cooling efficiency of the thermal management system 100.

[0133] In some embodiments, as shown in FIG2 , a first temperature and pressure sensor 143 may be provided between the second end of the second heat exchanger 6 and the pressure reducing device to detect the temperature and pressure of the refrigerant at the second end of the second heat exchanger 6 , thereby improving the reliability of the thermal management system 100 .

[0134] In some examples, along the flow path of the refrigerant between the second end of the second heat exchanger 6 and the pressure reducing device, the distance from the first temperature and pressure sensor 143 to the second end of the second heat exchanger 6 is smaller than the distance from the first temperature and pressure sensor 143 to the pressure reducing device. This allows the first temperature and pressure sensor 143 to be positioned close to the second end of the second heat exchanger 6, thereby facilitating detection of the temperature and pressure of the refrigerant at the second end of the second heat exchanger 6.

[0135] In some embodiments, a second temperature and pressure sensor 132 is provided between the second end of the third heat exchanger 5 and the first one-way valve 133. The second temperature and pressure sensor 132 is provided near the second end of the third heat exchanger 5 to facilitate detection of the temperature and pressure of the refrigerant at the second end of the third heat exchanger 5, thereby improving the reliability of the thermal management system 100.

[0136] 2 , the thermal management system 100 further includes a fifth heat exchanger 150. A first end of the fifth heat exchanger 150 is connected to a second end of the first heat exchanger 3, and a second end of the fifth heat exchanger 150 is connected to the air inlet.

[0137] With the above arrangement, the refrigerant flowing out of the second end of the first heat exchanger 3 can undergo a phase change from liquid to gas in the fifth heat exchanger 150 after flowing into the fifth heat exchanger 150 to absorb heat, thereby realizing the cooling function of the fifth heat exchanger 150 .

[0138] In some embodiments, the fifth heat exchanger 150 may also be an engine heat exchanger, a motor heat exchanger, etc.

[0139] In some embodiments, the fifth heat exchanger 150 can be used to regulate the temperature of the battery, that is, the fifth heat exchanger 150 is a battery heat exchanger. Through the above configuration, the fifth heat exchanger 150 can cool the battery, thereby reducing the temperature of the battery, preventing the battery from overheating, and ensuring normal operation of the battery.

[0140] It can be understood that the fifth heat exchanger 150 and the second heat exchanger 6 can be operated at the same time to achieve simultaneous cooling of the battery and the passenger compartment, the fifth heat exchanger 150 and the third heat exchanger 5 can be operated at the same time to achieve simultaneous cooling of the battery and the vehicle refrigerator, and the fifth heat exchanger 150, the second heat exchanger 6 and the third heat exchanger 5 can be operated at the same time to achieve simultaneous cooling of the battery, the passenger compartment and the vehicle refrigerator.

[0141] Taking the fifth heat exchanger 150, the second heat exchanger 6 and the third heat exchanger 5 working simultaneously as an example, the refrigerant absorbs heat in the first heat exchanger 3 and flows out from the second end of the first heat exchanger 3. It will then be divided into three parts and flow into the fifth heat exchanger 150, the second heat exchanger 6 and the third heat exchanger 5 respectively, and then absorb heat in the fifth heat exchanger 150, the second heat exchanger 6 and the third heat exchanger 5 to realize the cooling function of the fifth heat exchanger 150, the second heat exchanger 6 and the third heat exchanger 5.

[0142] To achieve the above effects, control valves can be provided on the branches where the fifth heat exchanger 150, the second heat exchanger 6, and the third heat exchanger 5 are located. By controlling the opening and closing of these control valves, one or more of the fifth heat exchanger 150, the second heat exchanger 6, and the third heat exchanger 5 can be selected for operation. The control valve for the branch where the second heat exchanger 6 is located can be the first throttling element 11 described above, and the control valve for the branch where the third heat exchanger 5 is located can be the second throttling element 12 described above. These details are not repeated here.

[0143] In some embodiments, as shown in FIG. 2 , the thermal management system 100 may further include a second flow regulating member 152 . The second flow regulating member 152 is disposed between the second end of the fifth heat exchanger 150 and the air inlet.

[0144] Through the above setting, the second flow regulating component 152 can adjust the pressure of the refrigerant discharged from the second end of the fifth heat exchanger 150, thereby avoiding the pressure of other flow paths affecting the pressure of the flow path where the fifth heat exchanger 150 is located, and ensuring the reliability of the use of the fifth heat exchanger 150.

[0145] For example, the second flow regulating member 152 may be configured as a variable-diameter throttle valve, or may be configured as a bidirectional electronic expansion valve.

[0146] In some embodiments, as shown in Figure 2, a third temperature and pressure sensor 153 is arranged between the second end of the fifth heat exchanger 150 and the second flow regulating member 152. The third temperature and pressure sensor 153 is arranged at a position close to the second end of the fifth heat exchanger 150 to facilitate detecting the temperature and pressure of the refrigerant at the second end of the fifth heat exchanger 150.

[0147] In some embodiments, as shown in FIG. 2 , the thermal management system 100 further includes a third control valve assembly, a fourth heat exchanger 7 and a fourth control valve assembly.

[0148] The third control valve assembly is connected between the exhaust port, the air inlet, and the second end of the fifth heat exchanger 150. The third control valve assembly is used to select whether the second end of the fifth heat exchanger 150 is connected to the exhaust port, or whether the second end of the fifth heat exchanger 150 is connected to the air inlet.

[0149] A first end of the fourth heat exchanger 7 is connected to the air inlet.

[0150] The fourth control valve assembly is connected between the first end of the fifth heat exchanger 150, the second end of the fourth heat exchanger 7, and the second end of the first heat exchanger 3. The fourth control valve assembly is used to select the connection between the first end of the fifth heat exchanger 150 and the second end of the fourth heat exchanger 7, or to select the connection between the first end of the fifth heat exchanger 150 and the second end of the first heat exchanger 3.

[0151] The fourth heat exchanger 7 can be used to exchange heat with the heat generating component 40, which can be an engine, a drive motor, etc. Alternatively, the fourth heat exchanger 7 can also be used to exchange heat with the air outside the vehicle 1000 or electronic equipment on the vehicle 1000.

[0152] With the above arrangement, when the third control valve assembly selects to connect the second end of the fifth heat exchanger 150 to the air inlet, and the fourth control valve assembly selects to connect the first end of the fifth heat exchanger 150 to the second end of the first heat exchanger 3, the refrigerant discharged from the exhaust port of the compressor 110 releases heat in the first heat exchanger 3, then flows to the fifth heat exchanger 150 to absorb heat, and then flows from the second end of the fifth heat exchanger 150 to the compressor 110, thereby achieving cyclic cooling of the fifth heat exchanger 150. At the same time, the heat emitted by the heat-generating component 40 can be recovered.

[0153] When the third control valve assembly selects to connect the second end of the fifth heat exchanger 150 to the exhaust port, and the fourth control valve assembly selects to connect the first end of the fifth heat exchanger 150 and the second end of the fourth heat exchanger 7, the refrigerant discharged from the exhaust port of the compressor 110 can release heat in the fifth heat exchanger 150 and then flow to the fourth heat exchanger 7 to absorb heat, and then flow into the compressor 110 from the first end of the fourth heat exchanger 7, thereby realizing the circulation heating of the fifth heat exchanger 150.

[0154] In this way, through the arrangement of the third control valve assembly and the fourth control valve assembly, the fifth heat exchanger 150 can switch between the heating mode and the cooling mode, thereby realizing the heating function and the cooling function of the fifth heat exchanger 150.

[0155] Among them, the fifth heat exchanger 150 is a battery heat exchanger, and when the fifth heat exchanger 150 is heating, the fifth heat exchanger 150 can heat the battery heat exchanger, thereby ensuring the operating temperature of the battery, avoiding the battery temperature from being too low, and ensuring normal use of the battery.

[0156] Third control Fourth control In some embodiments, as shown in Figure 2, a fourth temperature and pressure sensor 162 for detecting the refrigerant temperature is provided at the first end of the fourth heat exchanger 7 to facilitate the detection of the temperature and pressure of the refrigerant at the first end of the fourth heat exchanger 7, thereby improving the reliability of the use of the thermal management system 100.

[0157] In some examples, the third control valve assembly is connected between the exhaust port, the air inlet, and the second flow adjustment member 152 .

[0158] For example, the third control valve assembly may include a three-way valve, and three connection ports of the three-way valve are respectively connected to the exhaust port, the air inlet, and the second end of the fifth heat exchanger 150 .

[0159] For example, the third control valve assembly may include a first solenoid valve 15 and a second solenoid valve 16. The inlet of the first solenoid valve 15 is connected to the exhaust port; the inlet of the second solenoid valve 16 is connected to the outlet of the first solenoid valve 15 and to the second end of the fifth heat exchanger 150, and the outlet of the second solenoid valve 16 is connected to the air inlet.

[0160] Through the above-mentioned setting, when the fifth heat exchanger 150 is cooling, the first solenoid valve 15 can be closed and the second solenoid valve 16 can be opened to connect the second end of the fifth heat exchanger 150 with the air inlet. When the fifth heat exchanger 150 is heating, the second solenoid valve 16 can be closed and the first solenoid valve 15 can be opened to connect the second end of the fifth heat exchanger 150 with the exhaust port, thereby realizing the control function of the third control valve assembly in turn.

[0161] In some embodiments, as shown in FIG2 , the thermal management system 100 further includes a third solenoid valve 13 , the inlet of the third solenoid valve 13 being connected to the exhaust port and the inlet of the first solenoid valve 15 ; the outlet of the third solenoid valve 13 being connected to the first end of the first heat exchanger 3 .

[0162] When the thermal management system 100 is in cooling mode, that is, when the second heat exchanger 6 and the third heat exchanger 5 are cooling, the third solenoid valve 13 is opened, and the refrigerant can flow to the first heat exchanger 3 through the third solenoid valve 13. The first heat exchanger 3 can absorb the heat of the refrigerant, thereby lowering the temperature of the refrigerant. When the second heat exchanger 6 and the third heat exchanger 5 do not need to be cooled, the third solenoid valve 13 is closed to prevent the refrigerant from flowing to the first heat exchanger 3, thereby avoiding waste of cooling capacity in the refrigerant.

[0163] In some embodiments, as shown in Figure 2, a first pressure sensor 111 and a first temperature sensor 112 can be connected in series between the exhaust port and the third solenoid valve 13. The first pressure sensor 111 and the first temperature sensor 112 are arranged close to the exhaust port. The first pressure sensor 111 and the first temperature sensor 112 can respectively detect the pressure and temperature of the refrigerant discharged from the compressor 110, so that the flow path pressure can be monitored in real time to avoid the thermal management system 100 from getting out of control.

[0164] For example, the fourth control valve assembly may include a three-way valve, the three connection ports of which are respectively connected to the first end of the fifth heat exchanger 150 , the second end of the fourth heat exchanger 7 , and the second end of the first heat exchanger 3 .

[0165] For example, the fourth control valve assembly includes a third check valve 17 and a fourth check valve 18. The inlet of the third check valve 17 is connected to the first end of the fifth heat exchanger 150, and the outlet of the third check valve 17 is connected to the second end of the fourth heat exchanger 7.

[0166] An inlet of the fourth one-way valve 18 is communicated with the second end of the first heat exchanger 3 , and an outlet of the fourth one-way valve 18 is communicated with the first end of the fifth heat exchanger 150 .

[0167] With the above arrangement, when the fifth heat exchanger 150 is cooling, the refrigerant, after flowing out of the second end of the first heat exchanger 3, can flow into the fifth heat exchanger 150 through the fourth one-way valve 18, and then absorb heat in the fifth heat exchanger 150, thereby achieving cooling of the fifth heat exchanger 150. When the fifth heat exchanger 150 is heating, the refrigerant, after flowing out of the fifth heat exchanger 150, will be blocked by the fourth one-way valve 18 and flow into the third one-way valve 17, and then into the fourth heat exchanger 7, thereby achieving the control function of the fourth control valve assembly.

[0168] In some embodiments, as shown in Figure 2, the thermal management system 100 also includes a third throttling element 151, which is connected between the first end of the fifth heat exchanger 150 and the third one-way valve 17, and is located between the first end of the fifth heat exchanger 150 and the fourth one-way valve 18.

[0169] In this way, when the fifth heat exchanger 150 is cooling, the third throttling element 151 can throttle and reduce the pressure of the refrigerant flowing from the fourth one-way valve 18 to the first end of the fifth heat exchanger 150, thereby improving the heat exchange effect of the refrigerant in the fifth heat exchanger 150. When the fifth heat exchanger 150 is heating, the third throttling element 151 can throttle and reduce the pressure of the refrigerant flowing from the third one-way valve 17 to the second end of the fourth heat exchanger 7, thereby improving the heat exchange effect of the refrigerant in the fourth heat exchanger 7.

[0170] In some embodiments, as shown in FIG. 2 , a second pressure sensor 154 is connected in series between the first end of the fifth heat exchanger 150 and the third throttling element 151 . The second pressure sensor 154 can detect the pressure of the refrigerant at the first end of the fifth heat exchanger 150 .

[0171] In some embodiments, the inlet of the fourth one-way valve 18 and the first end of the fourth heat exchanger 7 are both connected to the connecting pipe section between the second end of the first heat exchanger 3 and the first end of the second heat exchanger 6 .

[0172] Through the above-mentioned setting, during the heating process of the fifth heat exchanger 150, after the refrigerant flows out from the first end of the fourth heat exchanger 7, it can flow to the second heat exchanger 6 and the third heat exchanger 5, and then absorb heat in the second heat exchanger 6 and the third heat exchanger 5. In this way, the refrigerant does not need to pass through the first heat exchanger 3, and can simultaneously achieve heating of the fifth heat exchanger 150, cooling of the second heat exchanger 6 and cooling of the third heat exchanger 5.

[0173] On this basis, in some embodiments, as shown in Figure 2, the thermal management system 100 also includes a fifth one-way valve 19, the inlet of the fifth one-way valve 19 is connected to the second end of the first heat exchanger 3, and the outlet of the fifth one-way valve 19 is connected to the second end of the fourth heat exchanger 7, the first end of the second heat exchanger 6, the first end of the third heat exchanger 5, and the inlet of the fourth one-way valve 18.

[0174] Through the above-mentioned setting, during the heating process of the fifth heat exchanger 150, the refrigerant will be blocked by the fifth one-way valve 19 after flowing out from the first end of the fourth heat exchanger 7, and cannot flow to the first heat exchanger 3. This can avoid the backflow of the refrigerant, ensure the flow efficiency of the refrigerant, and thus ensure the cooling efficiency of the thermal management system 100.

[0175] In some embodiments, as shown in Figure 2, the thermal management system 100 also includes a sixth heat exchanger 4, the first end of the sixth heat exchanger 4 is connected to the connecting pipe section between the exhaust port and the third control valve assembly, and the second end of the sixth heat exchanger 4 is connected to the connecting pipe section between the fourth control valve assembly and the fifth heat exchanger 150.

[0176] Specifically, the sixth heat exchanger 4 can be used to heat the battery, seats on the vehicle 1000 , and the like.

[0177] The sixth heat exchanger 4 can also be used to heat the passenger cabin to improve the comfort of the driver and passengers when riding in the vehicle 1000.

[0178] Through the above setting, after the refrigerant is discharged from the exhaust port, it can flow directly to the sixth heat exchanger 4 and exchange heat in the sixth heat exchanger 4, then flow into the fourth heat exchanger 7 to absorb heat and then flow back to the air inlet to realize the heating cycle of the sixth heat exchanger 4.

[0179] In some examples, after being discharged from the exhaust port, the refrigerant flows to the sixth heat exchanger 4 and exchanges heat in the sixth heat exchanger 4, and then flows into the fourth heat exchanger 7. After flowing out from the first end of the fourth heat exchanger 7, the refrigerant can flow from the first end of the second heat exchanger 6 to the second heat exchanger 6 to absorb heat, and flow from the first end of the third heat exchanger 5 to the third heat exchanger 5 to absorb heat. The refrigerant flowing out from the second end of the second heat exchanger 6 will be depressurized by the depressurizing device. The depressurized refrigerant will be reunited with the refrigerant flowing out from the second end of the third heat exchanger 5 and flow into the air inlet to make the refrigerant circulate, thereby simultaneously realizing the heating functions of the sixth heat exchanger 4, the cooling functions of the second heat exchanger 6 and the cooling functions of the third heat exchanger 5.

[0180] In some embodiments, as shown in FIG2 , the thermal management system 100 further includes a duct heater 171. Duct heater 171 is disposed in the same duct as the sixth heat exchanger 4. The sixth heat exchanger 4 is configured to exchange heat with the air in the duct to raise the air temperature. The heated air is then blown into the passenger compartment to heat the cabin. Duct heater 171 also heats the air in the duct. When the sixth heat exchanger 4 fails to meet heating requirements or heats the air slowly, duct heater 171 is activated to heat the air in the duct simultaneously with the sixth heat exchanger 4 to meet heating requirements or increase heating speed. It is understood that when heating the passenger compartment is required, at least one of the sixth heat exchanger 4 and duct heater 171 can provide the heat source, without specific limitation. Furthermore, duct heater 171 can be a PTC heater, which simplifies the structure and reduces costs.

[0181] In some embodiments, as shown in FIG. 2 , the thermal management system 100 further includes a fourth throttling element 10 , which is connected between the second end of the sixth heat exchanger 4 and the second end of the fourth heat exchanger 7 .

[0182] In this way, the refrigerant flowing out of the sixth heat exchanger 4 can be throttled and reduced in pressure by the fourth throttling element 10 before entering the fourth heat exchanger 7 , thereby improving the heat exchange effect of the refrigerant in the fourth heat exchanger 7 .

[0183] In some embodiments, as shown in FIG. 2 , the thermal management system 100 further includes a fourth solenoid valve 173 , which is connected between the second end of the sixth heat exchanger 4 and the second end of the fourth heat exchanger 7 , and is arranged in parallel with the fourth throttling element 10 .

[0184] In this way, when the opening of the fourth throttling element 10 does not meet the demand, the fourth solenoid valve 173 can be opened so that part of the refrigerant can flow to the fourth heat exchanger 7 through the fourth solenoid valve 173, thereby increasing the flow rate of the refrigerant.

[0185] For example, when the thermal management system 100 needs to simultaneously achieve heating through the sixth heat exchanger 4 and cooling through the fifth heat exchanger 150, the refrigerant discharged from the exhaust port of the compressor 110 flows to the sixth heat exchanger 4 and releases heat therein. The refrigerant discharged from the sixth heat exchanger 4 then passes through the fourth heat exchanger 7 and the fourth one-way valve 18, then flows through the third throttling element 151 to the fifth heat exchanger 150, achieving cooling of the fifth heat exchanger 150. The refrigerant then flows through the air inlet of the compressor 110 to be compressed, achieving a circulating flow of the refrigerant. Because the pressure of the refrigerant entering the fifth heat exchanger 150 cannot be too low, the fourth solenoid valve 173 needs to be opened, allowing some of the refrigerant to flow through the fourth solenoid valve 173 to the fourth heat exchanger 7, ensuring that the refrigerant can pass smoothly through the fifth heat exchanger 150.

[0186] In some embodiments, as shown in FIG2 , the thermal management system 100 further includes a fifth solenoid valve 14 , an inlet of the fifth solenoid valve 14 is connected to the first end of the fourth heat exchanger 7 , and an outlet of the fifth solenoid valve 14 is connected to the air inlet.

[0187] In this way, during the heating process of the sixth heat exchanger 4 or the fifth heat exchanger 150, the fifth solenoid valve 14 can be opened. After the refrigerant flows out from the first end of the fourth heat exchanger 7, it can directly flow back to the compressor 110 through the fifth solenoid valve 14 without flowing through the second heat exchanger 6 or the third heat exchanger 5. This can reduce the flow path of the refrigerant and improve the heat exchange efficiency of the thermal management system 100.

[0188] In some examples, as shown in FIG2 , the thermal management system 100 further includes a heat exchange module 700 , which absorbs heat from the heat-generating component 40 through a circulating heat exchange medium and exchanges heat with the fourth heat exchanger 7 , thereby improving the efficiency of absorbing heat from the heat-generating component 40 . The heat exchange medium may be water or other liquids capable of transporting heat.

[0189] Specifically, as shown in Figure 2, the heat exchange module 700 includes a heat source channel 123, a radiator 730 and a reversing assembly 23, wherein the heat source channel 123 passes through the heat-generating component 40 to absorb the heat generated by the heat-generating component 40, the third end of the fourth heat exchanger 7 is connected to the first end of the heat source channel 123, the fourth end of the fourth heat exchanger 7 is connected to the reversing assembly 23, and the reversing assembly 23 is also respectively connected to the first end of the radiator 730 and the second end of the heat source channel 123, and the second end of the radiator 730 is connected to the second end of the heat source channel 123.

[0190] When the reversing assembly 23 connects the fourth end of the fourth heat exchanger 7 to the second end of the heat source flow channel 123, the heat exchange medium in the heat source flow channel 123 can flow into the water-cooling flow path of the fourth heat exchanger 7. The heat exchange medium's temperature is lowered by heat exchange with the refrigerant. The heat exchange medium then flows back to the heat source flow channel 123 to absorb the heat generated by the heat-generating component 40. This technical solution improves the stability of the fourth heat exchanger 7 in absorbing heat from the heat-generating component 40.

[0191] When the reversing assembly 23 connects the fourth end of the fourth heat exchanger 7 to the first end of the radiator 730, the heat exchange medium in the heat source channel 123 dissipates heat in the water-cooling channel and then enters the radiator 730 for secondary heat dissipation, effectively improving the heat dissipation efficiency of the heating component 40 and further improving the safety of the operation of the heating component 40.

[0192] In some embodiments, as shown in FIG. 2 , the heat exchange module 700 further includes a first pump body 24 , which is connected in series with the heat source flow channel 123 to drive the heat exchange medium to circulate.

[0193] In some embodiments, as shown in FIG2 , the reversing assembly 23 is further connected to the first end of the heat source channel 123. When the reversing assembly 23 connects the first end of the heat source channel 123 to the first end of the radiator 730, the heat exchange medium in the heat source channel 123 can flow into the radiator 730, where the temperature of the heat exchange medium is reduced. The heat exchange medium then flows back to the heat source channel 123 to absorb the heat generated by the heat-generating component 40.

[0194] In some application scenarios of the vehicle 1000, the refrigerant does not pass through the refrigerant flow channel of the fourth heat exchanger 7. Through the above technical solution, the heating component 40 can also dissipate heat through the radiator 730, reducing the risk of failure of the heating component 40 due to excessive temperature and improving the safety of the operation of the heating component 40.

[0195] In some specific embodiments, the radiator 730 is disposed outside the vehicle, and the first fan is arranged opposite the radiator 730 . The first fan is used to blow air to the radiator 730 so that the heat exchange medium flowing through the radiator 730 can dissipate heat to the outside of the vehicle.

[0196] In some embodiments, the first heat exchanger 3 is disposed between the first fan and the radiator 730. The air driven by the first fan first passes through the first heat exchanger 3 and then through the radiator 730. This allows the first fan to dissipate heat from both the first heat exchanger 3 and the radiator 730, or even from both the first heat exchanger 3 and the radiator 730 simultaneously. This eliminates the need for multiple first fans, simplifies the thermal management system 100, and reduces costs.

[0197] In some embodiments, as shown in Figure 2, the heat exchange module 700 also includes a second temperature sensor 25, which is arranged at the first end of the heat source flow channel 123 to detect the temperature of the heat exchange medium after heat exchange with the heat-generating component 40. The heat exchange medium can select a flow path according to the detected temperature.

[0198] Specifically, the reversing assembly 23 includes a first opening, a second opening, a third opening and a fourth opening. The first opening is connected to the fourth end of the fourth heat exchanger 7, the second opening is connected to the first end of the heat source channel 123, the third opening is connected to the first end of the radiator 730, and the fourth opening is connected to the second end of the heat source channel 123.

[0199] The heat exchange module 700 can control the flow path of the heat exchange medium according to the temperature detected by the second temperature sensor 25 .

[0200] When the outside temperature is low and the heat dissipation demand of the heat exchange medium is low, the second opening of the reversing component 23 can be controlled to be connected to the fourth opening, and the heat exchange medium discharged from the first end of the heat source channel 123 passes through the second opening and the fourth opening and flows directly to the second end of the heat source channel 123.

[0201] When the heat exchange medium needs to dissipate heat and the sixth heat exchanger 4 and the fifth heat exchanger 150 have no heating demand, the second opening of the reversing component 23 can be controlled to be connected to the third opening, and the heat exchange medium discharged from the first end of the heat source channel 123 passes through the second opening and the third opening and flows to the radiator 730. After the heat exchange medium dissipates heat in the radiator 730, it flows to the second end of the heat source channel 123.

[0202] When the sixth heat exchanger 4 and / or the fifth heat exchanger 150 needs to heat, the first opening of the reversing component 23 can be controlled to be connected to the fourth opening, and the heat exchange medium discharged from the first end of the heat source channel 123 flows to the fourth heat exchanger 7, and exchanges heat with the refrigerant in the fourth heat exchanger 7 to increase the temperature of the refrigerant. Then the heat exchange medium flows to the reversing component 23, passes through the first opening and the fourth opening, and flows to the second end of the heat source channel 123.

[0203] When the sixth heat exchanger 4 and / or the fifth heat exchanger 150 needs to heat and the heat exchange medium has a high heat dissipation requirement, the first opening of the reversing component 23 can be controlled to be connected to the third opening, and the heat exchange medium discharged from the first end of the heat source channel 123 flows to the fourth heat exchanger 7, and after exchanging heat with the refrigerant in the fourth heat exchanger 7, flows to the reversing component 23, passes through the first opening and the third opening, and flows to the radiator 730. After the heat exchange medium dissipates heat in the radiator 730, it flows to the second end of the heat source channel 123.

[0204] In some embodiments, as shown in Figure 2, the heat exchange module 700 is further provided with a water supply tank 26. The water supply tank 26 can be connected to the second end of the radiator 730 and the heat source channel 123 through an exhaust pipe. The gas flowing to the heat source channel 123 can flow into the water supply tank 26, and the water supply tank 26 can be connected to the water cooling flow path through a water supply pipe, so that the liquid heat exchange medium in the water supply tank 26 can flow into the water cooling flow path for water supply, thereby improving the reliability of the operation of the heat exchange module 700.

[0205] In some embodiments, the thermal management system 100 further includes an energy storage component. The third heat exchanger 5 provides energy to the energy storage component. The energy storage component is configured to store and release energy for adjusting the temperature in the vehicle refrigerator.

[0206] When the vehicle refrigerator needs to be cooled, the thermal management system 100 works, and the third heat exchanger 5 provides cooling for the vehicle refrigerator. At the same time, the third heat exchanger 5 also provides cooling for the energy storage component. After the third heat exchanger 5 stops cooling, the energy storage component gradually releases the cooling previously absorbed, so that the vehicle refrigerator can continue to maintain a low temperature state, thereby improving the heat preservation capacity of the vehicle refrigerator, reducing the frequency of the thermal management system 100 starting to cool the vehicle refrigerator, reducing the noise when the vehicle 1000 is in use, and reducing the energy loss of the vehicle 1000.

[0207] In some specific embodiments, the energy storage component is a solid-liquid phase change material component. When the car refrigerator is cooling, the energy storage component absorbs cold energy from the third heat exchanger 5. After the temperature of the energy storage component drops to the phase change temperature point threshold T, the third heat exchanger 5 is no longer needed for cooling. At this time, the compressor 110 can be turned off, and the cold energy is released to the interior of the car refrigerator through the energy storage component. After a period of time, the temperature of the phase change material rises to the phase change temperature point threshold T2, and the energy storage component cannot release cold energy. At this time, the compressor 110 needs to be restarted, and the third heat exchanger 5 needs to be cooled again to reduce the temperature of the energy storage component to the phase change temperature point threshold T, and then the above process is repeated.

[0208] In the above technical solution, the energy storage component is a solid-liquid phase change material component with high latent heat and large cold storage density, so that the energy storage component can store more cold energy through phase change, effectively improving the thermal insulation effect of the car refrigerator. After the car refrigerator is quickly cooled, there is no need to start the compressor 110 for a long time to maintain the temperature of the car refrigerator, thereby reducing the energy consumption of the entire vehicle and reducing the noise of the entire vehicle.

[0209] In some specific embodiments, the energy storage component is an inorganic phase change material component. In some other specific embodiments, the energy storage component may also be an organic phase change material component. This application does not limit this.

[0210] In some embodiments, the energy storage component and the third heat exchanger 5 are both arranged in the vehicle refrigerator, so that the energy storage component and the third heat exchanger 5 can directly release cold energy to the interior of the vehicle refrigerator, with a fast cooling speed and low cold energy loss.

[0211] In some embodiments, a fan for guiding air flow is further provided in the vehicle refrigerator. In the direction of air flow, the third heat exchanger 5 is located between the fan and the energy storage component.

[0212] When the fan is working, it drives the air in the car refrigerator to circulate, so that the low-temperature air after heat exchange with the third heat exchanger 5 is directly blown toward the objects in the car refrigerator, accelerating the cooling speed of the objects in the car refrigerator and realizing rapid cooling of the car refrigerator.

[0213] In the above technical solution, the third heat exchanger 5 is located between the fan and the energy storage component. On the one hand, it is convenient for the energy storage component to store energy, and on the other hand, the third heat exchanger 5 can directly adjust the temperature in the vehicle refrigerator to avoid all the cold energy released by the third heat exchanger 5 being stored in the energy storage component.

[0214] In some embodiments, there are multiple fans, and the multiple fans operate independently.

[0215] In the above technical solution, by installing multiple fans within the vehicle refrigerator, the air flow rate within the vehicle refrigerator is increased, thereby accelerating the heat exchange rate between the air and the third heat exchanger 5, that is, the rate at which the third heat exchanger 5 releases cooling energy to the vehicle refrigerator. Furthermore, in this embodiment, the multiple fans operate independently, thereby controlling the air volume directed to different locations within the vehicle refrigerator. Users can choose between high or low air volume cooling, thereby improving the practicality of the vehicle refrigerator.

[0216] In some specific embodiments, a plurality of fans are provided, and the plurality of fans are spaced apart in the direction of air flow to increase the flow speed of the air and the heat exchange speed between the air and the third heat exchanger 5 .

[0217] In some specific embodiments, multiple fans are provided, and the multiple fans are arranged side by side to increase the air volume in the vehicle refrigerator and increase the amount of air that exchanges heat with the third heat exchanger 5 at the same time, thereby accelerating the heat exchange speed between the air and the third heat exchanger 5.

[0218] In some specific embodiments, two fans are provided in the vehicle refrigerator. In some other embodiments, the number of fans in the vehicle refrigerator can be three, four, or other numbers.

[0219] In the above technical solution, the energy storage component and multiple fans are provided in the vehicle refrigerator to accelerate the cooling speed of the vehicle refrigerator.

[0220] In other embodiments, the cooling speed of the vehicle refrigerator can be accelerated by increasing the heat exchange area of ​​the third heat exchanger 5. For example, the heat exchange area of ​​the third heat exchanger 5 can be increased by increasing the volume of the third heat exchanger 5, increasing the surface area of ​​the third heat exchanger 5, etc.

[0221] In other embodiments, at least part of the car refrigerator may be made of a material with a faster heat transfer speed. For example, the bottom wall of the car refrigerator may be made of an aluminum plate, which is in contact with the objects in the car refrigerator and the third heat exchanger 5 respectively. The aluminum plate accelerates the heat exchange speed between the objects in the car refrigerator and the third heat exchanger 5, that is, the cooling speed of the car refrigerator is accelerated.

[0222] In some other embodiments, the thickness of the vehicle refrigerator may be reduced, thereby reducing the thickness of the air layer inside the vehicle refrigerator, which is beneficial to the uniform distribution of cold energy inside the vehicle refrigerator and helps to speed up the cooling speed of the vehicle refrigerator.

[0223] In some embodiments, as shown in Figure 2, the thermal management system 100 also includes a gas-liquid separation device 9, the gas outlet of the gas-liquid separation device 9 is connected to the air inlet of the compressor 110, and the inlet of the gas-liquid separation device 9 is connected to the first flow regulating member 142, the outlet of the first one-way valve 133, the second solenoid valve 16 and the fifth solenoid valve 14.

[0224] In this way, during the operation of the thermal management system 100, the refrigerant needs to pass through the gas-liquid separation device 9 before entering the air inlet of the compressor 110 from any flow path. The gaseous refrigerant and the liquid refrigerant can be separated by the gas-liquid separation device 9, thereby reducing the risk of liquid refrigerant entering the compressor 110 and improving the reliability of the use of the thermal management system 100.

[0225] In some further embodiments, the thermal management system 100 further includes a heating element, which is disposed in the gas-liquid separation device 9 to heat the gas-liquid separation device 9 .

[0226] In the above technical solution, the gas-liquid separation device 9 is heated by the heating element, that is, the refrigerant is heated, thereby further reducing the risk of liquid hammer in the compressor 110.

[0227] In some specific embodiments, the heater is configured as an electric heating film, which is disposed on the surface of the gas outlet of the gas-liquid separation device 9. If the suction superheat of the compressor 110 is less than 2°C, the electric heating film can be used to heat the refrigerant, thereby increasing the suction superheat and preventing liquid hammer in the compressor 110. In some other embodiments, the risk of liquid hammer in the compressor 110 can be reduced by reducing the amount of heat dissipated by the thermal management system 100, for example by lowering the speed of the first fan to reduce the heat dissipated by the refrigerant in the first heat exchanger 3.

[0228] The thermal management system 100 in the embodiment of the present invention can meet the cooling needs of the vehicle refrigerator under various working conditions. The specific operation modes of various working conditions are described below. It should be noted that in the following description, the components through which the refrigerant flows are in the open state, and the other components are in the closed state.

[0229] Referring to Figure 3, Figure 3 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the first working condition. The first working condition is: only the vehicle refrigerator is refrigerated. Under this working condition, the compressor 110 drives the refrigerant to flow to the first heat exchanger 3. The refrigerant after heat exchange with the first heat exchanger 3 is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to realize the refrigeration of the vehicle refrigerator. The refrigerant after heat exchange with the third heat exchanger 5 returns to the compressor 110 to continue compression and continue to circulate.

[0230] Referring to Figure 4, Figure 4 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the second working condition. The second working condition is: the vehicle refrigerator is cooled while the passenger compartment is cooled. Under this working condition, the compressor 110 drives the refrigerant to flow to the first heat exchanger 3, and the refrigerant after heat exchange with the first heat exchanger 3 is diverted. A part of the refrigerant is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to realize the cooling of the vehicle refrigerator. The other part of the refrigerant is throttled by the second throttling element 12 and flows to the second heat exchanger 6 to realize the cooling of the passenger compartment. After the two parts of the refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0231] Referring to Figure 5, Figure 5 is a schematic diagram of the flow of the refrigerant in the thermal management system 100 in Figure 2 under the third working condition. The third working condition is that the battery is cooled while the vehicle refrigerator is cooled. Under this working condition, the compressor 110 drives the refrigerant to flow to the first heat exchanger 3, and the refrigerant after heat exchange with the first heat exchanger 3 is diverted. A part of the refrigerant is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to realize the cooling of the vehicle refrigerator. The other part of the refrigerant is throttled by the third throttling element 151 and flows to the fifth heat exchanger 150 to realize battery cooling. After the two parts of the refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0232] Refer to Figure 6, which is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the fourth working condition. The fourth working condition: passenger cabin cooling, battery cooling and vehicle refrigerator cooling are carried out simultaneously. Under this working condition, the compressor 110 drives the refrigerant to flow to the first heat exchanger 3, and the refrigerant after heat exchange with the first heat exchanger 3 is divided into three parts. The first part of the refrigerant is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to realize the cooling of the vehicle refrigerator. The second part of the refrigerant is throttled by the third throttling element 151 and flows to the fifth heat exchanger 150 to realize battery cooling. The third part of the refrigerant is throttled by the second throttling element 12 and flows to the second heat exchanger 6 to realize passenger cabin cooling. After the three parts of refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0233] Refer to Figure 7, which is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the fifth working condition. The fifth working condition is: the passenger compartment is heated while the vehicle refrigerator is cooled. Under this working condition, the compressor 110 drives the refrigerant to flow to the sixth heat exchanger 4 to achieve heating of the passenger compartment. The refrigerant after heat exchange with the sixth heat exchanger 4 flows to the fourth heat exchanger 7 through the fourth throttling element 10, and then flows to the third heat exchanger 5 after throttling through the first throttling element 11 to achieve cooling of the vehicle refrigerator. The refrigerant after heat exchange with the third heat exchanger 5 returns to the compressor 110 to continue compression and continue to circulate.

[0234] Referring to Figure 8, Figure 8 is a schematic diagram of the flow of the refrigerant in the thermal management system 100 in Figure 2 under the sixth working condition. The sixth working condition is: the battery is heated while the vehicle refrigerator is cooled. Under this working condition, the compressor 110 drives the refrigerant to flow to the fifth heat exchanger 150 to achieve battery heating. The refrigerant after heat exchange with the fifth heat exchanger 150 flows to the fourth heat exchanger 7 through the third throttling element 151, and then flows to the third heat exchanger 5 after throttling through the first throttling element 11 to achieve cooling of the vehicle refrigerator. The refrigerant after heat exchange with the third heat exchanger 5 returns to the compressor 110 to continue compression and continue to circulate.

[0235] Referring to Figure 9, Figure 9 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the seventh working condition. The seventh working condition: passenger cabin heating, battery heating and vehicle refrigerator cooling are carried out simultaneously. Under this working condition, the refrigerant discharged from the compressor 110 is split, one part flows to the sixth heat exchanger 4 to achieve passenger cabin heating, and the other part flows to the fifth heat exchanger 150 to achieve battery heating. The two parts of refrigerant merge at the fourth heat exchanger 7, and then flow to the third heat exchanger 5 after throttling through the first throttling element 11 to achieve vehicle refrigerator cooling. The refrigerant after heat exchange with the third heat exchanger 5 returns to the compressor 110 to continue compression and continue to circulate.

[0236] Under certain operating conditions, thermal management system 100 can simultaneously heat and cool the passenger compartment to achieve heating and dehumidification. Specifically, high-temperature refrigerant passing through sixth heat exchanger 4 heats the interior of the passenger compartment, while low-temperature refrigerant passing through second heat exchanger 6 dehumidifies the interior. For example, under the eighth operating condition, passenger compartment heating, passenger compartment cooling, and vehicle refrigerator cooling can be achieved simultaneously.

[0237] Referring to Figure 10, Figure 10 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the eighth working condition. The eighth working condition: passenger cabin heating, passenger cabin cooling and vehicle refrigerator cooling are carried out simultaneously. Under this working condition, the compressor 110 drives the refrigerant to flow to the sixth heat exchanger 4 to achieve passenger cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 4 flows to the fourth heat exchanger 7 after passing through the fourth throttling element 10. The refrigerant discharged from the fourth heat exchanger 7 is divided into two parts. One part is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to achieve vehicle refrigerator cooling. The other part of the refrigerant is throttled by the second throttling element 12 and flows to the second heat exchanger 6 to achieve passenger cabin cooling. After the two parts of refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0238] Referring to Figure 11, Figure 11 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the ninth working condition. The ninth working condition: passenger cabin cooling, battery heating and vehicle refrigerator cooling are carried out simultaneously. Under this working condition, the compressor 110 drives the refrigerant to flow to the fifth heat exchanger 150 to achieve battery heating. The refrigerant after heat exchange with the fifth heat exchanger 150 passes through the third throttling element 151 and flows to the fourth heat exchanger 7. The refrigerant discharged from the fourth heat exchanger 7 is divided into two parts. One part is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to achieve vehicle refrigerator cooling. The other part of the refrigerant is throttled by the second throttling element 12 and flows to the second heat exchanger 6 to achieve passenger cabin cooling. After the two parts of refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0239] Referring to Figure 12, Figure 12 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the tenth working condition. The tenth working condition: passenger cabin heating, battery heating, passenger cabin cooling and vehicle refrigerator cooling are carried out simultaneously. Under this working condition, the refrigerant discharged from the compressor 110 is split, one part flows to the sixth heat exchanger 4 to achieve passenger cabin heating, and the other part flows to the fifth heat exchanger 150 to achieve battery heating. The two parts of refrigerant merge at the fourth heat exchanger 7. The refrigerant discharged from the fourth heat exchanger 7 is split into two parts, one part flows to the third heat exchanger 5 after throttling by the first throttling element 11 to achieve vehicle refrigerator cooling, and the other part of the refrigerant flows to the second heat exchanger 6 after throttling by the second throttling element 12 to achieve passenger cabin cooling. After the two parts of refrigerant merge at the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0240] Referring to Figure 13, Figure 13 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the eleventh working condition. The eleventh working condition: passenger cabin heating, battery cooling and vehicle refrigerator refrigeration are carried out simultaneously. Under this working condition, the compressor 110 drives the refrigerant to flow to the sixth heat exchanger 4 to achieve passenger cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 4 flows to the fourth heat exchanger 7 after passing through the fourth throttling element 10. The refrigerant discharged from the fourth heat exchanger 7 is divided into two parts. One part is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to achieve vehicle refrigerator refrigeration. The other part of the refrigerant is throttled by the third throttling element 151 and flows to the fifth heat exchanger 150 to achieve battery cooling. After the two parts of refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0241] Referring to Figure 14, Figure 14 is a schematic diagram of the flow of refrigerant in the thermal management system 100 in Figure 2 under the twelfth working condition. The twelfth working condition: passenger cabin heating, passenger cabin cooling, battery cooling and vehicle refrigerator cooling are carried out simultaneously. Under this working condition, the compressor 110 drives the refrigerant to flow to the sixth heat exchanger 4 to achieve passenger cabin heating. The refrigerant after heat exchange with the sixth heat exchanger 4 flows to the fourth heat exchanger 7 after passing through the fourth throttling element 10. The refrigerant discharged from the fourth heat exchanger 7 is divided into three parts. The first part of the refrigerant is throttled by the first throttling element 11 and flows to the third heat exchanger 5 to achieve vehicle refrigerator cooling. The second part of the refrigerant is throttled by the third throttling element 151 and flows to the fifth heat exchanger 150 to achieve battery cooling. The third part of the refrigerant is throttled by the second throttling element 12 and flows to the second heat exchanger 6 to achieve passenger cabin cooling. After the three parts of refrigerant merge in the gas-liquid separation device 9, they return to the compressor 110 to continue compression and continue to circulate.

[0242] The first embodiment described above is an embodiment in which the pressure regulating device includes a pressure reducing device, as shown in Figure 15, which is a second structural diagram of the thermal management system 100 in Figure 1. The following describes the second embodiment in which the pressure regulating device includes a pressure increasing device 2.

[0243] The pressure regulating device may include a boosting device 2. The boosting device 2 is provided between the second end of the third heat exchanger 5 and the air inlet, and the assembly consisting of the boosting device 2 and the third heat exchanger 5 is provided in parallel with the second heat exchanger 6.

[0244] The boosting device 2 is used to increase the pressure of the refrigerant discharged from the second end of the third heat exchanger 5 .

[0245] In some embodiments, the boosting device 2 may include a compressor that compresses the refrigerant at the second end of the third heat exchanger 5. In other embodiments, the boosting device 2 may also include a gas boosting pump.

[0246] Through the above-mentioned setting, the boosting device 2 can increase the pressure of the refrigerant discharged from the second end of the third heat exchanger 5 to the same level as the pressure of the refrigerant discharged from the second end of the second heat exchanger 6. In this way, when the boosted refrigerant merges with the refrigerant discharged from the second end of the second heat exchanger 6, the two have the same pressure and can flow into the air inlet together without affecting each other, thereby adjusting the pressure difference between the refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the third heat exchanger 5, ensuring the heat exchange effect of the refrigerant in the second heat exchanger 6 and the third heat exchanger 5.

[0247] In some embodiments, a second one-way valve 20 is provided, the inlet of the second one-way valve 20 is connected to the exhaust port, the outlet of the second one-way valve 20 is connected to the second end of the third heat exchanger 5 , and is connected in parallel with the boosting device 2 .

[0248] In this way, during the cooling process of the third heat exchanger 5, the refrigerant will be blocked by the second one-way valve 20 after flowing out from the second end of the third heat exchanger 5, and then all flow into the boosting device 2, and then flow back to the air inlet after being pressurized by the boosting device 2, so as to ensure the boosting effect of the boosting device 2 on the refrigerant at the second end of the third heat exchanger 5.

[0249] During the heating process of the third heat exchanger 5, after the refrigerant flows out from the exhaust port, it can flow into the third heat exchanger 5 from the second one-way valve 20, and then release heat in the third heat exchanger 5, realizing the heating function of the third heat exchanger 5, and preventing the refrigerant from being blocked by the boosting device 2 and unable to enter the third heat exchanger 5.

[0250] In some embodiments, the pressure regulating device further includes a fifth throttling element 21 , which is disposed between the outlet of the second one-way valve 20 and the second end of the third heat exchanger 5 and is connected in parallel with the boosting device 2 .

[0251] In this way, during the heating process of the second heat exchanger 6, after the refrigerant flows out from the outlet of the second one-way valve 20, it will be throttled and reduced in pressure by the fifth throttling element 21 before flowing into the third heat exchanger 5. This can prevent the temperature of the refrigerant flowing into the third heat exchanger 5 from being too high, ensure that the third heat exchanger 5 heats the car refrigerator normally, and avoid burns in the car refrigerator.

[0252] In this embodiment, as shown in FIG. 15 , the thermal management system 100 further includes a fourth heat exchanger 7 , a sixth heat exchanger 4 , a fourth throttling element 10 , a third solenoid valve 13 , a fourth solenoid valve 173 , a fifth solenoid valve 14 and a fifth one-way valve 19 .

[0253] The fourth heat exchanger 7, the sixth heat exchanger 4, the fourth throttling element 10, the third solenoid valve 13, the fourth solenoid valve 173, the fifth solenoid valve 14 and the fifth one-way valve 19 in this embodiment have the same connection method and structure as the fourth heat exchanger 7, the sixth heat exchanger 4, the fourth throttling element 10, the third solenoid valve 13, the fourth solenoid valve 173, the fifth solenoid valve 14 and the fifth one-way valve 19 shown in Figure 2, and will not be repeated here.

[0254] In some embodiments, thermal management system 100 further includes a first control valve assembly and a second control valve assembly.

[0255] As shown in FIG15 , the first control valve assembly is connected between the exhaust port, the air inlet, and the pressure regulating device. The first control valve assembly is used to select the pressure regulating device to be connected to the exhaust port, or to select the pressure regulating device to be connected to the air inlet.

[0256] The second control valve assembly is connected between the first end of the second heat exchanger 6, the second end of the fourth heat exchanger 7, and the second end of the first heat exchanger 3. The second control valve assembly is used to select the first end of the third heat exchanger 5 to be connected to the second end of the fourth heat exchanger 7, or to select the first end of the third heat exchanger 5 to be connected to the second end of the first heat exchanger 3.

[0257] Through the above-mentioned setting, when the first control valve assembly selects the pressure regulating device to be connected to the air inlet, and the second control valve assembly selects the first end of the second heat exchanger 6 to be connected to the exhaust port, the refrigerant flows out from the exhaust port and can flow through the first heat exchanger 3, the third heat exchanger 5, and the boosting device 2 in sequence before flowing back to the air inlet. The refrigerant releases heat in the first heat exchanger 3 and absorbs heat in the third heat exchanger 5 to realize the refrigeration function of the third heat exchanger 5.

[0258] When the first control valve assembly selects the pressure regulating device and the exhaust port to be connected, and the second control valve assembly selects the first end of the third heat exchanger 5 and the second end of the fourth heat exchanger 7 to be connected, the refrigerant is discharged from the exhaust port and can flow through the second one-way valve 20, the third heat exchanger 5, and the fourth heat exchanger 7 in sequence before flowing back to the air inlet, thereby realizing the heating cycle of the third heat exchanger 5.

[0259] For example, as shown in FIG15 , the first control valve assembly may include a three-way valve, wherein three connection ports of the three-way valve are respectively connected to the exhaust port, the air inlet, and the pressure regulating device.

[0260] For example, the first control valve assembly includes a ninth solenoid valve 105 and a tenth solenoid valve 106. The inlet of the ninth solenoid valve 105 is connected to the exhaust port. The inlet of the tenth solenoid valve 106 is connected to the outlet of the ninth solenoid valve 105 and to the pressure regulating device. The outlet of the tenth solenoid valve 106 is connected to the air inlet.

[0261] Through the above-mentioned setting, when the third heat exchanger 5 is cooling, the ninth solenoid valve 105 can be closed and the tenth solenoid valve 106 can be opened to connect the pressure regulating device with the air inlet. When the third heat exchanger 5 is heating, the tenth solenoid valve 106 can be closed and the ninth solenoid valve 105 can be opened to connect the second end of the ninth solenoid valve 105 with the exhaust port, thereby realizing the control function of the third control valve assembly in turn.

[0262] For example, the second control valve assembly may include a three-way valve, the three connection ports of which are respectively connected to the first end of the fifth heat exchanger 150 , the second end of the fourth heat exchanger 7 , and the second end of the first heat exchanger 3 .

[0263] For example, the fourth control valve assembly includes a sixth check valve 107 and a seventh check valve 108. The inlet of the sixth check valve 107 is connected to the first end of the third heat exchanger 5, and the outlet of the sixth check valve 107 is connected to the second end of the fourth heat exchanger 7.

[0264] An inlet of the seventh one-way valve 108 is communicated with the second end of the first heat exchanger 3 , and an outlet of the seventh one-way valve 108 is communicated with the first end of the third heat exchanger 5 .

[0265] With the above arrangement, when the third heat exchanger 5 is cooling, the refrigerant, after flowing out of the second end of the first heat exchanger 3, can flow into the third heat exchanger 5 through the seventh one-way valve 108, thereby absorbing heat within the third heat exchanger 5, thereby achieving cooling of the third heat exchanger 150. When the third heat exchanger 5 is heating, the refrigerant, after flowing out of the third heat exchanger 5, will be blocked by the sixth one-way valve 107 and flow into the seventh one-way valve 108, and then into the fourth heat exchanger 7, thereby achieving the control function of the fourth control valve assembly.

[0266] In some embodiments, as shown in Figure 15, the thermal management system 100 may further include a liquid storage device 8, which is located between the second end of the first heat exchanger 3 and the inlet of the fifth one-way valve 19. After the refrigerant comes out of the compressor 110, it passes through the first heat exchanger 3 and then flows to the liquid storage device 8. The liquid storage device 8 can store the liquid refrigerant flowing out of the first heat exchanger 3, which plays a role in buffering and regulating the refrigerant circulation volume. This helps the system to maintain efficient operation of the first heat exchanger 3 under different load conditions, and avoids the accumulation of liquid refrigerant affecting the condensation efficiency. The liquid storage device 8 can also further separate the gaseous components in the refrigerant to ensure that only liquid refrigerant enters the subsequent throttling device, avoid the "liquid hammer" phenomenon, and protect other components in the system.

[0267] For example, the liquid storage device 8 can be a liquid storage tank, or a gas-liquid separation device, etc.

[0268] In some embodiments, temperature and pressure sensors may also be provided between the first end of the second heat exchanger and the second end of the first heat exchanger, and between the second end of the second heat exchanger and the exhaust port, so as to detect the temperature and pressure of the refrigerant flowing through both ends of the second heat exchanger, thereby improving the reliability of the use of the thermal management system 100.

[0269] The temperature and pressure of the refrigerant flowing through the two ends of the third heat exchanger 5, the two ends of the fourth heat exchanger 7, the two ends of the sixth heat exchanger 4, etc. can also be detected by temperature and pressure sensors to further improve the reliability of the use of the thermal management system 100.

[0270] The following describes the specific operation modes of the thermal management system 100 in various working conditions in the above embodiment. It should be noted that in the following description, the components through which the refrigerant flows are in the open state, and the other components are in the closed state.

[0271] Please refer to FIG16, which is a working principle diagram of the second heat exchanger and the third heat exchanger in the thermal management system of FIG15 when cooling simultaneously. In the cooling mode of the thermal management system 100, the third heat exchanger 5 and the second heat exchanger 6 cool simultaneously (the refrigerator and the air conditioner cool simultaneously):

[0272] The compressor 110 discharges the compressed high-temperature and high-pressure refrigerant, which flows into the first heat exchanger 3 through the third solenoid valve 13 for heat exchange, and then passes through the liquid storage device 8 and the fifth one-way valve 19 in sequence and is divided into two paths. One path passes through the first throttling element 11 and the third heat exchanger 5, and the other path passes through the seventh one-way valve 108, the second throttling element 12, the second heat exchanger 6, and is pressurized by the boosting device 2. Then they merge, pass through the gas-liquid separation device 9, and finally return to the compressor 110.

[0273] Please refer to FIG17 , which is a working principle diagram of the third heat exchanger in the thermal management system in FIG15 when cooling alone. In the cooling mode of the thermal management system 100 , the third heat exchanger 5 cools alone (the refrigerator cools alone):

[0274] The compressor 110 discharges the compressed high-temperature and high-pressure refrigerant, which flows into the first heat exchanger 12 through the third solenoid valve 13 for heat exchange, and then passes through the liquid storage device 8 and the fifth one-way valve 19 in sequence, and then passes through the seventh one-way valve 108, the first throttling element 11, the third heat exchanger 5, and then is pressurized by the boosting device 2, passes through the gas-liquid separation device 9, and finally returns to the compressor 110.

[0275] Please refer to FIG18 , which is a working principle diagram of the second heat exchanger in the thermal management system of FIG15 when cooling alone. In the cooling mode of the thermal management system 100 , the second heat exchanger 6 cools alone (air conditioning cools alone):

[0276] The compressor 110 discharges the compressed high-temperature and high-pressure refrigerant, which flows into the first heat exchanger 12 through the third solenoid valve 13 for heat exchange, passes through the liquid storage device 8 and the fifth one-way valve 19 in sequence, passes through the second throttling element 12, the second heat exchanger 6, the gas-liquid separation device 9, and finally returns to the compressor 110.

[0277] Please refer to FIG. 19 , which is a diagram illustrating the working principle of the third heat exchanger and the sixth heat exchanger in the thermal management system of FIG. 15 when heating simultaneously. In the heating mode of the thermal management system 100 , the third heat exchanger 5 and the second heat exchanger 6 are heating simultaneously (the refrigerator and the air conditioner are heating simultaneously):

[0278] The compressor 110 discharges the compressed high-temperature and high-pressure refrigerant and divides it into two paths. One path passes through the sixth heat exchanger 4 for heat exchange, and then passes through the fourth throttling element 10. The other path passes through the second one-way valve 20, and after throttling by the fifth throttling element 21, enters the third heat exchanger 5, passes through the first throttling element 11 and the sixth one-way valve 107, and then merges into the fourth heat exchanger 7 for heat exchange, passes through the fifth solenoid valve 14 and the gas-liquid separation device 9, and finally returns to the compressor 110.

[0279] Please refer to FIG. 20 , which is a working principle diagram of the third heat exchanger in the thermal management system of FIG. 15 when heating alone. In the heating mode of the thermal management system 100 , the third heat exchanger 5 heats alone (the refrigerator heats alone):

[0280] The compressor 110 discharges the compressed high-temperature and high-pressure refrigerant, which passes through the second one-way valve 20 and is throttled by the fifth throttling element 21 to enter the third heat exchanger 5 to release heat, passes through the first throttling element 11 and the sixth one-way valve 107, and then merges into the fourth heat exchanger 7 for heat exchange, passes through the fifth solenoid valve 14 and the gas-liquid separation device 9, and finally returns to the compressor 110.

[0281] Please refer to FIG. 21 , which is a working principle diagram of the sixth heat exchanger in the thermal management system of FIG. 15 when heating alone. In the heating mode of the thermal management system 100 , the second heat exchanger 6 heats alone (air conditioning heats alone):

[0282] The compressor 110 discharges the compressed high-temperature and high-pressure refrigerant, which passes through the sixth heat exchanger 4 for heat exchange, passes through the fourth throttling element 10, and then enters the fourth heat exchanger 7 for heat exchange, passes through the fifth solenoid valve 14 and the gas-liquid separation device 9, and finally returns to the compressor 110.

[0283] The first embodiment described above illustrates some embodiments in which the pressure regulating device includes a pressure reducing device, and the second embodiment described above illustrates some embodiments in which the pressure regulating device includes a pressure increasing device 2. This application also provides a third embodiment, which is described using the example of a pressure regulating device including an ejector. As shown in Figures 22 to 34, the ejector includes a first ejector 200. The first ejector 200 is connected between the second end of the third heat exchanger 5, the second end of the second heat exchanger 6, and the air inlet.

[0284] The first ejector 200 includes a first ejection inlet 210, a second ejection inlet 220 and a first ejection outlet 230. The first ejection inlet 210 is connected to the second end of the second heat exchanger 6, the second ejection inlet 220 is connected to the second end of the third heat exchanger 5, and the first ejection outlet 230 is connected to the air inlet.

[0285] Through the above-mentioned arrangement, after the refrigerant discharged from the second end of the third heat exchanger 5 flows into the second introduction inlet 220, it can undergo isentropic expansion in the second introduction inlet 220, and the flow velocity of the refrigerant increases (the refrigerant in the second introduction outlet 530 can generally reach supersonic speed, and will be accompanied by a series of shock waves and pressure reduction), thereby realizing the conversion of pressure energy into kinetic energy. Moreover, since there is a large speed difference and pressure difference between the refrigerant entering the second introduction inlet 220 from the third heat exchanger 5 and the refrigerant flowing into the first introduction inlet 210 from the second heat exchanger 6, the refrigerant discharged from the second end of the third heat exchanger 5 is continuously drawn into the refrigerant discharged from the second end of the second heat exchanger 6 and gradually opens with this part of the refrigerant. The two refrigerant fluids begin to mix, realizing the transfer of momentum and energy, and as the two refrigerant fluids are evenly mixed, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed refrigerant reaches the first injection outlet 230, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. The pressure of the mixed refrigerant at the first injection outlet 230 is between the pressures of the working fluid and the injection fluid, that is, the first ejector 200 can increase the pressure of the refrigerant discharged from the second end of the third heat exchanger 5, reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger 6, and make the pressures of the two tend to be consistent, thereby adjusting the pressure difference between the refrigerant flowing through the second heat exchanger 6 and the refrigerant flowing through the third heat exchanger 5.

[0286] In the first embodiment mentioned above, as shown in Figure 15, the thermal management system 100 also includes a fourth heat exchanger 7, a fifth heat exchanger 150, a sixth heat exchanger 4, a fourth throttling element 10, a fourth solenoid valve 173, a fifth solenoid valve 14, a third control valve assembly, a fourth control valve assembly and a fifth one-way valve 19.

[0287] The fourth heat exchanger 7, fourth throttling element 10, fourth solenoid valve 173, fifth solenoid valve 14, third control valve assembly, fourth control valve assembly and fifth one-way valve 19 in this embodiment have the same connection method and structure as the fourth heat exchanger 7, fourth throttling element 10, third solenoid valve 13, fourth solenoid valve 173, fifth solenoid valve 14, third control valve assembly, fourth control valve assembly and fifth one-way valve 19 shown in Figure 2, and will not be repeated here.

[0288] In some embodiments, the thermal management system 100 further includes a sixth heat exchanger 4 and a third solenoid valve 13. The first end of the sixth heat exchanger 4 is connected to the connecting pipe section between the exhaust port and the first control valve assembly, and the second end of the sixth heat exchanger 4 is connected to the connecting pipe section between the second control valve assembly and the fourth heat exchanger 7. The inlet of the third solenoid valve 13 is in communication with the second end of the sixth heat exchanger 4. The outlet of the third solenoid valve 13 is in communication with the first end of the first heat exchanger 3.

[0289] In some embodiments, as shown in FIG30 , FIG30 is a schematic structural diagram of the thermal management system 100 including a second ejector 500 , and the thermal management system further includes a second ejector 500 .

[0290] The second ejector 500 includes a third ejection inlet 510 , a fourth ejection inlet 520 and a second ejection outlet 530 . The third ejection inlet 510 is connected to the first ejection outlet 230 , and the fourth ejection inlet 520 is connected to the second end of the fifth heat exchanger 150 .

[0291] Through the above-mentioned setting, an efficient mode can be achieved when the second heat exchanger 6, the third heat exchanger 5 and the fifth heat exchanger 150 are working simultaneously. The following takes the efficient dual-open mode of the second heat exchanger 6 and the fifth heat exchanger 150 as an example. Under the working condition that the second heat exchanger 6 and the fifth heat exchanger 150 are running simultaneously, after the refrigerant cools the passenger compartment through the second heat exchanger 6, the refrigerant flowing out from the second end of the second heat exchanger 6 flows to the first ejector 200. After flowing out of the first ejector 200 from the first ejection outlet 230, it can flow into the second ejector 500 through the third ejection inlet 510, and mix with the refrigerant entering the second ejector 500 from the fifth heat exchanger 150 and the fourth ejection inlet 520, so that the refrigerant can reach a higher evaporation pressure, and then flow back to the compressor 110 from the air inlet, thereby completing the entire refrigeration cycle. In this way, the pressure loss of the refrigerant flowing out of the fifth heat exchanger 150 can be reduced, which is beneficial to improving the cooling capacity and cooling efficiency of the thermal management system 100, and further improving the system energy efficiency.

[0292] In some embodiments, as shown in FIG. 30 , the thermal management system 100 may further include a sixth solenoid valve 176 .

[0293] The first end of the sixth solenoid valve 176 is respectively connected to the connecting pipe section between the second end of the fifth heat exchanger 150 and the first solenoid valve 15, and the second end of the sixth solenoid valve 176 is connected to the fourth injection inlet 520 to control the on-off between the fifth heat exchanger 150 and the fourth injection inlet 520.

[0294] In this way, when the thermal management system 100 only cools the battery and does not need to cool the passenger compartment or the vehicle refrigerator, the sixth solenoid valve 176 can be disconnected. At this time, the low-temperature medium-pressure refrigerant flowing out of the fifth heat exchanger 150 directly flows back to the compressor 110 through the gas-liquid separation device 9 and the air inlet.

[0295] When the thermal management system 100 needs to cool the battery and the passenger compartment at the same time, the sixth solenoid valve 176 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the fifth heat exchanger 150 can flow to the fourth injection inlet 520 through the sixth solenoid valve 176. At the same time, the low-temperature low-pressure refrigerant flowing out of the third heat exchanger 5 can enter the second injector 500 through the third injection inlet 510 after flowing through the first injector 200. The two parts of refrigerant are mixed in the second injector 500 to form wet steam or supercooled liquid with a higher evaporation pressure. Then the refrigerant flows back to the compressor 110 through the gas-liquid separation device 9.

[0296] In some specific embodiments of the present invention, as shown in FIG. 30 , the thermal management system 100 may further include a seventh solenoid valve 177 .

[0297] The first end of the seventh solenoid valve 177 is connected to the connecting pipe section between the first injection outlet 230 and the third injection inlet 510, and the second end of the seventh solenoid valve 177 is connected to the air inlet to control the connection between the third heat exchanger 5 and the air inlet.

[0298] Therefore, the flow direction of the refrigerant flowing through the third heat exchanger 5 can be controlled by controlling the on and off of the seventh solenoid valve 177. Specifically, when the refrigerant flowing out of the third heat exchanger 5 after cooling does not need to be mixed with the refrigerant flowing out of the fifth heat exchanger 150 after cooling, the seventh solenoid valve 177 can be turned on so that the refrigerant flowing through the third heat exchanger 5 can flow directly back to the compressor 110 through the first ejector 200 and the seventh solenoid valve 177 in sequence.

[0299] When the refrigerant flowing out of the third heat exchanger 5 after cooling needs to be mixed with the refrigerant flowing out of the fifth heat exchanger 150 after cooling, the seventh solenoid valve 177 can be disconnected so that the refrigerant flowing through the third heat exchanger 5 can flow to the second ejector 500 through the third ejection inlet 510 after flowing through the first ejector 200. This part of the refrigerant is combined with the refrigerant flowing into the second ejector 500 from the fifth heat exchanger 150 in the second ejector 500, and then flows to the gas-liquid separation device 9 and flows back to the compressor 110.

[0300] In other embodiments, the first ejector 200 may be replaced by other pressure regulating devices.

[0301] Specifically, the thermal management system 100 may include a merging pipe section, the inlet of which is connected to the second end of the second heat exchanger 6 and the second end of the third heat exchanger 5 , and the outlet of which is connected to the third injection inlet 510 .

[0302] The pressure regulating device is provided between the second section of the second heat exchanger 6 and the inlet of the merging pipe section, and / or the pressure regulating device is provided between the second end of the third heat exchanger 5 and the inlet of the merging pipe section.

[0303] Among them, the pressure regulating device can be a boosting device 2, which is arranged between the second end of the third heat exchanger 5 and the inlet of the converging pipe section, and the pressure regulating device can be a pressure reducing device, which is arranged between the second section of the second heat exchanger 6 and the inlet of the converging pipe section.

[0304] It can be understood that the pressures of the two refrigerants flowing into the merging pipe section are the same.

[0305] In some specific embodiments of the present invention, as shown in Figure 27, Figure 27 is a structural diagram of the thermal management system 100 with the fifth heat exchanger 150 added. The thermal management system 100 may also include a heat exchange module 700. The heat exchange module 700 in this embodiment has the same function as the heat exchange module 700 shown in Figure 2, and another setting method of the heat exchange module 700 is provided in this embodiment.

[0306] Specifically, the heat exchange module 700 in this embodiment includes a three-way valve 710 , a heat source channel 123 and a radiator 730 .

[0307] The three-way valve 710 includes a first connection port 711 , a second connection port 712 and a third connection port 713 . The first end of the heat source channel 123 is connected to the first connection port 711 , and the first end of the radiator 730 is connected to the second connection port 712 .

[0308] The third end of the fourth heat exchanger 7 is connected to the third connection port 713 and the second end of the radiator 730 respectively, and the fourth end of the fourth heat exchanger 7 is connected to the second end of the heat source channel 123 .

[0309] The heat exchange module 700 can release the heat of the heat-generating component 40 to the outside air through the radiator 730 to dissipate heat and cool the heat-generating component 40 .

[0310] Among them, the fourth heat exchanger 7 can be a plate heat exchanger, thereby realizing heat exchange between the refrigerant in the refrigerant circuit and the coolant in the heat exchange module 700, so that the heat in the heat exchange module 700 can be exchanged to the refrigerant circuit through the fourth heat exchanger 7, that is, the thermal management system 100 can utilize the waste heat of the heat exchange module 700, which is beneficial to improving the energy utilization rate of the thermal management system 100, and when the outside temperature is low, the waste heat of the heat exchange module 700 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 100.

[0311] In addition, the arrangement of the first heat exchanger 3 in this embodiment is also different from the arrangement of the first heat exchanger 3 in the first embodiment.

[0312] In some embodiments, the first end of the first heat exchanger 3 is connected to the connecting pipe section between the fourth throttling element 10 and the outlet of the third one-way valve 17. The fourth solenoid valve 173 is connected in series with the first heat exchanger 3. This also enables the cooling function of the second heat exchanger 6 and the third heat exchanger 5 to be achieved.

[0313] For example, when the third heat exchanger 5 is cooling alone, the fourth solenoid valve 173 is opened, and after the refrigerant is discharged from the exhaust port, the sixth heat exchanger 4 and the fourth solenoid valve 173 can serve as a flow channel for the refrigerant to flow, and then flow into the first heat exchanger 3 to release heat, and then flow into the third heat exchanger 5 to absorb heat and then flow back to the compressor 110, thereby realizing independent cooling of the third heat exchanger 5.

[0314] On this basis, as shown in FIG. 27 , the thermal management system 100 may further include an eighth solenoid valve 178 , which is connected between the outlet of the third one-way valve 17 and the second end of the fourth heat exchanger 7 .

[0315] Thus, the third solenoid valve 13 and the eighth solenoid valve 178 cooperate to allow the refrigerant to flow through the first heat exchanger 3 and / or the fourth heat exchanger 7. Specifically, when the refrigerant needs to flow through both the first heat exchanger 3 and the fourth heat exchanger 7, the third solenoid valve 13 and the eighth solenoid valve 178 can be opened simultaneously. When the refrigerant needs to flow through the first heat exchanger 3 and not through the fourth heat exchanger 7, the third solenoid valve 13 can be opened and the eighth solenoid valve 178 can be opened. When the refrigerant needs to flow through the fourth heat exchanger 7 and not through the first heat exchanger 3, the eighth solenoid valve 178 can be opened and the third solenoid valve 13 can be opened.

[0316] In addition, it should be noted that the refrigerant flowing out of the sixth heat exchanger 4 can be controlled to flow to the first heat exchanger 3 and / or the fourth heat exchanger 7 by controlling the on and off of the third solenoid valve 13 and the eighth solenoid valve 178, or the refrigerant flowing out of the fifth heat exchanger 150 can be controlled to flow to the first heat exchanger 3 and / or the fourth heat exchanger 7.

[0317] In some embodiments, as shown in Figure 28, Figure 28 is a structural schematic diagram of the thermal management system 100 provided with multiple fifth heat exchangers 150, and there are multiple fifth heat exchangers 150, third throttling elements 151 and second flow regulating elements 152. Multiple fifth heat exchangers 150 are connected in parallel, and the two ends of each fifth heat exchanger 150 are respectively connected in series with the corresponding third throttling elements 151 and second flow regulating elements 152.

[0318] In this way, multiple fifth heat exchangers 150 can simultaneously exchange heat with the battery, which is beneficial for improving the heating and cooling efficiency of the battery. For example, multiple fifth heat exchangers 150 can be arranged on opposite sides of the battery to simultaneously exchange heat with the battery, thereby improving the heat exchange efficiency with the battery.

[0319] In some embodiments, as shown in Figure 29, Figure 29 is a structural schematic diagram of the compressor 110 of the thermal management system 100 with multiple air inlets. The compressor 110 may include multiple air inlets, and the refrigerant flowing out of the first injection outlet 230 and the refrigerant flowing out of the second end of the fifth heat exchanger 150 can flow into the compressor 110 from different air inlets.

[0320] In some embodiments, as shown in Figure 31, Figure 31 is a structural schematic diagram of the thermal management system 100 provided with multiple third heat exchangers 5, and there are multiple third heat exchangers 5 and first throttling elements 11. The multiple third heat exchangers 5 are respectively connected in series with the corresponding first throttling elements 11 and then in parallel. The first end of each third heat exchanger 5 is connected in series with the corresponding first throttling element 11, and the second ends of the multiple third heat exchangers 5 are all connected to the second injection inlet 220.

[0321] In this way, the refrigerant flowing into the third heat exchanger 5 must be throttled and cooled by the first throttling element 11, so that the refrigerant becomes low-temperature, low-pressure wet steam or supercooled liquid after throttling and cooling. In this way, the refrigerant can fully absorb the refrigerator heat when flowing into the third heat exchanger 5, allowing multiple vehicle refrigerators to refrigerate food or items. In addition, by providing multiple third heat exchangers 5, multiple vehicle refrigerators can be installed in the vehicle, and further, multiple vehicle refrigerators can be installed in the front and rear rows of vehicle 1000, thereby improving the user experience.

[0322] In some embodiments, as shown in Figure 32, Figure 11 is a structural diagram of the thermal management system 100 with an additional refrigerator heating module 600. The thermal management system 100 also includes a refrigerator heating module 600, and the sixth heat exchanger 4 is connected in series with the fourth throttling element 10 and is connected in parallel with the refrigerator heating module 600.

[0323] In this way, the sixth heat exchanger 4 and the refrigerator heating module 600 can not interfere with each other, and the thermal management system 100 can heat the passenger compartment without heating the vehicle refrigerator, or can heat only the vehicle refrigerator without heating the passenger compartment, or can heat both the passenger compartment and the vehicle refrigerator at the same time.

[0324] Furthermore, as shown in FIG. 11 , the refrigerator heating module 600 includes a seventh heat exchanger 610 , a sixth throttling element 620 and a seventh throttling element 630 .

[0325] The first end of the sixth throttling element 620 is connected to the exhaust port, and the second end of the sixth throttling element 620 is connected to the first end of the seventh heat exchanger 610, the first end of the seventh throttling element 630 is connected to the second end of the seventh heat exchanger 610, and the second end of the seventh throttling element 630 is connected to the first end of the first heat exchanger 3.

[0326] The sixth throttling element 620 and the seventh throttling element 630 may be electronic expansion valves, and the sixth throttling element 620 may be a large-diameter electronic expansion valve.

[0327] In this way, the seventh throttling element 630 can throttle and cool the refrigerant flowing out of the seventh heat exchanger 610, so that the refrigerant can be converted into low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat from the outside environment through the first heat exchanger 3, and the heat absorption is more sufficient.

[0328] In addition, by setting the sixth throttling element 620, when the inlet temperature of the seventh heat exchanger 610 exceeds a certain range, the local temperature in the refrigerator is likely to exceed its operating temperature range. Therefore, when the required temperature of the sixth heat exchanger 4 needs to continue to increase (for example, the target temperature is 95°C), and the inlet temperature of the seventh heat exchanger 610 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the sixth throttling element 620 can be reduced to lower the inlet temperature of the seventh heat exchanger 610, thereby realizing the control of different heating temperatures of the seventh heat exchanger 610 and the sixth heat exchanger 4.

[0329] In other embodiments, as shown in Figure 33, which is a schematic diagram of a thermal management system 100 equipped with a refrigerator heating film 800, the thermal management system 100 also includes the refrigerator heating film 800, which is used to heat the interior of the vehicle refrigerator. Specifically, a heat exchanger flat tube can be wrapped around the refrigerator liner, and the refrigerator heating film 800 can be attached to the outside of the heat exchanger flat tube. The refrigerator heating film 800 can heat the vehicle refrigerator to heat or keep food or other items warm.

[0330] In some specific embodiments of the present invention, as shown in Figures 22 and 34, the first injection inlet 210 and the first injection outlet 230 are respectively arranged at opposite ends of the first ejector 200, and the second injection inlet 220 is arranged on the periphery of the first ejector 200.

[0331] Among them, the high-pressure refrigerant flowing from the second heat exchanger 6 to the first ejector 200 can be the mainstream, that is, the refrigerant entering the ejector from the first ejector inlet 210 is the mainstream, and the low-pressure refrigerant flowing from the third heat exchanger 5 to the first ejector 200 can be the secondary flow, that is, the refrigerant entering the first ejector 200 from the second ejection inlet 220 is the secondary flow. In this way, the first ejection inlet 210 and the first ejection outlet 230 can be coaxially arranged, so that the refrigerant entering the first ejector 200 from the first ejection inlet 210 can be discharged more smoothly through the first ejection outlet 230, which is conducive to improving the circulation of the refrigerant.

[0332] In some specific embodiments of the present invention, as shown in FIG. 22 and FIG. 34 , the first ejector 200 includes a suction section 240 , a mixing section 250 , and a diffuser section 260 .

[0333] The suction section 240 is provided with a first ejection inlet 210 and a second ejection inlet 220 . The mixing section 250 is connected to the suction section 240 . The diffuser section 260 is connected to the mixing section 250 and is provided with a first ejection outlet 230 .

[0334] In this way, the high-pressure refrigerant flowing out of the second heat exchanger 6 can enter the suction section 240 from the first injection inlet 210, and the refrigerant flowing out of the third heat exchanger 5 can be continuously sucked in and enter the suction section 240 from the second injection inlet 220. Then the two parts of refrigerant can be fully mixed in the mixing section 250 to realize the transfer of momentum and energy. After reaching the diffusion section 260, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can flow from the first injection outlet 230 to the gas-liquid separation device 9, and flow back to the compressor 110 through the gas-liquid separation device 9.

[0335] Furthermore, as shown in FIG34 , the cross-sectional area of ​​the diffuser section 260 gradually increases in a direction away from the mixing section 250 .

[0336] That is to say, when the fluid passes through the diffuser section 260, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 260. According to the Bernoulli equation and the continuity equation, when the fluid passes through the expanded diameter pipe section, the cross-sectional area increases, the flow rate of the fluid will decrease and the pressure will increase, thereby increasing the pressure of the refrigerant flowing back to the compressor 110.

[0337] In some specific embodiments of the present invention, as shown in Figures 22 and 34, the first ejector 200 further includes an adjusting member 270. The adjusting member 270 may be an adjusting needle.

[0338] The adjusting member 270 is movably disposed on the suction section 240 along the axial direction of the suction section 240 . The adjusting member 270 adjusts the fluid flow area of ​​the suction section 240 by adjusting the gap between the adjusting member 270 and the side wall of the suction section 240 .

[0339] For example, when the adjusting member 270 moves away from the suction section 240, the gap between the adjusting member 270 and the side wall of the suction section 240 can gradually increase, thereby increasing the fluid flow area of ​​the suction section 240, so that the refrigerant can flow more smoothly through the first injection inlet 210 into the first ejector 200.

[0340] When the adjusting member 270 moves toward the suction section 240, the gap between the adjusting member 270 and the side wall of the suction section 240 can gradually decrease, thereby reducing the fluid flow area of ​​the suction section 240, so that the pressure of the refrigerant flowing into the first ejector 200 through the first ejection inlet 210 can be higher.

[0341] Therefore, when the second heat exchanger 6 and the third heat exchanger 5 are operating simultaneously, the adjusting member 270 can be moved along the axial direction of the suction section 240 toward the suction section 240, so that the gap between the adjusting member 270 and the side wall of the suction section 240 is reduced, so as to reduce the flow area of ​​the working fluid flowing through the suction section 240. In this way, the flow rate and pressure of the working fluid can be increased, and the speed difference and pressure difference between the working fluid and the ejected fluid can be further increased, which is conducive to the ejected fluid being continuously sucked into the suction section 240, and then the working fluid and the ejected fluid can be mixed to realize the transfer of momentum and energy. As the two fluids are mixed evenly, the speed and pressure of the fluid gradually tend to be consistent. After reaching the diffuser section 260, the fluid speed decreases and the pressure increases, realizing the conversion of kinetic energy into pressure energy.

[0342] In addition, when the second heat exchanger 6 is operating alone, the adjusting member 270 can be moved along the axial direction of the suction section 240 in a direction away from the suction section 240, so that the gap between the adjusting member 270 and the side wall of the suction section 240 is increased to increase the flow area of ​​the working fluid flowing through the suction section 240. In this way, the first ejector 200 can serve as a flow channel so that the working fluid can smoothly pass through the first ejector 200 and flow back to the first compressor 110, and the refrigerant flow is smoother.

[0343] It's important to note that the coupled 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, turning into vapor and absorbing heat from the substance being cooled. This process occurs under a relatively constant pressure. The saturated evaporation temperature refers to the temperature at which the refrigerant transitions from liquid to gas under this constant pressure—the refrigerant's saturation temperature. For the same substance, the saturation temperature is related to pressure. The higher the temperature, the greater the energy possessed by the molecules, the easier it is to escape from the liquid and vaporize, and the corresponding saturation pressure is also higher. The saturated vapor pressure of the refrigerant is a single-valued function of temperature, and this relationship can be described using a saturated vapor pressure curve. Based on this characteristic, the refrigerant's temperature can be lowered by reducing its pressure.

[0344] For example, taking the R134a refrigerant, which is currently more popular in the market, as an example, in the cooling mode, the target evaporation temperature of the R134a refrigerant in the second heat exchanger 6 and the third heat exchanger 5 are not the same. The target evaporation temperature of the R134a refrigerant in the second heat exchanger 6 is about 0~10℃ (corresponding to an evaporation pressure of 293~415kPa), and the target evaporation temperature of the R134a refrigerant in the third heat exchanger 5 is generally about -15~-5℃ (corresponding to an evaporation pressure of 164~243kPa). The evaporation temperature and evaporation pressure are coupled. The lower the evaporation temperature, the lower the evaporation pressure. When both the second heat exchanger 6 and the refrigerator heat exchange module 700 are operating, the working evaporation pressure of the R134a refrigerant of the refrigerator heat exchange module 700 is about 160 kPa (corresponding to an evaporation temperature of about -15°C), and the working evaporation pressure of the R134a refrigerant of the second heat exchanger 6 is about 300 kPa (corresponding to an evaporation temperature of about 0°C). At this time, if there is no pressure regulating device to regulate the pressure of the refrigerant flowing out of the second heat exchanger 6 or the pressure of the refrigerant flowing out of the third heat exchanger 5, it will be impossible to merge the refrigerant flowing out of the second heat exchanger 6 and the refrigerant flowing out of the third heat exchanger 5 into the compressor 110.

[0345] In addition, the evaporation temperatures and corresponding saturation pressures (in kPa) of the vehicle refrigerator, air conditioner, and battery, which are commonly used refrigerants in the thermal management system 100 of the vehicle 1000, are shown in the following table:

[0346] It's worth noting that R134a is the mainstream automotive refrigerant in China. While it has a lower ozone depletion potential (ODP), its global warming potential (GWP) remains relatively high. R134a offers stable performance and good energy efficiency in automotive air conditioning systems. R1234yf, a mixed refrigerant, has been extensively researched in recent years. As a more environmentally friendly option, while more expensive than R134a, R1234yf offers superior safety and environmental friendliness. Currently, many European countries have adopted R1234yf as a automotive refrigerant. R290, a natural refrigerant chemically known as propane, has an ODP of 0 and a very low GWP of 3, meaning it has little direct impact on the greenhouse effect. Furthermore, R290 offers excellent thermal performance, a low price, and a high cooling capacity per unit volume. However, R290 is classified as A3, meaning it is highly flammable. Therefore, safety measures need to be increased during use to ensure that the filling volume is controlled within the prescribed values ​​of relevant regulations.

[0347] In addition, as shown in FIG34, a nozzle is provided at the first injection inlet 210, A1 is the cross-sectional area of ​​the nozzle outlet, A0 is the cross-sectional area of ​​the throat 280, and A p A is the cross-sectional area of ​​the first injection inlet 210 , and A3 is the cross-sectional area of ​​the mixing section 250 .

[0348] G p is the cross-sectional mass flow rate of the first injection inlet 210, ρ p is the fluid density, W p The fluid flow rate at the first injection inlet 210, P P is the fluid pressure at the first injection inlet 210, T p is the fluid temperature at the first injection inlet 210 .

[0349] P H is the fluid pressure at the second injection inlet 220, T H is the fluid temperature at the second injection inlet 220, G H is the fluid mass flow rate of the second injection inlet 220.

[0350] P C is the outlet pressure of the first ejection outlet 230, T C is the fluid temperature at the first injection outlet 230 .

[0351] l1 is the length of the nozzle's convergent section, l2 is the length of the nozzle's outlet section, l3 is the distance between the nozzle and the mixing section 250 , l4 is the length of the mixing section 250 , and l5 is the length of the diffuser section 260 .

[0352] The pressure P of the first ejection outlet 230 is c , the pressure P of the first injection inlet 210 P and the pressure P of the second injection inlet 220 H The relationship between the three is as follows:

[0353] In the formula

[0354] In the formula

[0355] a H* ——Critical velocity of low-pressure steam inhalation

[0356] a p* ——Critical velocity of high-pressure inlet steam

[0357] K1——Speed ​​coefficient of power steam

[0358] K2——Velocity coefficient of steam suction

[0359] k——insulation coefficient

[0360] ——Velocity coefficient of the diffuser

[0361] λ pH ——The reduced isentropic velocity of the first injection inlet 210

[0362] λ H2 ——The reduced isentropic velocity of the second injection inlet 220

[0363] λ c3 ——The converted isentropic velocity of the first ejection outlet 230

[0364] q pH ——The reduced mass velocity of the first injection inlet 210

[0365] q H2 ——The reduced mass velocity of the second injection inlet 220

[0366] q c3 ——Converted mass velocity of the first ejection outlet 230

[0367] In addition, there is the following relationship:

[0368] By solving the above equations, the pressure P at the first ejection outlet 230 can be obtained: c .

[0369] In some specific embodiments of the present invention, when the refrigerant is R134a and both the second heat exchanger 6 and the third heat exchanger 5 function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger 6 and the refrigerant flowing out of the third heat exchanger 5 is 50 kPa to 251 kPa. Specifically, when the refrigerant is R134a, the pressure range of the third heat exchanger 5 during cooling operation is typically 164 kPa to 243 kPa, and the pressure range of the second heat exchanger 6 during cooling operation is typically 293 kPa to 415 kPa.

[0370] The third heat exchanger 5 acts as an evaporator, which means that the third heat exchanger 5 performs cooling work for the interior of the vehicle refrigerator, that is, the third heat exchanger 5 acts as an evaporator.

[0371] In addition, when the refrigerant is R1234yf and both the second heat exchanger 6 and the third heat exchanger 5 function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger 6 and the refrigerant flowing out of the third heat exchanger 5 is 50 kPa to 254 kPa. Specifically, when the refrigerant is R1234yf, the pressure range of the third heat exchanger 5 during cooling operation is generally 184 kPa to 266 kPa, and the pressure range of the second heat exchanger 6 during cooling operation is generally 316 kPa to 438 kPa.

[0372] In addition, when the refrigerant is R290 and both the second heat exchanger 6 and the third heat exchanger 5 function as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger 6 and the refrigerant flowing out of the third heat exchanger 5 is 68 kPa to 345 kPa. Specifically, when the refrigerant is R290, the pressure range of the third heat exchanger 5 during cooling operation is generally 292 kPa to 406 kPa, and the pressure range of the second heat exchanger 6 during cooling operation is generally 474 kPa to 637 kPa.

[0373] With this arrangement, the difference between the refrigerant pressure flowing out of the third heat exchanger 5 and the refrigerant pressure flowing out of the second heat exchanger 6 can be relatively large. At this time, by setting a pressure regulating device, at least one of the refrigerant pressure flowing out of the third heat exchanger 5 and the refrigerant pressure flowing out of the second heat exchanger 6 is adjusted (for example, the refrigerant pressure flowing out of the second heat exchanger 6 is reduced by a pressure reducing device, the refrigerant pressure flowing out of the second heat exchanger 6 is increased by a booster device 2, or the refrigerant pressure flowing out of the third heat exchanger 5 and the refrigerant pressure flowing out of the second heat exchanger 6 are adjusted by an ejector). The refrigerant pressure flowing out of the third heat exchanger 5 and the refrigerant pressure flowing out of the second heat exchanger 6 can be adjusted to be the same or similar, thereby effectively improving the cooling efficiency of the thermal management system 100. Moreover, the difference between the refrigerant pressure flowing out of the third heat exchanger 5 and the refrigerant pressure flowing out of the second heat exchanger 6 will not be too large, so that the refrigerant pressure flowing out of the third heat exchanger 5 and the refrigerant pressure flowing out of the second heat exchanger 6 can be adjusted by the first ejector 200.

[0374] In some specific embodiments of the present invention, when the refrigerant is R134a and both the fifth heat exchanger 150 and the second heat exchanger 6 function as evaporators, the pressure difference between the refrigerant flowing out of the fifth heat exchanger 150 and the refrigerant flowing out of the second heat exchanger 6 is 160 kPa to 322 kPa. Specifically, when the refrigerant is R134a, the pressure range of the fifth heat exchanger 150 during cooling operation is typically 575 kPa to 615 kPa, and the pressure range of the second heat exchanger 6 during cooling operation is typically 293 kPa to 415 kPa.

[0375] The fifth heat exchanger 150 acts as an evaporator, which means that the fifth heat exchanger 150 performs cooling work for the battery, that is, the battery heat exchanger acts as an evaporator.

[0376] Furthermore, when the refrigerant is R1234yf and both the fifth heat exchanger 150 and the second heat exchanger 6 function as evaporators, the pressure difference between the refrigerant flowing out of the fifth heat exchanger 150 and the refrigerant flowing out of the second heat exchanger 6 is 157 kPa to 318 kPa. Specifically, when the refrigerant is R1234yf, the pressure range of the fifth heat exchanger 150 during cooling operation is typically 595 kPa to 634 kPa, and the pressure range of the second heat exchanger 6 during cooling operation is typically 316 kPa to 438 kPa.

[0377] Furthermore, when the refrigerant is R290 and both the fifth heat exchanger 150 and the second heat exchanger 6 function as evaporators, the pressure difference between the refrigerant flowing out of the fifth heat exchanger 150 and the refrigerant flowing out of the second heat exchanger 6 is 204 kPa to 416 kPa. Specifically, when the refrigerant is R290, the pressure range of the fifth heat exchanger 150 during cooling operation is typically 841 kPa to 890 kPa, and the pressure range of the second heat exchanger 6 during cooling operation is typically 474 kPa to 637 kPa.

[0378] In this way, the difference between the refrigerant pressure flowing out of the fifth heat exchanger 150 and the refrigerant pressure flowing out of the second heat exchanger 6 can be relatively large. In this case, by providing the second ejector 500 for adjustment, the refrigerant pressure flowing out of the fifth heat exchanger 150 and the refrigerant pressure flowing out of the second heat exchanger 6 can be adjusted to be the same or similar, thereby effectively improving the cooling efficiency of the thermal management system 100. Furthermore, the difference between the refrigerant pressure flowing out of the fifth heat exchanger 150 and the refrigerant pressure flowing out of the second heat exchanger 6 will not be too large, so that the refrigerant pressure flowing out of the fifth heat exchanger 150 and the refrigerant pressure flowing out of the second heat exchanger 6 can be adjusted by the second ejector 500.

[0379] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A thermal management system, characterized in that: include: A compressor (110) including an exhaust port and an air inlet; a first heat exchanger (3), wherein a first end of the first heat exchanger (3) is connected to the exhaust port; a second heat exchanger (6), wherein a first end of the second heat exchanger (6) is connected to a second end of the first heat exchanger (3); and a second end of the second heat exchanger (6) is connected to the air inlet; a third heat exchanger (5), wherein a first end of the third heat exchanger (5) is connected to a second end of the first heat exchanger (3); a second end of the third heat exchanger (5) is connected to the air inlet; the third heat exchanger (5) and the second heat exchanger (6) are arranged in parallel, and the pressure of the refrigerant flowing through the second heat exchanger (6) is greater than the pressure of the refrigerant flowing through the third heat exchanger (5); A pressure regulating device, one end of which is connected to the air inlet, and at least the other end of which is connected to at least one of the second end of the second heat exchanger (6) and the second end of the third heat exchanger (5); the pressure regulating device is used to adjust the pressure difference between the refrigerant flowing out of the second heat exchanger (6) to the air inlet and the refrigerant flowing out of the third heat exchanger (5) to the air inlet.

2. The thermal management system according to claim 1, characterized in that The refrigerant pressure flowing out of the second heat exchanger (6) is a first pressure, and the refrigerant pressure flowing out of the third heat exchanger (5) is a second pressure. When the second heat exchanger (6) and the third heat exchanger (5) both act as evaporators, the regulating device can regulate the first pressure to satisfy the following conditions: 95% P1≤P2≤105% P1; wherein P1 is the second pressure and P2 is the first pressure. Alternatively, the regulating device is capable of regulating the second pressure to satisfy: 95% P2 ≤ P1 ≤ 105% P2; Alternatively, the regulating device can regulate the first pressure to between the first pressure and the second pressure, and regulate the second pressure to between the first pressure and the second pressure.

3. The thermal management system according to claim 1, wherein: The refrigerant pressure flowing out of the second heat exchanger (6) is a first pressure, and the refrigerant pressure flowing out of the third heat exchanger (5) is a second pressure. When the second heat exchanger (6) and the third heat exchanger (5) both act as evaporators, the regulating device can regulate both the first pressure and the second pressure to a third pressure, and the third pressure satisfies: (P1+P2) / 2≤P3≤(P1+18*P2) / 19, wherein P1 is the second pressure, P2 is the first pressure, and P3 is the third pressure.

4. The thermal management system according to claim 1, wherein: The pressure regulating device includes a pressure reducing device, the pressure reducing device is arranged between the second end of the second heat exchanger (6) and the air inlet, and the assembly consisting of the pressure reducing device and the second heat exchanger (6) is arranged in parallel with the third heat exchanger (5); The pressure reducing device is used to reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger (6).

5. The thermal management system according to claim 4, characterized in that: The pressure reducing device further comprises a first flow regulating member (142), which is used to regulate the flow at the second end of the second heat exchanger (6) to reduce the pressure of the refrigerant discharged from the second end of the second heat exchanger (6).

6. The thermal management system according to claim 5, characterized in that: The pressure reducing device further comprises a first one-way valve (133); The first one-way valve (133) is arranged between the second end of the third heat exchanger (5) and the air inlet, and the assembly consisting of the first one-way valve (133) and the third heat exchanger (5) is arranged in parallel with the second heat exchanger (6); The first one-way valve (133) allows the refrigerant to flow from the second end of the third heat exchanger (5) to the air inlet, and prevents the refrigerant from flowing from the second end of the second heat exchanger (6) to the second end of the third heat exchanger (5).

7. The thermal management system according to claim 1, wherein: The pressure regulating device comprises a boosting device (2), the boosting device (2) being arranged between the second end of the third heat exchanger (5) and the air inlet, and the assembly consisting of the boosting device (2) and the third heat exchanger (5) being arranged in parallel with the second heat exchanger (6); The boosting device (2) is used to increase the pressure of the refrigerant discharged from the second end of the third heat exchanger (5).

8. The thermal management system according to claim 7, characterized in that: The boosting device (2) comprises a compressor.

9. The thermal management system according to claim 1, wherein: The pressure regulating device comprises a first ejector (200), the first ejector (200) comprising a first ejection inlet (210), a second ejection inlet (220) and a first ejection outlet (230), the first ejection inlet (210) being connected to the second end of the second heat exchanger (6), the second ejection inlet (220) being connected to the second end of the third heat exchanger (5), and the first ejection outlet (230) being connected to the air inlet.

10. The thermal management system according to claim 1, wherein: The second heat exchanger (6) is used to adjust the temperature of the vehicle's passenger compartment; the third heat exchanger (5) is used to adjust the temperature of the vehicle's refrigerator.

11. The thermal management system according to claim 1, wherein: Also includes: a first throttling element (11), the first throttling element (11) being provided between a first end of the third heat exchanger (5) and a second end of the first heat exchanger (3); A second throttling element (12), wherein the second throttling element (12) is provided between the first end of the second heat exchanger (6) and the second end of the first heat exchanger (3).

12. The thermal management system according to claim 7, wherein: The pressure regulating device further comprises a second one-way valve (20), the inlet of the second one-way valve (20) is connected to the exhaust port, the outlet of the second one-way valve (20) is connected to the second end of the third heat exchanger (5), and is connected in parallel with the boosting device (2).

13. The thermal management system according to claim 12, wherein: Also includes: a first control valve assembly, the first control valve assembly being connected between the exhaust port, the air inlet, and the pressure regulating device, the first control valve assembly being used to select the pressure regulating device to be connected to the exhaust port, or to select the pressure regulating device to be connected to the air inlet; a fourth heat exchanger (7), wherein a first end of the fourth heat exchanger (7) is connected to the air inlet; A second control valve assembly, wherein the second control valve assembly is connected between the first end of the third heat exchanger (5), the second end of the fourth heat exchanger (7), and the second end of the first heat exchanger (3), and the second control valve assembly is used to select the first end of the third heat exchanger (5) and the second end of the fourth heat exchanger (7) to be connected, or to select the first end of the third heat exchanger (5) and the second end of the first heat exchanger (3) to be connected.

14. The thermal management system according to any one of claims 1 to 11, characterized in that: Also includes: A fifth heat exchanger (150), wherein a first end of the fifth heat exchanger (150) is connected to the second end of the first heat exchanger (3), and a second end of the fifth heat exchanger (150) is connected to the air inlet.

15. The thermal management system according to claim 14, characterized in that: Also includes: a third control valve assembly, the third control valve assembly being connected between the exhaust port, the air inlet, and the second end of the fifth heat exchanger (150), the third control valve assembly being used to select whether the second end of the fifth heat exchanger (150) is connected to the exhaust port, or whether the second end of the fifth heat exchanger (150) is connected to the air inlet; a fourth heat exchanger (7), wherein a first end of the fourth heat exchanger (7) is connected to the air inlet; A fourth control valve assembly, the fourth control valve assembly is connected between the first end of the fifth heat exchanger (150), the second end of the fourth heat exchanger (7), and the second end of the first heat exchanger (3), and the fourth control valve assembly is used to select the first end of the fifth heat exchanger (150) to be connected to the second end of the fourth heat exchanger (7), or to select the first end of the fifth heat exchanger (150) to be connected to the second end of the first heat exchanger (3).

16. The thermal management system according to claim 15, wherein: Also includes: A third throttling element (151), the third throttling element (151) is connected between the first end of the fifth heat exchanger (150) and the first end of the fourth heat exchanger (7).

17. The thermal management system according to claim 15, wherein: The third control valve assembly comprises: a first solenoid valve (15), wherein an inlet of the first solenoid valve (15) is in communication with the exhaust port; A second solenoid valve (16), wherein the inlet of the second solenoid valve (16) is connected to the outlet of the first solenoid valve (15) and is connected to the second end of the fifth heat exchanger (150), and the outlet of the second solenoid valve (16) is connected to the air inlet.

18. The thermal management system according to claim 17, wherein: Also includes: A third solenoid valve (13), wherein the inlet of the third solenoid valve (13) is connected to the exhaust port and the inlet of the first solenoid valve (15); and the outlet of the third solenoid valve (13) is connected to the first end of the first heat exchanger (3).

19. The thermal management system according to claim 15, wherein: The fourth control valve assembly comprises: a third one-way valve (17), wherein an inlet of the third one-way valve (17) is communicated with a first end of the fifth heat exchanger (150), and an outlet of the third one-way valve (17) is communicated with a first end of the fourth heat exchanger (7); A fourth one-way valve (18), wherein the inlet of the fourth one-way valve (18) is connected to the second end of the first heat exchanger (3), and the outlet of the fourth one-way valve (18) is connected to the first end of the fifth heat exchanger (150).

20. The thermal management system according to claim 19, wherein: The inlet of the fourth one-way valve (18) and the first end of the fourth heat exchanger (7) are both connected to the connecting pipe section between the second end of the first heat exchanger (3) and the first end of the second heat exchanger (6).

21. The thermal management system according to claim 20, wherein: Also includes: a fifth one-way valve (19), wherein the inlet of the fifth one-way valve (19) is connected to the second end of the first heat exchanger (3), and the outlet of the fifth one-way valve (19) is connected to the second end of the fourth heat exchanger (7), the first end of the second heat exchanger (6), the first end of the third heat exchanger (5), and the inlet of the fourth one-way valve (18).

22. The thermal management system according to claim 15, wherein: Also includes: A sixth heat exchanger (4), wherein a first end of the sixth heat exchanger (4) is connected to the connecting pipe section between the exhaust port and the third control valve assembly, and a second end of the sixth heat exchanger (4) is connected to the connecting pipe section between the fourth control valve assembly and the fourth heat exchanger (7).

23. The thermal management system according to claim 22, wherein: Also includes: A fourth throttling element (10), the fourth throttling element (10) is connected between the second end of the sixth heat exchanger (4) and the second end of the fourth heat exchanger (7).

24. The thermal management system according to claim 23, wherein: Also includes: A fourth solenoid valve (173), the fourth solenoid valve (173) is connected between the second end of the sixth heat exchanger (4) and the second end of the fourth heat exchanger (7), and is arranged in parallel with the fourth throttling element (10).

25. The thermal management system according to claim 15, wherein: Also includes: A fifth solenoid valve (14), wherein the inlet of the fifth solenoid valve (14) is communicated with the first end of the fourth heat exchanger (7), and the outlet of the fifth solenoid valve (14) is communicated with the air inlet.

26. The thermal management system according to claim 14, wherein: Also includes: a merging pipe section, wherein the inlet of the merging pipe section is connected to the second end of the second heat exchanger (6) and the second end of the third heat exchanger (5); A second ejector (500), the second ejector (500) comprising a third ejection inlet (510), a fourth ejection inlet (520) and a second ejection outlet (530); the third ejection inlet (510) is connected to the outlet of the converging pipe section, the fourth ejection inlet (520) is connected to the second end of the fifth heat exchanger (150), and the second ejection outlet (530) is connected to the air inlet.

27. The thermal management system according to any one of claims 1 to 26, characterized in that: When the refrigerant is R134a, and the second heat exchanger (6) and the third heat exchanger (5) both act as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger (6) and the refrigerant flowing out of the third heat exchanger (5) is 50 kPa to 251 kPa; When the refrigerant is R1234yf and the second heat exchanger (6) and the third heat exchanger (5) both act as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger (6) and the refrigerant flowing out of the third heat exchanger (5) is 50 kPa to 254 kPa; When the refrigerant is R290 and the second heat exchanger (6) and the third heat exchanger (5) both act as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger (6) and the refrigerant flowing out of the third heat exchanger (5) is 68 kPa to 345 kPa.

28. The thermal management system according to any one of claims 17 to 26, characterized in that: When the refrigerant is R134a, and the second heat exchanger (6) and the fifth heat exchanger (150) both act as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger (6) and the refrigerant flowing out of the fourth heat exchanger (7) is 160 kPa to 322 kPa; When the refrigerant is R1234yf, and the second heat exchanger (6) and the fifth heat exchanger (150) both act as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger (6) and the refrigerant flowing out of the fourth heat exchanger (7) is 157 kPa to 318 kPa; When the refrigerant is R290 and the second heat exchanger (6) and the fifth heat exchanger (150) both act as evaporators, the pressure difference between the refrigerant flowing out of the second heat exchanger (6) and the refrigerant flowing out of the fourth heat exchanger (7) is 204 kPa to 416 kPa.

29. The thermal management system according to claim 22, wherein: The fourth heat exchanger (7) is used for exchanging heat with a heat generating component (40); the fifth heat exchanger (150) is used for adjusting the temperature of the battery; and the sixth heat exchanger (4) is used for adjusting the temperature of the vehicle's passenger compartment.

30. A vehicle, characterized in that: Comprising the thermal management system according to any one of claims 1-29.

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