Thermal management system and vehicle with same

Abstract

A vehicle, comprising a thermal management system, wherein the thermal management system comprises an air conditioning module and a refrigerator refrigeration module. The air conditioning module comprises a compressor, an exterior heat exchanger and an interior evaporator, which are connected to form a refrigerant circuit, wherein the compressor has a first inlet, a second inlet and an outlet; the first inlet of the compressor is connected to a first end of the interior evaporator; and the outlet of the compressor is connected to a first end of the exterior heat exchanger. A first end of the refrigerator refrigeration module is connected to a second end of the exterior heat exchanger, and a second end of the refrigerator refrigeration module is connected to the second inlet of the compressor.

Description

Thermal management system and vehicle with same

[0001] Cross-reference to related applications

[0002] The present application claims priority to the Chinese patent application No. 202410634211.4, filed on May 21, 2024, entitled “Thermal management system and vehicle with same”, the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0003] The present application relates to the technical field of vehicles, in particular to a thermal management system and a vehicle with the same. BACKGROUND

[0004] The thermal management system in the related art usually contains a vehicle refrigerator function, that is, the thermal management system at least includes an air conditioning module and a refrigerator refrigeration module. However, in the refrigeration mode, the target evaporation temperature of the passenger compartment and the target evaporation temperature of the refrigerator are not the same, and the target evaporation temperature and the corresponding evaporation pressure of the passenger compartment are both higher than the target evaporation temperature and the corresponding evaporation pressure of the refrigerator.

[0005] For example, the target evaporation temperature of the passenger compartment is about 0℃ (corresponding evaporation pressure 300kPa), and the target evaporation temperature of the refrigerator is generally about -15℃ (corresponding evaporation pressure 160kPa). The evaporation temperature and the evaporation pressure are coupled, and the lower the evaporation temperature, the lower the evaporation pressure. In the mode of simultaneous refrigeration of the passenger compartment and cooling of the refrigerator, the pressure at the outlet of the vehicle evaporator needs to be lowered to be consistent with the pressure at the outlet of the refrigerator refrigeration module before being combined and returned to the compressor, which will cause the pressure loss of the air conditioning module to increase, the refrigerant flow to decrease, and the refrigeration capacity to decrease. That is, when the air conditioning module and the refrigerator refrigeration module are running at the same time, in order to ensure that the suction pressure of the compressor is consistent, the refrigeration performance of the air conditioning module needs to be sacrificed.

[0006] DISCLOSURE

[0007] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, one object of the present application is to provide a thermal management system which does not need to lower the refrigerant pressure flowing back to the compressor from the vehicle evaporator, the refrigerant pressure loss in the air conditioning module is small, and thus the refrigeration capacity and the refrigeration efficiency of the air conditioning module can be maintained.

[0008] The present application also provides a vehicle with the above-mentioned thermal management system.

[0009] To achieve the above object, according to a first aspect of the present application, a thermal management system is provided, comprising: an air conditioning module, the air conditioning module comprising a compressor, an outdoor heat exchanger and an indoor evaporator connected to form a refrigerant circuit, the compressor having a first inlet, a second inlet and an outlet, the first inlet of the compressor being connected to a first end of the indoor evaporator, and the outlet of the compressor being connected to a first end of the outdoor heat exchanger; and a refrigerator refrigeration module, a first end of the refrigerator refrigeration module being connected to a second end of the outdoor heat exchanger, and a second end of the refrigerator refrigeration module being connected to the second inlet of the compressor.

[0010] The thermal management system according to the present application does not need to reduce the refrigerant pressure flowing back to the compressor from the indoor evaporator, the refrigerant pressure loss in the air conditioning module is small, and thus the refrigerating capacity of the air conditioning module can be maintained and the refrigeration efficiency is high.

[0011] According to some embodiments of the present application, the compressor has a first working chamber and a second working chamber, the first working chamber being connected to the first inlet, and the second working chamber being connected to the second inlet, the first working chamber being closer to the central axis of the compressor than the second working chamber.

[0012] According to some embodiments of the present application, the compressor comprises: a housing; a driving member arranged in the housing; a stationary disc arranged in the housing, and the first inlet, the second inlet and the outlet being arranged on the stationary disc; and a movable disc arranged in the housing and in transmission connection with the driving member, the movable disc and the stationary disc jointly defining the first working chamber and the second working chamber, the driving member driving the movable disc to revolve around the central axis of the stationary disc to adjust the air pressure in the first working chamber and the second working chamber.

[0013] According to some embodiments of the present application, the air conditioning module further comprises: a first throttling element, a first end of the first throttling element being connected to the second end of the outdoor heat exchanger, and a second end of the first throttling element being connected to a second end of the indoor evaporator; and the refrigerator refrigeration module comprises: a refrigerator refrigeration heat exchanger; a second throttling element, a first end of the second throttling element being connected to the second end of the outdoor heat exchanger, and a second end of the second throttling element being connected to a first end of the refrigerator refrigeration heat exchanger; and a third throttling element, a first end of the third throttling element being connected to a second end of the refrigerator refrigeration heat exchanger, and a second end of the third throttling element being connected to the second inlet.

[0014] According to some embodiments of the present application, the air conditioning module further comprises: an indoor condenser, a first end of the indoor condenser being connected to the outlet, and a second end of the indoor condenser being connected to the first end of the outdoor heat exchanger; and a first on-off valve, a first end of the first on-off valve being connected to the second end of the outdoor heat exchanger, and a second end of the first on-off valve being connected to the first inlet, so as to control the on-off between the outdoor heat exchanger and the first inlet.

[0015] According to some embodiments of the present application, the air conditioning module further comprises: a fourth throttling element, a first end of the fourth throttling element being connected to the second end of the indoor condenser, and a second end of the fourth throttling element being connected to the first end of the outdoor heat exchanger; and a second on-off valve, the second on-off valve being connected in parallel with the fourth throttling element, so as to control the on-off between the indoor condenser and the outdoor heat exchanger.

[0016] According to some embodiments of the present application, the thermal management system further comprises: a refrigerator heating module, the indoor condenser and the fourth throttling element being connected in series and being connected in parallel with the refrigerator heating module.

[0017] According to some embodiments of the present application, the refrigerator heating module comprises: a refrigerator heating heat exchanger; a fifth throttling element, a first end of the fifth throttling element being connected to the outlet, and a second end of the fifth throttling element being connected to a first end of the refrigerator heating heat exchanger; and a sixth throttling element, a first end of the sixth throttling element being connected to a second end of the refrigerator heating heat exchanger, and a second end of the sixth throttling element being connected to the first end of the outdoor heat exchanger.

[0018] According to some embodiments of the present application, the thermal management system has an air cooling state; when the thermal management system is in the air cooling state, the second on-off valve is opened, the first on-off valve is closed, the first throttling element is opened and functions as a throttling element, the outdoor heat exchanger functions as a condenser, and the indoor evaporator functions as an evaporator.

[0019] According to some embodiments of the present application, the thermal management system has an air cooling ice cooling state; when the thermal management system is in the air cooling ice cooling state, the second on-off valve is opened, the first on-off valve is closed, the first throttling element and the second throttling element are opened and function as throttling elements, the third throttling element is opened, the outdoor heat exchanger functions as a condenser, and the indoor evaporator and the refrigerator cooling heat exchanger function as evaporators.

[0020] According to some embodiments of the present application, the thermal management system has an ice-cold state; when the thermal management system is in the ice-cold state, the second on-off valve is open, the first on-off valve is closed, the second throttling element is open and throttling, the third throttling element is open, the vehicle exterior heat exchanger functions as a condenser, and the refrigerator heat exchanger functions as an evaporator.

[0021] According to some embodiments of the present application, the thermal management system has a hot state; when the thermal management system is in the hot state, the first on-off valve is open, the second on-off valve is closed, the fourth throttling element is open and throttling, the vehicle interior condenser functions as a condenser, and the vehicle exterior heat exchanger functions as an evaporator.

[0022] According to some embodiments of the present application, the thermal management system has a hot state; when the thermal management system is in the hot state, the first on-off valve is open, the second on-off valve is closed, the fourth throttling element is open and throttling, the vehicle interior condenser functions as a condenser, and the vehicle exterior heat exchanger functions as an evaporator.

[0023] According to some embodiments of the present application, the thermal management system has a hot state; when the thermal management system is in the hot state, the first on-off valve is open, the second on-off valve is closed, the fourth throttling element is open and throttling, the vehicle interior condenser functions as a condenser, and the vehicle exterior heat exchanger functions as an evaporator.

[0024] According to some embodiments of the present application, the thermal management system has a hot state; when the thermal management system is in the hot state, the first on-off valve is open, the second on-off valve is closed, the fourth throttling element is open and throttling, the vehicle interior condenser functions as a condenser, and the vehicle exterior heat exchanger functions as an evaporator.

[0025] According to some embodiments of the present application, the thermal management system has a hot state; when the thermal management system is in the hot state, the first on-off valve is open, the second on-off valve is closed, the fourth throttling element is open and throttling, the vehicle interior condenser functions as a condenser, and the vehicle exterior heat exchanger functions as an evaporator.

[0026] According to some embodiments of the present application, the thermal management system further comprises a battery heat exchange module, a first end of the battery heat exchange module is connected to the second end of the vehicle exterior heat exchanger, and a second end of the battery heat exchange module is connected to the first inlet and the outlet, respectively.

[0027] According to some embodiments of the present application, the battery heat exchange module comprises: a battery pack heat exchanger, a first end of the battery pack heat exchanger being connected with the second end of the vehicle external heat exchanger; a third on-off valve, a first end of the third on-off valve being connected with a second end of the battery pack heat exchanger, and a second end of the third on-off valve being connected with the first inlet, so as to control the on-off between the battery pack heat exchanger and the first inlet; and a fourth on-off valve, a first end of the fourth on-off valve being connected with the outlet, and a second end of the fourth on-off valve being connected with the second end of the battery pack heat exchanger, so as to control the on-off between the battery pack heat exchanger and the outlet.

[0028] According to some embodiments of the present application, the battery heat exchange module comprises: a seventh throttling element, a first end of the seventh throttling element being connected with a first end of the battery pack heat exchanger, and a second end of the seventh throttling element being connected with the second end of the vehicle external heat exchanger; and an eighth throttling element, a first end of the eighth throttling element being connected with the second end of the battery pack heat exchanger, and a second end of the eighth throttling element being connected with the first end of the third on-off valve and the second end of the fourth on-off valve respectively.

[0029] According to some embodiments of the present application, the battery heat exchange module further comprises: a first check valve, a first end of the first check valve being connected with the second end of the seventh throttling element, and a second end of the first check valve being connected with the first end of the first on-off valve, the first end of the first throttling valve and the first end of the second throttling valve respectively, the first check valve allowing the refrigerant to flow from the battery pack heat exchanger to at least one of the first on-off valve, the first throttling valve and the second throttling valve; and a second check valve, a first end of the second check valve being connected with the second end of the vehicle external heat exchanger, and a second end of the second check valve being connected with the second end of the seventh throttling element, the second check valve allowing the refrigerant to flow from the vehicle external heat exchanger to the battery pack heat exchanger.

[0030] According to some embodiments of the present application, the vehicle external heat exchanger comprises: a first vehicle external heat exchanger, a first end of the first vehicle external heat exchanger being connected with the first end of the vehicle internal condenser, and a second end of the first vehicle external heat exchanger being connected with the second end of the vehicle internal evaporator, the first end of the refrigerator refrigeration heat exchanger and the first end of the battery pack heat exchanger respectively; and a second vehicle external heat exchanger, the second vehicle external heat exchanger being connected with the first vehicle external heat exchanger in parallel.

[0031] According to some embodiments of the present application, the thermal management system further comprises a motor cooling module, the motor cooling module comprising: a three-way valve, the three-way valve comprising a first connection port, a second connection port and a third connection port; a motor cooling channel, a first end of the motor cooling channel being connected with the first connection port; and a motor heat exchanger, a first end of the motor heat exchanger being connected with the second connection port; the second external heat exchanger having a first heat exchange channel and a second heat exchange channel, a first end of the first heat exchange channel being connected with the third connection port and a second end of the motor heat exchanger respectively, a second end of the first heat exchange channel being connected with a second end of the motor cooling channel, a first end of the second heat exchange channel being connected with the first end of the battery pack heat exchanger, and a second end of the second heat exchange channel being connected with the first end of the first on-off valve, the second end of the in-vehicle evaporator and the first end of the refrigerator refrigeration module respectively.

[0032] According to some embodiments of the present application, the air conditioning module further comprises: a fifth on-off valve, a first end of the fifth on-off valve being connected with the second end of the in-vehicle condenser, and a second end of the fifth on-off valve being connected with the first end of the first external heat exchanger; and a sixth on-off valve, a first end of the sixth on-off valve being connected with the second end of the in-vehicle condenser, and a second end of the sixth on-off valve being connected with a first end of the second external heat exchanger.

[0033] According to some embodiments of the present application, the thermal management system has an air cooling state; when the thermal management system is in the air cooling state, the second on-off valve and the fifth on-off valve are open, the first on-off valve, the third on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the first throttling element is open and functions as a throttle, the first external heat exchanger functions as a condenser, and the in-vehicle evaporator functions as an evaporator.

[0034] According to some embodiments of the present application, the thermal management system has an air cooling and electric cooling state; when the thermal management system is in the air cooling and electric cooling state, the second on-off valve, the third on-off valve and the fifth on-off valve are open, the first on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the first throttling element and the seventh throttling element are open and function as throttles, the eighth throttling element is open, the first external heat exchanger functions as a condenser, and the in-vehicle evaporator and the battery pack heat exchanger function as evaporators.

[0035] According to some embodiments of the present application, the thermal management system has an air cooling-electric cooling-ice cooling state; when the thermal management system is in the air cooling-electric cooling-ice cooling state, the second on-off valve, the third on-off valve and the fifth on-off valve are open, the first on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the first throttling element, the second throttling element and the seventh throttling element are open and throttling, the third throttling element and the eighth throttling element are open, the first vehicle exterior heat exchanger functions as a condenser, the vehicle interior evaporator, the battery pack heat exchanger and the refrigerator refrigeration heat exchanger function as evaporators.

[0036] According to some embodiments of the present application, the thermal management system has an air cooling-ice cooling state; when the thermal management system is in the air cooling-ice cooling state, the second on-off valve and the fifth on-off valve are open, the first on-off valve, the third on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the first throttling element and the second throttling element are open and throttling, the third throttling element is open, the first vehicle exterior heat exchanger functions as a condenser, the vehicle interior evaporator and the refrigerator refrigeration heat exchanger function as evaporators.

[0037] According to some embodiments of the present application, the thermal management system has an electric cooling-ice cooling state; when the thermal management system is in the electric cooling-ice cooling state, the second on-off valve, the third on-off valve and the fifth on-off valve are open, the first on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the second throttling element and the seventh throttling element are open and throttling, the third throttling element and the eighth throttling element are open, the first vehicle exterior heat exchanger functions as a condenser, the battery pack heat exchanger and the refrigerator refrigeration heat exchanger function as evaporators.

[0038] According to some embodiments of the present application, the thermal management system has an ice cooling state; when the thermal management system is in the ice cooling state, the second on-off valve and the fifth on-off valve are open, the first on-off valve, the third on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the second throttling element is open and throttling, the third throttling element is open, the first vehicle exterior heat exchanger functions as a condenser, the refrigerator refrigeration heat exchanger functions as an evaporator.

[0039] According to some embodiments of the present application, the thermal management system has an electric cooling state; when the thermal management system is in the electric cooling state, the second on-off valve, the third on-off valve and the fifth on-off valve are open, the first on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the seventh throttling element is open and throttling, the eighth throttling element is open, the first vehicle exterior heat exchanger functions as a condenser, the battery pack heat exchanger functions as an evaporator.

[0040] According to some embodiments of the present application, the thermal management system has an air-heat state; when the thermal management system is in the air-heat state, the first on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the fourth throttling element is open and throttling, the in-vehicle condenser functions as a condenser, and the second vehicle-outside heat exchanger functions as an evaporator.

[0041] According to some embodiments of the present application, the thermal management system has an air-heat electric-heat state; when the thermal management system is in the air-heat electric-heat state, the first on-off valve, the fourth on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve and the fifth on-off valve are closed, the fourth throttling element and the seventh throttling element are open and throttling, the eighth throttling element is open, the in-vehicle condenser and the battery pack heat exchanger function as a condenser, and the second vehicle-outside heat exchanger functions as an evaporator.

[0042] According to some embodiments of the present application, the thermal management system has an air-heat electric-heat ice-heat state; when the thermal management system is in the air-heat electric-heat ice-heat state, the first on-off valve, the fourth on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve and the fifth on-off valve are closed, the fourth throttling element, the sixth throttling element and the seventh throttling element are open and throttling, the fifth throttling element and the eighth throttling element are open, the in-vehicle condenser, the battery pack heat exchanger and the refrigerator heat exchanger function as a condenser, and the second vehicle-outside heat exchanger functions as an evaporator.

[0043] According to some embodiments of the present application, the thermal management system has an air-heat ice-heat state; when the thermal management system is in the air-heat ice-heat state, the first on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the fourth throttling element and the sixth throttling element are open and throttling, the fifth throttling element is open, the in-vehicle condenser and the refrigerator heat exchanger function as a condenser, and the second vehicle-outside heat exchanger functions as an evaporator.

[0044] According to some embodiments of the present application, the thermal management system has an electric-heat ice-heat state; when the thermal management system is in the electric-heat ice-heat state, the first on-off valve, the fourth on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve and the fifth on-off valve are closed, the sixth throttling element and the seventh throttling element are open and throttling, the fifth throttling element and the eighth throttling element are open, the battery pack heat exchanger and the refrigerator heat exchanger function as a condenser, and the second vehicle-outside heat exchanger functions as an evaporator.

[0045] According to some embodiments of the present application, the thermal management system has an ice-hot state; when the thermal management system is in the ice-hot state, the first on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve, the fourth on-off valve and the fifth on-off valve are closed, the sixth throttling element is open and throttling, the fifth throttling element is open, the refrigerator heat exchanger functions as a condenser, and the second vehicle exterior heat exchanger functions as an evaporator.

[0046] According to some embodiments of the present application, the thermal management system has an electric heat state; when the thermal management system is in the electric heat state, the first on-off valve, the fourth on-off valve and the sixth on-off valve are open, the second on-off valve, the third on-off valve and the fifth on-off valve are closed, the seventh throttling element is open and throttling, the eighth throttling element is open, the battery pack heat exchanger functions as a condenser, and the second vehicle exterior heat exchanger functions as an evaporator.

[0047] According to some embodiments of the present application, the thermal management system has an air dehumidification state; when the thermal management system is in the air dehumidification state, the second on-off valve and the fifth on-off valve are open, the first on-off valve, the third on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the first throttling element is open and throttling, the in-vehicle condenser and the first vehicle exterior heat exchanger function as a condenser, and the in-vehicle evaporator functions as an evaporator.

[0048] According to some embodiments of the present application, the thermal management system has an air dehumidification state; when the thermal management system is in the air dehumidification state, the second on-off valve and the fifth on-off valve are open, the first on-off valve, the third on-off valve, the fourth on-off valve and the sixth on-off valve are closed, the first throttling element is open and throttling, the in-vehicle condenser and the first vehicle exterior heat exchanger function as a condenser, and the in-vehicle evaporator functions as an evaporator.

[0049] According to some embodiments of the present application, the thermal management system further comprises an ejector having a first ejector inlet, a second ejector inlet and an ejector outlet, the first ejector inlet is connected with the second end of the vehicle exterior heat exchanger, the second ejector inlet is connected with the first end of the in-vehicle evaporator, and the ejector outlet is connected with the first end of the battery heat exchange module.

[0050] According to some embodiments of the present application, the first ejector inlet and the ejector outlet are respectively arranged at opposite ends of the ejector, and the second ejector inlet is arranged at the outer periphery of the ejector.

[0051] According to some embodiments of the present application, the ejector comprises: a suction section provided with the first and second ejector inlets; a mixing section connected with the suction section; and a diffuser section connected with the mixing section and provided with the ejector outlet.

[0052] According to some embodiments of the present application, the cross-sectional area of the diffuser section gradually increases in a direction away from the mixing section.

[0053] According to some embodiments of the present application, the thermal management system further comprises: a seventh on-off valve, a first end of the seventh on-off valve connected with a first end of the in-vehicle evaporator, and a second end of the seventh on-off valve connected with the first inlet, to control on-off between the in-vehicle evaporator and the first inlet.

[0054] According to some embodiments of the present application, the thermal management system further comprises: an eighth on-off valve, a first end of the eighth on-off valve connected with the second end of the out-of-vehicle heat exchanger, and a second end of the eighth on-off valve connected with the first ejector inlet, to control on-off between the out-of-vehicle heat exchanger and the first ejector inlet; and a ninth throttling element, the eighth on-off valve and the ejector are connected in series and are connected in parallel with the ninth throttling element, when the eighth on-off valve disconnects the out-of-vehicle heat exchanger and the second ejector inlet, the refrigerant of the out-of-vehicle heat exchanger enters the battery heat exchange module through the ninth throttling element.

[0055] According to some embodiments of the present application, the thermal management system further comprises: a refrigerator heating module, used for heating an internal space of a refrigerator.

[0056] According to a second aspect of the present application, a vehicle is provided, comprising the thermal management system according to the first aspect of the present application.

[0057] According to the vehicle of the second aspect of the present application, by using the thermal management system according to the first aspect of the present application, the refrigerant pressure flowing back to the compressor from the in-vehicle evaporator does not need to be reduced, the refrigerant pressure loss in the air conditioning module is small, and thus the refrigeration capacity of the air conditioning module can be maintained and the refrigeration efficiency is high.

[0058] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0059] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, including the appended drawings.

[0060] The following is a description of the heat management system according to the first aspect of the application:

[0061] Fig. 1 is a schematic diagram of the structure of a heat management system according to the first aspect of the application;

[0062] Fig. 2 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an air cooling state;

[0063] Fig. 3 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an air cooling electric cooling state;

[0064] Fig. 4 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an electric cooling state;

[0065] Fig. 5 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an air heating state;

[0066] Fig. 6 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an air heating electric cooling state;

[0067] Fig. 7 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an electric heating state;

[0068] Fig. 8 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an air dehumidification state;

[0069] Fig. 9 is a schematic diagram of the structure of a heat management system according to the first aspect of the application in an air de-fogging state;

[0070] Fig. 10 is a schematic diagram of the structure of a heat management system according to another embodiment of the first aspect of the application;

[0071] Fig. 11 is a schematic diagram of the structure of a heat management system according to another embodiment of the first aspect of the application in an air cooling state;

[0072] Fig. 12 is a schematic diagram of the structure of a heat management system according to another embodiment of the first aspect of the application in an air cooling electric cooling state;

[0073] Fig. 13 is a schematic diagram of the structure of a heat management system according to another embodiment of the first aspect of the application in an air cooling electric cooling electric cooling state;

[0074] Fig. 14 is a schematic diagram of the structure of a heat management system according to another embodiment of the first aspect of the application in an air cooling electric cooling state;

[0075] Fig. 15 is a schematic diagram of the structure of a heat management system according to another embodiment of the first aspect of the application in an electric cooling electric cooling state;

[0076] Figure 16 is a structural schematic of a thermal management system in an ice cold state according to another embodiment of the first aspect of the application;

[0077] Figure 17 is a structural schematic of a thermal management system in an electric cold state according to another embodiment of the first aspect of the application;

[0078] Figure 18 is a structural schematic of a thermal management system in an air cold state according to another embodiment of the first aspect of the application;

[0079] Figure 19 is a structural schematic of a thermal management system in an air cold electric heat state according to another embodiment of the first aspect of the application;

[0080] Figure 20 is a structural schematic of a thermal management system in an air cold electric heat ice cold state according to another embodiment of the first aspect of the application;

[0081] Figure 21 is a structural schematic of a thermal management system in an air cold ice cold state according to another embodiment of the first aspect of the application;

[0082] Figure 22 is a structural schematic of a thermal management system in an electric cold ice cold state according to another embodiment of the first aspect of the application;

[0083] Figure 23 is a structural schematic of a thermal management system in an ice cold state according to another embodiment of the first aspect of the application;

[0084] Figure 24 is a structural schematic of a thermal management system in an electric cold state according to another embodiment of the first aspect of the application;

[0085] Figure 25 is a structural schematic of a thermal management system in an air dehumidification state according to another embodiment of the first aspect of the application;

[0086] Figure 26 is a structural schematic of a thermal management system in an air de-fogging state according to another embodiment of the first aspect of the application;

[0087] Figure 27 is a structural schematic of a thermal management system according to yet another embodiment of the first aspect of the application;

[0088] Figure 28 is a structural schematic of a cavity of a compressor according to an embodiment of the first aspect of the application;

[0089] Figure 29 is a structural schematic of a thermal management system according to another embodiment of the first aspect of the application;

[0090] Figure 30 is a structural schematic of an ejector of a thermal management system according to an embodiment of the first aspect of the application.

[0091] Figure 31 is a structural schematic of a thermal management system according to an embodiment of the second aspect of the application;

[0092] Figure 32 is a schematic diagram of the thermal management system in an air-cooled state according to a second aspect embodiment of the present application;

[0093] Figure 33 is a schematic diagram of the thermal management system in an air-cooled or electrically-cooled state according to an embodiment of the second aspect of this application;

[0094] Figure 34 is a schematic diagram of the thermal management system according to the second aspect of the present application in an air-cooled, electric-cooled, or ice-cold state.

[0095] Figure 35 is a schematic diagram of the thermal management system in an air-cooled, ice-cold state according to a second aspect embodiment of this application;

[0096] Figure 36 is a schematic diagram of the thermal management system in an electrically cooled, ice-cold state according to a second aspect embodiment of this application;

[0097] Figure 37 is a schematic diagram of the thermal management system in a cold state according to a second aspect embodiment of the present application;

[0098] Figure 38 is a schematic diagram of the thermal management system in an electrically cooled state according to a second aspect embodiment of this application;

[0099] Figure 39 is a schematic diagram of the thermal management system in an air-heat state according to a second aspect embodiment of the present application;

[0100] Figure 40 is a schematic diagram of the thermal management system in an air-heating and electrothermal state according to an embodiment of the second aspect of this application;

[0101] Figure 41 is a schematic diagram of the thermal management system in an electrothermal state according to a second aspect embodiment of the present application;

[0102] Figure 42 is a schematic diagram of the thermal management system in the air dehumidification state according to the second aspect of the present application;

[0103] Figure 43 is a schematic diagram of the thermal management system in the air demisting state according to a second aspect embodiment of the present application;

[0104] Figure 44 is a schematic diagram of the structure of a thermal management system according to another embodiment of the second aspect of this application;

[0105] Figure 45 is a schematic diagram of the structure of a thermal management system according to another embodiment of the second aspect of this application;

[0106] Figure 46 is a schematic diagram of the ejector structure of a thermal management system according to a second aspect embodiment of the present application;

[0107] Figure 47 is a schematic diagram of the cavity structure of a compressor according to a second aspect embodiment of this application.

[0108] Fig. 48 is a control schematic diagram of the thermal management system according to the third aspect of the present application;

[0109] Fig. 49 is an enlarged view of the area A in Fig. 1;

[0110] Fig. 50 is a structural schematic diagram of the ejector according to the third aspect of the present application;

[0111] Fig. 51 is a control schematic diagram of the thermal management system according to another embodiment of the third aspect of the present application;

[0112] Fig. 52 is a structural schematic diagram of the thermal management system in the air cooling state according to the third aspect of the present application;

[0113] Fig. 53 is a structural schematic diagram of the thermal management system in the air cooling and electric cooling state according to the third aspect of the present application;

[0114] Fig. 54 is a structural schematic diagram of the thermal management system in the electric cooling state according to the third aspect of the present application;

[0115] Fig. 55 is a structural schematic diagram of the thermal management system in the air heating state according to the third aspect of the present application;

[0116] Fig. 56 is a structural schematic diagram of the thermal management system in the air heating and electric heating state according to the third aspect of the present application;

[0117] Fig. 57 is a structural schematic diagram of the thermal management system in the electric heating state according to the third aspect of the present application;

[0118] Fig. 58 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0119] Reference signs:

[0120] The following are the reference signs of the heat management system according to the first aspect embodiment of the present application: 1000, vehicle; 1, heat management system; 100, compressor; 111, first inlet; 112, second inlet; 113, outlet; 114, first working chamber; 115, second working chamber; 120, external heat exchanger; 121, first external heat exchanger; 122, second external heat exchanger; 130, internal evaporator; 140, internal condenser; 150, first gas-liquid separator; 160, second gas-liquid separator; 1221, first heat exchange passage; 1222, second heat exchange passage; 200, refrigerator refrigeration module; 210, refrigerator refrigeration heat exchanger; 300, refrigerator heating module; 310, refrigerator heating heat exchanger; 400, battery heat exchange module; 410, battery pack heat exchanger; 420, first one-way valve; 430, second one-way valve; 500, motor cooling module; 510, three-way valve; 511, first connection port; 512, second connection port; 513, third connection port; 520, motor cooling passage; 530, motor heat exchanger; 610, first throttling element; 620, second throttling element; 630, third throttling element; 640, fourth throttling element; 650, fifth throttling element; 660, sixth throttling element; 670, seventh throttling element; 680, eighth throttling element; 690, ninth throttling element; 710, first on-off valve; 720, second on-off valve; 730, third on-off valve; 740, fourth on-off valve; 750, fifth on-off valve; 760, sixth on-off valve; 770, seventh on-off valve; 780, eighth on-off valve; 800, refrigerator heating module; 900, ejector; 910, suction section; 911, first ejector inlet; 912, second ejector inlet; 920, mixing section; 930, diffuser section; 931, ejector outlet.

[0121] The following are the reference signs of the heat management system of the second aspect embodiment of the present application: 1000, vehicle; 1, heat management system; 100, compressor; 111, first inlet; 112, second inlet; 113, outlet; 114, first working chamber; 115, second working chamber; 120, vehicle external heat exchanger; 121, first vehicle external heat exchanger; 122, second vehicle external heat exchanger; 130, vehicle internal evaporator; 140, vehicle internal condenser; 150, first gas-liquid separator; 160, second gas-liquid separator; 200, ejector; 210, suction section; 211, first ejector inlet; 212, second ejector inlet; 220, mixing section; 230, diffuser section; 231, ejector outlet; 300, battery pack heat exchanger; 400, refrigerator refrigeration module; 410, refrigerator refrigeration heat exchanger; 500, refrigerator heating module; 510, refrigerator heating heat exchanger; 600, motor cooling module; 610, three-way valve; 611, first connection port; 612, second connection port; 613, third connection port; 620, motor cooling channel; 630, motor heat exchanger; 710, first throttling element; 720, second throttling element; 730, third throttling element; 740, fourth throttling element; 750, fifth throttling element; 760, sixth throttling element; 770, seventh throttling element; 810, first on-off valve; 820, second on-off valve; 830, third on-off valve; 840, fourth on-off valve; 850, fifth on-off valve; 860, sixth on-off valve; 870, seventh on-off valve; 880, eighth on-off valve; 910, first check valve; 920, second check valve.

[0122] The following are the reference signs of the heat management system of the third aspect embodiment of the present application: 1000, vehicle; 100, heat management system; 1, air conditioning module; 11, compressor; 12, vehicle external heat exchanger; 121, first vehicle external heat exchanger; 122, second vehicle external heat exchanger; 13, vehicle internal evaporator; 14, first on-off valve; 15, vehicle internal condenser; 16, second throttling element; 17, fourth on-off valve; 18, sixth on-off valve; 19, seventh on-off valve; 191, eighth on-off valve; 2, ejector; 21, first ejector inlet; 22, second ejector inlet; 23, ejector outlet; 24, suction section; 25, mixing section; 26, diffuser section; 3, battery heat exchange module; 31, first battery pack heat exchanger; 32, second on-off valve; 33, first throttling element; 34, second battery pack heat exchanger; 35, fourth throttling element; 36, fifth throttling element; 37, first check valve; 38, second check valve; 4, third on-off valve; 41, fifth on-off valve; 42, third throttling element; 43, sixth throttling element; 5, motor cooling module; 51, three-way valve; 511, first connecting port; 512, second connecting port; 513, third connecting port; 52, motor cooling channel; 53, motor heat exchanger; 6, gas-liquid separator. DETAILED DESCRIPTION

[0123] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0124] In the description of the present application, it needs to be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0125] In the description of the present application, "first feature" and "second feature" can include one or more of the features.

[0126] In the description of the present application, "a plurality of" means two or more.

[0127] In the description of the present application, "above" or "below" the first feature in the second feature can include that the first and second features are in direct contact, or can include that the first and second features are not in direct contact but are in contact through another feature between them.

[0128] In the description of the present application, the first feature is "on", "above" and "over" the second feature, which includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher than the second feature in height.

[0129] A heat management system 1 according to an embodiment of the first aspect of the present application is described below with reference to the accompanying drawings.

[0130] As shown in FIGS. 1-28, the heat management system 1 according to an embodiment of the present application comprises an air conditioning module and a refrigerator refrigeration module 200.

[0131] The air conditioning module comprises a compressor 100, an outdoor heat exchanger 120 and an indoor evaporator 130 connected into a refrigerant circuit, the compressor 100 has a first inlet 111, a second inlet 112 and an outlet 113, the first inlet 111 of the compressor 100 is connected to a first end of the indoor evaporator 130, the outlet 113 of the compressor 100 is connected to a first end of the outdoor heat exchanger 120, a first end of the refrigerator refrigeration module 200 is connected to a second end of the outdoor heat exchanger 120, and a second end of the refrigerator refrigeration module 200 is connected to the second inlet 112 of the compressor 100.

[0132] In the present application, the compressor 100 can be a scroll compressor, the first inlet 111 can be a high-pressure suction port of the compressor 100, and the second inlet 112 can be a low-pressure suction port of the compressor 100. In this way, the first inlet 111 and the second inlet 112 can correspond to different compression profile cavities inside the compressor 100, i.e., the first inlet 111 and the second inlet 112 can correspond to different gas compression stages inside the compressor 100.

[0133] According to the heat management system 1 of the present application, by connecting the first inlet 111 of the compressor 100 to the first end of the indoor evaporator 130, connecting the first end of the refrigerator refrigeration module 200 to the second end of the outdoor heat exchanger 120, and connecting the second end of the refrigerator refrigeration module 200 to the second inlet 112 of the compressor 100. In this way, when the air conditioning module needs to cool the passenger compartment and / or the refrigerator refrigeration module 200 needs to cool the refrigerator, the refrigerant flowing out of the compressor 100 can release heat to the outside through the outdoor heat exchanger 120 to reduce the temperature of the refrigerant, and then the refrigerant flows into the indoor evaporator 130 and / or the refrigerator refrigeration module 200 to absorb the heat inside the passenger compartment through the indoor evaporator 130 or absorb the heat inside the refrigerator through the refrigerator refrigeration module 200, thereby achieving cooling of the passenger compartment and cooling of the refrigerator.

[0134] Further, the in-vehicle evaporator 130 and the refrigerator refrigeration module 200 are respectively connected to different inlets of the compressor 100, and the first inlet 111 of the compressor 100 can correspond to a cavity with a relatively high pressure, and the second inlet 112 can correspond to a cavity with a relatively low pressure. In the working condition in which the in-vehicle evaporator 130 and the refrigerator refrigeration module 200 operate simultaneously, the refrigerant with a relatively high pressure flowing out of the in-vehicle evaporator 130 can directly flow into the compressor 100 through the first inlet 111, and the refrigerant with a relatively low pressure flowing out of the refrigerator refrigeration module 200 can flow into the compressor 100 through the second inlet 112, and then the two parts of refrigerant are pressurized in the compressor 100 and then discharged from the compressor 100 through the outlet 113, thereby completing the entire refrigeration cycle of the thermal management system 1, achieving refrigeration for the passenger compartment and the refrigerator at the same time, and the refrigerant flowing out of the in-vehicle evaporator 130 does not need to be artificially reduced in pressure and then flowed back to the compressor 100, thereby greatly reducing the pressure loss of the refrigerant in the air conditioning module, which is conducive to maintaining the refrigeration capacity and refrigeration efficiency of the air conditioning module, and the refrigeration capacities of the in-vehicle evaporator 130 and the refrigerator refrigeration module 200 are both sufficient, and in hot weather, the thermal management system 1 can meet the refrigeration requirements of the passenger compartment and the vehicle-mounted refrigerator.

[0135] In this way, the thermal management system 1 according to the embodiments of the present application does not need to reduce the pressure of the refrigerant flowing from the in-vehicle evaporator 130 back to the compressor 100, and the pressure loss of the refrigerant in the air conditioning module is small, thereby maintaining a relatively high refrigeration capacity and refrigeration efficiency of the air conditioning module.

[0136] In some specific embodiments of the present application, as shown in FIG. 28, the compressor 100 has a first working cavity 114 and a second working cavity 115, the first working cavity 114 is connected to the first inlet 111, and the second working cavity 115 is connected to the second inlet 112, and the first working cavity 114 is more adjacent to the central axis of the compressor 100 than the second working cavity 115.

[0137] The compression profiles of the first working cavity 114 and the second working cavity 115 can be different, and by setting the first working cavity 114 to be more adjacent to the central axis of the compressor 100, that is, the distances of the first working cavity 114 and the second working cavity 115 to the central axis of the compressor 100 are different, the first working cavity 114 and the second working cavity 115 can correspond to different gas compression stages respectively, the refrigerant flowing out of the in-vehicle evaporator 130 can be introduced into the first working cavity 114 with a relatively high pressure through the first inlet 111, and the refrigerant flowing out of the refrigerator refrigeration module 200 can be introduced into the second working cavity 115 with a relatively low pressure through the second inlet 112, so that the pressures of the refrigerant flowing out of the in-vehicle evaporator 130 and the refrigerant flowing out of the refrigerator refrigeration module 200 do not need to be kept consistent before being flowed back to the compressor 100, the pressure loss is smaller, and it is conducive to maintaining a relatively high refrigeration efficiency of the thermal management system 1.

[0138] Further, the compressor 100 comprises a casing, a driving member, a static plate and a dynamic plate. That is, the compressor 100 can be a scroll compressor.

[0139] The driving member is arranged in the casing, the static plate is arranged in the casing, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static plate. The dynamic plate is arranged in the casing and is in driving connection with the driving member. The dynamic plate and the static plate jointly define the first working cavity 114 and the second working cavity 115. The driving member drives the dynamic plate to revolve around the central axis of the static plate, so as to adjust the gas pressure in the first working cavity 114 and the second working cavity 115.

[0140] The driving member can be configured as a main shaft. The main shaft and the static plate are coaxially arranged. Thus, the driving member can drive the dynamic plate to revolve around the central axis of the static plate, and the dynamic plate does not rotate. The dynamic plate and the static plate have the same parameters of the scroll teeth but different phases. The dynamic plate and the static plate are engaged to form the first working cavity 114 and the second working cavity 115. The volumes of the first working cavity 114 and the second working cavity 115 change with the change of the engagement angle of the dynamic plate and the static plate. At this time, the gas can be sucked into the compressor 100 through the first inlet 111 and the second inlet 112 under the action of the pressure difference. The closer to the central axis of the static plate, the smaller the volume of the cavity and the higher the gas pressure. By arranging the first working cavity 114 and the second working cavity 115 at different positions from the central axis of the compressor 100, the first working cavity 114 and the second working cavity 115 can correspond to different gas compression stages, respectively. The refrigerant flowing out of the indoor evaporator 130 can pass into the first working cavity 114 with higher gas pressure through the first inlet 111, and the pressure loss is smaller.

[0141] In some specific embodiments of the present application, as shown in FIGS. 1, 10 and 27, the air conditioning module further comprises a first throttling element 610. The first end of the first throttling element 610 is connected to the second end of the outdoor heat exchanger 120, and the second end of the first throttling element 610 is connected to the second end of the indoor evaporator 130.

[0142] The refrigerator refrigeration module 200 comprises a refrigerator refrigeration heat exchanger 210, a second throttling element 620 and a third throttling element 630. The first end of the second throttling element 620 is connected to the second end of the outdoor heat exchanger 120, and the second end of the second throttling element 620 is connected to the first end of the refrigerator refrigeration heat exchanger 210. The first end of the third throttling element 630 is connected to the second end of the refrigerator refrigeration heat exchanger 210, and the second end of the third throttling element 630 is connected to the second inlet 112.

[0143] The first throttling element 610, the second throttling element 620 and the third throttling element 630 can all be electronic expansion valves, and the third throttling element 630 can be a large-diameter electronic expansion valve.

[0144] In this way, the first throttling element 610 can throttle and depress the refrigerant flowing into the in-vehicle evaporator 130, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the in-vehicle cabin through the in-vehicle evaporator 130, so that the cooling effect of the passenger compartment is better; and the second throttling element 620 can throttle and depress the refrigerant flowing into the refrigerator refrigeration heat exchanger 210, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the refrigerator through the refrigerator refrigeration heat exchanger 210, so that the cooling effect of the refrigerator is better.

[0145] In some embodiments of the present application, as shown in FIGS. 1, 10 and 27, the air conditioning module further comprises an in-vehicle condenser 140 and a first on-off valve 710.

[0146] The first end of the in-vehicle condenser 140 is connected to the outlet 113, and the second end of the in-vehicle condenser 140 is connected to the first end of the out-vehicle heat exchanger 120, the first end of the first on-off valve 710 is connected to the second end of the out-vehicle heat exchanger 120, and the second end of the first on-off valve 710 is connected to the first inlet 111, to control the on-off between the out-vehicle heat exchanger 120 and the first inlet 111.

[0147] The first on-off valve 710 can be an electromagnetic valve.

[0148] Therefore, by controlling the opening and closing of the first on-off valve 710, it can be controlled whether the refrigerant flows back to the compressor 100 through the in-vehicle evaporator 130. Specifically, when the first on-off valve 710 is opened, the refrigerant can flow back to the compressor 100 directly through the out-vehicle heat exchanger 120, and when the refrigerant needs to flow from the out-vehicle heat exchanger 120 to the in-vehicle evaporator 130, the first on-off valve 710 can be closed, so that the refrigerant can absorb the heat in the in-vehicle cabin through the in-vehicle evaporator 130 to cool the in-vehicle cabin.

[0149] In some embodiments of the present application, as shown in FIGS. 1, 10 and 27, the air conditioning module further comprises a fourth throttling element 640 and a second on-off valve 720.

[0150] The first end of the fourth throttling element 640 is connected to the second end of the in-vehicle condenser 140, and the second end of the fourth throttling element 640 is connected to the first end of the out-vehicle heat exchanger 120, and the second on-off valve 720 is connected in parallel with the fourth throttling element 640, to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120.

[0151] The fourth throttling element 640 can be an electronic expansion valve, and the second on-off valve 720 can be an electromagnetic valve.

[0152] Thus, when the heat management system 1 releases heat to the vehicle cabin through the in-cabin condenser 140 to heat the vehicle cabin, the fourth throttling element 640 can be opened and the second on-off valve 720 can be closed, so that the refrigerant released heat through the in-cabin condenser 140 can be throttled and cooled through the fourth throttling element 640, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb heat from the external environment through the vehicle exterior heat exchanger 120, and the heat absorption is more sufficient. When the passenger compartment does not need to be heated, the in-cabin condenser 140 is not winded, and the in-cabin condenser 140 acts as a pipeline, at this time the fourth throttling element 640 can be closed and the second on-off valve 720 can be opened, the refrigerant flowing through the in-cabin condenser 140 can directly flow to the vehicle exterior heat exchanger 120 through the second on-off valve 720.

[0153] In some embodiments of the present application, as shown in FIGS. 1 and 10, the heat management system 1 further comprises a refrigerator heating module 300.

[0154] The in-cabin condenser 140 is connected in series with the fourth throttling element 640, and is connected in parallel with the refrigerator heating module 300, so that the in-cabin condenser 140 and the refrigerator heating module 300 can not interfere with each other, and the heat management system 1 can be realized to only heat the vehicle cabin without heating the refrigerator, or can be realized to only heat the refrigerator without heating the vehicle cabin, or can be realized to simultaneously heat the vehicle cabin and the refrigerator.

[0155] In some embodiments of the present application, as shown in FIGS. 1 and 10, the refrigerator heating module 300 comprises a refrigerator heating heat exchanger 310, a fifth throttling element 650 and a sixth throttling element 660.

[0156] The first end of the fifth throttling element 650 is connected to the outlet 113, and the second end of the fifth throttling element 650 is connected to the first end of the refrigerator heating heat exchanger 310. The first end of the sixth throttling element 660 is connected to the second end of the refrigerator heating heat exchanger 310, and the second end of the sixth throttling element 660 is connected to the first end of the vehicle exterior heat exchanger 120.

[0157] Among them, the fifth throttling element 650 and the sixth throttling element 660 can be electronic expansion valves, and the fifth throttling element 650 can be a large-diameter electronic expansion valve.

[0158] Thus, the sixth throttling element 660 can throttle and depressurize the refrigerant flowing out of the refrigerator heating heat exchanger 310, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb heat from the external environment through the vehicle exterior heat exchanger 120, and the heat absorption is more sufficient.

[0159] In addition, by setting the fifth throttling element 650, when the inlet temperature of the refrigerator heating heat exchanger 310 exceeds a certain range, the local temperature in the refrigerator is easy to exceed its working temperature range, so the required temperature of the in-vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and when the inlet temperature of the refrigerator heating heat exchanger 310 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 650 can be reduced to reduce the inlet temperature of the refrigerator heating heat exchanger 310, thereby achieving control of different heating temperatures of the refrigerator heating heat exchanger 310 and the in-vehicle condenser 140.

[0160] In some embodiments of the present application, as shown in FIG. 2, the thermal management system 1 has an air cooling state.

[0161] When the thermal management system 1 is in the air cooling state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the first throttling element 610 is opened and throttled, the out-of-vehicle heat exchanger 120 acts as a condenser, and the in-vehicle evaporator 130 acts as an evaporator.

[0162] Specifically, when the thermal management system 1 is in the air cooling state, the second on-off valve 720 and the first throttling element 610 are opened, and the first on-off valve 710, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are all closed.

[0163] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time the in-vehicle condenser 140 has no wind passing through, i.e. the in-vehicle condenser 140 only acts as a flow passage, then the high-temperature and high-pressure refrigerant flows to the out-of-vehicle heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the out-of-vehicle heat exchanger 120, the out-of-vehicle heat exchanger 120 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), the medium-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling by the first throttling element 610, the low-temperature and low-pressure refrigerant absorbs heat in the vehicle cabin through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle cabin, finally the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air cooling state of the thermal management system 1.

[0164] In some embodiments of the present application, as shown in FIG. 3, the thermal management system 1 has an air cooling and ice cooling state.

[0165] When the heat management system 1 is in the air cooling ice cold state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the first throttling element 610 and the second throttling element 620 are opened and throttled, the third throttling element 630 is opened, the vehicle outside heat exchanger 120 acts as a condenser, and the vehicle inside evaporator 130 and the refrigerator refrigeration heat exchanger 210 act as evaporators.

[0166] Specifically, when the heat management system 1 is in the air cooling ice cold state, the second on-off valve 720, the first throttling element 610, the second throttling element 620, and the third throttling element 630 are opened, and the first on-off valve 710, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are all closed.

[0167] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle inside condenser 140 through the compressor 100 at this time, and the vehicle inside condenser 140 is not blown by the wind, that is, the vehicle inside condenser 140 only acts as a flow channel, and then the high-temperature and high-pressure refrigerant flows to the vehicle outside heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the vehicle outside heat exchanger 120, and the vehicle outside heat exchanger 120 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the environment temperature).

[0168] Then, the medium-temperature and high-pressure refrigerant is divided into two branches after passing through the vehicle outside heat exchanger 120:

[0169] Branch 1: The part of the refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the first throttling element 610, and then the low-temperature and low-pressure refrigerant absorbs the heat in the vehicle through the vehicle inside evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration for the vehicle, and then the part of the refrigerant flows into the first gas-liquid separator 150 through the vehicle inside evaporator 130, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111;

[0170] Branch 2: Another part of the refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the second throttling element 620, and then the low-temperature and low-pressure refrigerant absorbs the heat in the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature in the refrigerator and realizing refrigeration for the refrigerator, and then the part of the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the heat management system 1 in the air cooling ice cold state.

[0171] In some specific embodiments of the present application, as shown in FIG. 4, the heat management system 1 has an ice cold state.

[0172] When the thermal management system 1 is in the ice-cool state, the second on-off valve 720 is open, the first on-off valve 710 is closed, the second throttling element 620 is open and throttling, the third throttling element 630 is open, the vehicle exterior heat exchanger 120 acts as a condenser, and the refrigerator heat exchanger 210 acts as an evaporator.

[0173] Specifically, when the thermal management system 1 is in the ice-cool state, the second on-off valve 720, the second throttling element 620, and the third throttling element 630 are open, and the first on-off valve 710, the first throttling element 610, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are closed.

[0174] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 through the compressor 100, at this time, the vehicle interior condenser 140 has no wind passing through, that is, the vehicle interior condenser 140 only acts as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the vehicle exterior heat exchanger 120 through the second on-off valve 720, and releases heat to the environment through the vehicle exterior heat exchanger 120, the vehicle exterior heat exchanger 120 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), the medium-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure wet vapor or supercooled liquid after throttling and temperature reduction by the second throttling element 620, the low-temperature and low-pressure refrigerant absorbs heat inside the refrigerator through the refrigerator heat exchanger 210, thereby reducing the temperature inside the refrigerator, realizing refrigeration of the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator heat exchanger 210, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator, ensuring stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the ice-cool state of the thermal management system 1.

[0175] In some embodiments of the present application, as shown in FIG. 5, the thermal management system 1 has a hot-ice state.

[0176] When the thermal management system 1 is in the hot-ice state, the first on-off valve 710 is open, the second on-off valve 720 is closed, the fourth throttling element 640 is open and throttling, the vehicle interior condenser 140 acts as a condenser, and the vehicle exterior heat exchanger 120 acts as an evaporator.

[0177] Specifically, when the thermal management system 1 is in the hot-ice state, the first on-off valve 710 and the fourth throttling element 640 are open, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650, and the sixth throttling element 660 are closed.

[0178] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140, and the medium-temperature and high-pressure refrigerant is further throttled to a low-temperature and low-pressure wet vapor or supercooled liquid through the fourth throttling element 640, the low-temperature and low-pressure refrigerant flows into the out-vehicle heat exchanger 120, and absorbs heat from the environment through the out-vehicle heat exchanger 120 to complete the heat absorption process from the environment, and then the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air-heat state of the thermal management system 1.

[0179] In some embodiments of the present application, as shown in FIG. 6, the thermal management system 1 has an air-heat-ice-heat state.

[0180] When the thermal management system 1 is in the air-heat-ice-heat state, the first on-off valve 710 is opened, the second on-off valve 720 is closed, the fourth throttling element 640 and the sixth throttling element 660 are opened and throttled, and the fifth throttling element 650 is opened. The in-vehicle condenser 140 and the refrigerator heating heat exchanger 310 act as a condenser, and the out-vehicle heat exchanger 120 acts as an evaporator.

[0181] Specifically, when the thermal management system 1 is in the air-heat-ice-heat state, the first on-off valve 710, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are opened, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, and the third throttling element 630 are closed.

[0182] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140, and the medium-temperature and high-pressure refrigerant is further throttled to a low-temperature and low-pressure wet vapor or supercooled liquid through the fourth throttling element 640, the low-temperature and low-pressure refrigerant flows into the out-vehicle heat exchanger 120, and absorbs heat from the environment through the out-vehicle heat exchanger 120 to complete the heat absorption process from the environment, and then the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air-heat state of the thermal management system 1.

[0183] Branch 1: This part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140, and the medium-temperature and high-pressure refrigerant is further throttled to a low-temperature and low-pressure wet vapor or supercooled liquid through the fourth throttling element 640;

[0184] Branch 2: Another part of the refrigerant enters the refrigerator heating heat exchanger 310 after passing through the fifth throttling element 650, and releases heat to the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating for the refrigerator, and then the refrigerant becomes a medium-temperature and high-pressure refrigerant after passing through the refrigerator heating heat exchanger 310, and the medium-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure wet vapor or supercooled liquid after being throttled by the sixth throttling element 660;

[0185] Then, the low-temperature and low-pressure refrigerant flowing out of the fourth throttling element 640 in the branch 1 and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in the branch 2 are merged and flow to the vehicle exterior heat exchanger 120 together, and then the heat of the outside environment can be absorbed by the vehicle exterior heat exchanger 120 to complete the process of absorbing heat from the environment, and then the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to realize the cycle of the air-heat-ice-heat state of the thermal management system 1.

[0186] In addition, it needs to be explained that when the inlet temperature of the refrigerator heating heat exchanger 310 exceeds a certain range, the local temperature in the refrigerator is easy to exceed its working temperature range, so the required temperature of the vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and when the inlet temperature of the refrigerator heating heat exchanger 310 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 650 can be reduced to reduce the inlet temperature of the refrigerator heating heat exchanger 310, so as to realize the control of different heating temperatures of the refrigerator heating heat exchanger 310 and the vehicle condenser 140 in the air-heat-ice-heat state.

[0187] In some embodiments of the present application, as shown in FIG. 7, the thermal management system 1 has an ice-heat state.

[0188] When the thermal management system 1 is in the ice-heat state, the first on-off valve 710 is opened, the second on-off valve 720 is closed, the sixth throttling element 660 is opened and throttled, and the fifth throttling element 650 is opened. The refrigerator heating heat exchanger 310 acts as a condenser, and the vehicle exterior heat exchanger 120 acts as an evaporator.

[0189] Specifically, when the thermal management system 1 is in the ice-heat state, the first on-off valve 710, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, the third throttling element 630 and the fourth throttling element 640 are all closed.

[0190] Thus, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 100 can flow to the refrigerator heat exchanger 310 through the fifth throttling element 650, release heat to the refrigerator through the refrigerator heat exchanger 310 to achieve heating for the refrigerator, and then become medium-temperature and high-pressure refrigerant after passing through the refrigerator heat exchanger 310. The medium-temperature and high-pressure refrigerant is throttled and cooled by the sixth throttling element 660 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant then flows to the vehicle exterior heat exchanger 120, absorbs heat from the outside through the vehicle exterior heat exchanger 120, and completes the heat absorption process from the environment. Finally, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and serves as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, and the ice-heating state of the thermal management system 1 is circulated.

[0191] In some embodiments of the present application, as shown in FIG. 8, the thermal management system 1 has an air dehumidification state.

[0192] When the thermal management system 1 is in the air dehumidification state, the second on-off valve 720 is opened, the first on-off valve 710 is closed, the first throttling element 610 is opened and functions as a throttling element, and the vehicle interior condenser 140 and the vehicle exterior heat exchanger 120 function as a condenser, and the vehicle interior evaporator 130 functions as an evaporator.

[0193] Specifically, when the thermal management system 1 is in the air dehumidification state, the second on-off valve 720 and the first throttling element 610 are opened, and the first on-off valve 710, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are closed.

[0194] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 100, at which time the in-vehicle condenser 140 is not blown by the wind, i.e., the in-vehicle condenser 140 only serves as a flow channel, and then the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the second on-off valve 720 and releases heat to the environment through the out-vehicle heat exchanger 120, and the out-vehicle heat exchanger 120 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), the medium-temperature and high-pressure refrigerant is then throttled and cooled by the first throttling element 610 to become a low-temperature and low-pressure wet vapor or supercooled liquid, the low-temperature and low-pressure refrigerant then flows to the in-vehicle evaporator 130, at which time the high-humidity air passes through the in-vehicle evaporator 130, the high-humidity air is cooled and condensed water is separated out, the absolute humidity of the air in the passenger compartment is reduced, thereby achieving dehumidification in the vehicle, and finally the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil and serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air dehumidification state of the thermal management system 1.

[0195] In addition, it should be noted that if temperature compensation is required after the air passing through the in-vehicle evaporator 130 is dehumidified, part of the dehumidified air can flow through the in-vehicle condenser 140 to be heated, so as to control the temperature in the vehicle while reducing the humidity in the vehicle.

[0196] In some embodiments of the present application, as shown in FIG. 9, the thermal management system 1 has an air de-fogging state.

[0197] When the thermal management system 1 is in the air de-fogging state, the first on-off valve 710 is open, the second on-off valve 720 is closed, the fourth throttling element 640 is open and functions as a throttling element, the in-vehicle condenser 140 functions as a condenser, and the out-vehicle heat exchanger 120 functions as an evaporator.

[0198] Specifically, when the thermal management system 1 is in the air de-fogging state, the first on-off valve 710 and the fourth throttling element 640 are open, and the second on-off valve 720, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650, and the sixth throttling element 660 are closed.

[0199] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, and release heat to the passenger compartment through the in-vehicle condenser 140, at this time, the low-temperature air is heated to high-temperature air through the in-vehicle condenser 140, and the high-temperature air is blown to the fog on the glass through the defogging air duct to realize defogging for the vehicle interior, then the refrigerant is cooled to medium-temperature and high-pressure fluid through the in-vehicle condenser 140, the medium-temperature and high-pressure refrigerant is further throttled and cooled to low-temperature and low-pressure wet steam or supercooled liquid through the fourth throttling element 640, the low-temperature and low-pressure refrigerant flows into the out-vehicle heat exchanger 120, and absorbs heat from the outside through the out-vehicle heat exchanger 120 to complete the process of absorbing heat from the environment, finally, the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to form a cycle of the heat management system 1 in the air defogging state.

[0200] In some embodiments of the present application, as shown in FIG. 10, the heat management system 1 further comprises a battery heat exchange module 400.

[0201] The first end of the battery heat exchange module 400 is connected to the second end of the out-vehicle heat exchanger 120, and the second end of the battery heat exchange module 400 is connected to the first inlet 111 and the outlet 113, respectively.

[0202] In this way, when it is necessary to heat the battery pack through the battery heat exchange module 400, the refrigerant can be controlled to flow directly to the battery heat exchange module 400 through the outlet 113, so that the refrigerant can release heat to the battery pack through the battery heat exchange module 400 to heat the battery pack, and when it is necessary to cool the battery pack through the battery heat exchange module 400, the refrigerant can be controlled to flow back to the compressor 100 through the first inlet 111 after absorbing the heat of the battery pack through the battery heat exchange module 400.

[0203] In some embodiments of the present application, as shown in FIG. 10, the battery heat exchange module 400 comprises a battery pack heat exchanger 410, a third on-off valve 730 and a fourth on-off valve 740.

[0204] The first end of the battery pack heat exchanger 410 is connected to the second end of the out-vehicle heat exchanger 120, the first end of the third on-off valve 730 is connected to the second end of the battery pack heat exchanger 410, and the second end of the third on-off valve 730 is connected to the first inlet 111 to control the on-off between the battery pack heat exchanger 410 and the first inlet 111, the first end of the fourth on-off valve 740 is connected to the outlet 113, and the second end of the fourth on-off valve 740 is connected to the second end of the battery pack heat exchanger 410 to control the on-off between the battery pack heat exchanger 410 and the outlet 113.

[0205] The third on-off valve 730 and the fourth on-off valve 740 can be solenoid valves. Thus, when the battery pack needs to be heated by the battery pack heat exchanger 410, the fourth on-off valve 740 can be opened and the third on-off valve 730 can be closed, so that the refrigerant flowing out of the compressor 100 can directly flow to the battery pack heat exchanger 410 through the fourth on-off valve 740, so as to heat the battery pack through the battery pack heat exchanger 410; when the battery pack needs to be cooled by the battery pack heat exchanger 410, the third on-off valve 730 can be opened and the fourth on-off valve 740 can be closed, so that the refrigerant can flow to the first inlet 111 through the third on-off valve 730, and then can flow back to the compressor 100; if neither heating nor cooling of the battery pack is needed, the third on-off valve 730 and the fourth on-off valve 740 can be closed, and the refrigerant no longer flows through the battery pack heat exchanger 410.

[0206] In some embodiments of the present application, as shown in FIG. 10, the battery heat exchange module 400 includes a seventh throttling element 670 and an eighth throttling element 680.

[0207] The first end of the seventh throttling element 670 is connected to the first end of the battery pack heat exchanger 410, the second end of the seventh throttling element 670 is connected to the second end of the external heat exchanger 120, the first end of the eighth throttling element 680 is connected to the second end of the battery pack heat exchanger 410, and the second end of the eighth throttling element 680 is connected to the first end of the third on-off valve 730 and the second end of the fourth on-off valve 740, respectively.

[0208] The seventh throttling element 670 and the eighth throttling element 680 can be electronic expansion valves.

[0209] In this way, when the battery pack is cooled, the seventh throttling element 670 can throttle and depressurize the refrigerant flowing to the battery pack heat exchanger 410, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the battery pack through the battery pack heat exchanger 410, so that the refrigeration effect of the battery pack is better; or when the battery pack is heated, the seventh throttling element 670 can throttle and depressurize the refrigerant flowing out of the battery pack heat exchanger 410, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat of the external environment through the external heat exchanger 120, so that the heat absorption is more sufficient.

[0210] In addition, by setting the eighth throttling element 680, when the inlet temperature of the battery pack heat exchanger 410 exceeds a certain range, the local temperature of the battery pack is easy to exceed its working temperature range, so the required temperature of the in-vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and when the inlet temperature of the battery pack heat exchanger 410 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the eighth throttling element 680 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 410, thereby achieving control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 410.

[0211] In some embodiments of the present application, as shown in FIG. 10, the battery heat exchange module 400 further comprises a first one-way valve 420 and a second one-way valve 430.

[0212] The first end of the first one-way valve 420 is connected to the second end of the seventh throttling element 670, and the second end of the first one-way valve 420 is respectively connected to the first end of the first on-off valve 710, the first end of the first throttling valve 610 and the first end of the second throttling valve 620. The first one-way valve 420 only allows the refrigerant to flow from the battery pack heat exchanger 410 to at least one of the first on-off valve 710, the first throttling valve 610 and the second throttling valve 620. The first end of the second one-way valve 430 is connected to the second end of the out-of-vehicle heat exchanger 120, and the second end of the second one-way valve 430 is connected to the second end of the seventh throttling element 670. The second one-way valve 430 only allows the refrigerant to flow from the out-of-vehicle heat exchanger 120 to the battery pack heat exchanger 410. In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 410 can flow to at least one of the first on-off valve 710, the first throttling valve 610 and the second throttling valve 620 through the first one-way valve 420, and when refrigerating the battery pack, the refrigerant flowing out of the out-of-vehicle heat exchanger 120 can flow to the battery pack heat exchanger 410 through the second one-way valve 430, and the flow path does not interfere, and the refrigerant flow can be more smooth.

[0213] In some embodiments of the present application, as shown in FIG. 10, the out-of-vehicle heat exchanger 120 comprises a first out-of-vehicle heat exchanger 121 and a second out-of-vehicle heat exchanger 122.

[0214] The first end of the first vehicle outer heat exchanger 121 is connected with the first end of the vehicle inner condenser 140, the second end of the first vehicle outer heat exchanger 121 is respectively connected with the second end of the vehicle inner evaporator 130, the first end of the refrigerator refrigeration heat exchanger 210 and the first end of the battery pack heat exchanger 410, and the second vehicle outer heat exchanger 122 is connected with the first vehicle outer heat exchanger 121 in parallel. In this way, the heat management system 1 can absorb heat from the external environment through the first vehicle outer heat exchanger 121 or the second vehicle outer heat exchanger 122, or the heat management system 1 can also simultaneously absorb heat from the external environment through the first vehicle outer heat exchanger 121 and the second vehicle outer heat exchanger 122, and the heat absorption from the external environment can be more sufficient.

[0215] In some embodiments of the present application, as shown in FIG. 10, the heat management system 1 further includes a motor cooling module 500, and the motor cooling module 500 includes a three-way valve 510, a motor cooling channel 520 and a motor heat exchanger 530.

[0216] The three-way valve 510 includes a first connecting port 511, a second connecting port 512 and a third connecting port 513, the first end of the motor cooling channel 520 is connected with the first connecting port 511, the first end of the motor heat exchanger 530 is connected with the second connecting port 512, the second vehicle outer heat exchanger 122 has a first heat exchange channel 1221 and a second heat exchange channel 1222 which exchange heat with each other, the first end of the first heat exchange channel 1221 is respectively connected with the third connecting port 513 and the second end of the motor heat exchanger 530, the second end of the first heat exchange channel 1221 is connected with the second end of the motor cooling channel 520, the first end of the second heat exchange channel 1222 is connected with the first end of the battery pack heat exchanger 410, and the second end of the second heat exchange channel 1222 is respectively connected with the first end of the first on-off valve 710, the second end of the vehicle inner evaporator 130 and the first end of the refrigerator refrigeration module 200.

[0217] The motor heat exchanger 530 is a motor radiator, and the motor cooling module 500 can release heat of the motor cooling module 500 to the external air through the motor heat exchanger 530 to cool and heat the motor cooling module 500.

[0218] The second vehicle external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel 1221 can be connected to the motor cooling module 500, and the second heat exchange channel 1222 can be connected to the refrigerant circuit, so that heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 500 can be realized, so that the heat in the motor cooling module 500 can be exchanged to the refrigerant circuit through the second vehicle external heat exchanger 122, that is, the heat management system 1 can utilize the waste heat of the motor cooling module 500, which is beneficial to improve the energy utilization rate of the heat management system 1, and when the external temperature is low, the waste heat of the motor cooling module 500 can be used to heat the passenger compartment or the refrigerator, so as to improve the heating efficiency of the heat management system 1.

[0219] In some embodiments of the present application, as shown in FIG. 10, the air conditioning module further comprises a fifth on-off valve 750 and a sixth on-off valve 760.

[0220] The first end of the fifth on-off valve 750 is connected to the second end of the vehicle internal condenser 140, and the second end of the fifth on-off valve 750 is connected to the first end of the first vehicle external heat exchanger 121. The first end of the sixth on-off valve 760 is connected to the second end of the vehicle internal condenser 140, and the second end of the sixth on-off valve 760 is connected to the first end of the second vehicle external heat exchanger 122.

[0221] The fifth on-off valve 750 and the sixth on-off valve 760 can both be solenoid valves.

[0222] Therefore, by cooperating the fifth on-off valve 750 and the sixth on-off valve 760, the refrigerant can flow through the first vehicle external heat exchanger 121 and / or the second vehicle external heat exchanger 122. Specifically, when the refrigerant needs to flow through the first vehicle external heat exchanger 121 and the second vehicle external heat exchanger 122 at the same time, the fifth on-off valve 750 and the sixth on-off valve 760 can be opened at the same time; when the refrigerant needs to flow through the first vehicle external heat exchanger 121 and not flow through the second vehicle external heat exchanger 122, the fifth on-off valve 750 can be opened and the sixth on-off valve 760 can be closed; when the refrigerant needs to flow through the second vehicle external heat exchanger 122 and not flow through the first vehicle external heat exchanger 121, the sixth on-off valve 760 can be opened and the fifth on-off valve 750 can be closed.

[0223] In some embodiments of the present application, as shown in FIG. 11, the heat management system 1 has an air cooling state.

[0224] When the heat management system 1 is in the air cooling state, the second on-off valve 720 and the fifth on-off valve 750 are opened, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 is opened and functions as a throttling element, the first vehicle external heat exchanger 121 functions as a condenser, and the vehicle internal evaporator 130 functions as an evaporator.

[0225] Specifically, when the thermal management system 1 is in the air cooling state, the second on-off valve 720, the fifth on-off valve 750 and the first throttling element 610 are open, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are closed.

[0226] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the first vehicle exterior heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first vehicle exterior heat exchanger 121, and the first vehicle exterior heat exchanger 121 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), the medium-temperature and high-pressure refrigerant is throttled and cooled by the first throttling element 610 to become a low-temperature and low-pressure wet vapor or supercooled liquid, the low-temperature and low-pressure refrigerant absorbs heat in the vehicle through the in-vehicle evaporator 130, the high-temperature air in the vehicle is cooled to become low-temperature air, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle, and finally the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the thermal management system 1 in the air cooling state.

[0227] In some embodiments of the present application, as shown in FIG. 12, the thermal management system 1 has an air cooling and electric cooling state.

[0228] When the thermal management system 1 is in the air cooling and electric cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are open, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 and the seventh throttling element 670 are open and function as throttling elements, the eighth throttling element 680 is open, the first vehicle exterior heat exchanger 121 functions as a condenser, and the in-vehicle evaporator 130 and the battery pack heat exchanger 410 function as evaporators.

[0229] Specifically, when the thermal management system 1 is in the air cooling and electric cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the seventh throttling element 670, and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are all closed.

[0230] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the first vehicle external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first vehicle external heat exchanger 121, and the first vehicle external heat exchanger 121 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature).

[0231] Then, the medium-temperature and high-pressure refrigerant forms two branches after passing through the first vehicle external heat exchanger 121:

[0232] Branch 1: The part of the refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the first throttling element 610, and then the low-temperature and low-pressure refrigerant absorbs the heat of the vehicle interior through the in-vehicle evaporator 130, the high-temperature air in the vehicle interior is cooled to become low-temperature air, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle interior;

[0233] Branch 2: Another part of the refrigerant flows to the seventh throttling element 670 through the second check valve 430 to be throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid, and then the low-temperature and low-pressure refrigerant absorbs the heat of the battery pack through the battery pack heat exchanger 410, thereby refrigerating the battery pack to reduce the temperature of the battery pack and avoid the temperature of the battery pack being too high;

[0234] Finally, the refrigerant of the branch 1 flows out from the in-vehicle evaporator 130, and the refrigerant of the branch 2 flows out through the eighth throttling element 680 and the third on-off valve 730, and the refrigerants of the two branches are combined and then flow into the first gas-liquid separator 150, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air cooling and electric cooling state of the thermal management system 1.

[0235] In some specific embodiments of the present application, as shown in FIG. 13, the thermal management system 1 has an air cooling, electric cooling, and ice cooling state.

[0236] When the thermal management system 1 is in the air cooling, electric cooling and ice cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are opened, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610, the second throttling element 620 and the seventh throttling element 670 are opened and throttled, the third throttling element 630 and the eighth throttling element 680 are opened, and the first vehicle exterior heat exchanger 121 acts as a condenser, and the vehicle interior evaporator 130, the battery pack heat exchanger 410 and the refrigerator refrigeration heat exchanger 210 act as evaporators.

[0237] Specifically, when the thermal management system 1 is in the air cooling, electric cooling and ice cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are closed.

[0238] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 by the compressor 100, at this time, the vehicle interior condenser 140 has no wind passing through, that is, the vehicle interior condenser 140 only acts as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the first vehicle exterior heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first vehicle exterior heat exchanger 121, and the first vehicle exterior heat exchanger 121 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the environment temperature).

[0239] Then, the medium-temperature and high-pressure refrigerant forms three branches after passing through the first vehicle exterior heat exchanger 121:

[0240] Branch 1: The part of the refrigerant is throttled and cooled by the first throttling element 610 to become low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant absorbs the heat of the vehicle interior through the vehicle interior evaporator 130, the high-temperature air in the vehicle interior is cooled to become low-temperature air, thereby reducing the temperature of the passenger compartment and realizing the refrigeration for the vehicle interior;

[0241] Branch 2: The second part of the refrigerant flows to the seventh throttling element 670 through the second check valve 430, is throttled and cooled, becomes low-temperature and low-pressure wet vapor or supercooled liquid, and absorbs the heat of the battery pack through the battery pack heat exchanger 410, thereby refrigerating the battery pack to reduce the temperature of the battery pack and avoid the temperature of the battery pack being too high. Then, the refrigerant of the branch 1 flows out from the vehicle evaporator 130, and the refrigerant of the branch 2 flows out through the eighth throttling element 680 and the third on-off valve 730, and the refrigerants of the two branches flow into the first gas-liquid separator 150 after being combined, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111;

[0242] Branch 3: The third part of the refrigerant is throttled and cooled by the second throttling element 620, becomes low-temperature and low-pressure wet vapor or supercooled liquid, absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator to achieve refrigeration for the refrigerator, and then flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the air-cooling, electric-cooling and ice-cooling state of the thermal management system 1.

[0243] In some embodiments of the present application, as shown in FIG. 14, the thermal management system 1 has an air-cooling and ice-cooling state.

[0244] When the thermal management system 1 is in the air-cooling and ice-cooling state, the second on-off valve 720 and the fifth on-off valve 750 are opened, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 and the second throttling element 620 are opened and function as throttling elements, the third throttling element 630 is opened, the first vehicle external heat exchanger 121 functions as a condenser, and the vehicle evaporator 130 and the refrigerator refrigeration heat exchanger 210 function as evaporators.

[0245] Specifically, when the thermal management system 1 is in the air-cooling and ice-cooling state, the second on-off valve 720, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620 and the third throttling element 630 are opened, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0246] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the first vehicle exterior heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first vehicle exterior heat exchanger 121, and the first vehicle exterior heat exchanger 121 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature).

[0247] Then, the medium-temperature and high-pressure refrigerant after passing through the first vehicle exterior heat exchanger 121 forms two branches:

[0248] Branch 1: The part of the refrigerant is throttled to a low-temperature and low-pressure wet vapor or supercooled liquid through the first throttling element 610, and then the low-temperature and low-pressure refrigerant absorbs the heat in the vehicle through the in-vehicle evaporator 130, the high-temperature air in the vehicle is cooled to low-temperature air, thereby reducing the temperature of the passenger compartment, achieving refrigeration for the vehicle, and then the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage, ensuring stable suction of the compressor 100, and finally the part of the refrigerant returns to the compressor 100 through the first inlet 111;

[0249] Branch 2: Another part of the refrigerant is throttled to a low-temperature and low-pressure wet vapor or supercooled liquid through the second throttling element 620, and then the low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator, achieving refrigeration for the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage, ensuring stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the air-cooling and ice-cooling state of the thermal management system 1.

[0250] In some embodiments of the present application, as shown in FIG. 15, the thermal management system 1 has an electric-cooling and ice-cooling state.

[0251] When the thermal management system 1 is in the electric-cooling and ice-cooling state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are opened, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the second throttling element 620 and the seventh throttling element 670 are opened and throttled, the third throttling element 630 and the eighth throttling element 680 are opened, the first vehicle exterior heat exchanger 121 serves as a condenser, and the battery pack heat exchanger 410 and the refrigerator refrigeration heat exchanger 210 serve as evaporators.

[0252] Specifically, when the thermal management system 1 is in the electric cooling and ice cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the second throttling element 620, the third throttling element 630, the seventh throttling element 670, and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the first throttling element 610, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are all closed.

[0253] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first out-vehicle heat exchanger 121, and the first out-vehicle heat exchanger 121 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature).

[0254] Then, the medium-temperature and high-pressure refrigerant forms two branches after passing through the first out-vehicle heat exchanger 121:

[0255] Branch 1: The part of the refrigerant flows to the seventh throttling element 670 through the second check valve 430, is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid, absorbs the heat of the battery pack through the battery pack heat exchanger 410, and then can refrigerate the battery pack to reduce the temperature of the battery pack, so as to avoid that the temperature of the battery pack is too high, and then the part of the refrigerant flows to the first gas-liquid separator 150 through the eighth throttling element 680 and the third on-off valve 730, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111;

[0256] Branch 2: Another part of the refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid after passing through the second throttling element 620, absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, and then can reduce the temperature inside the refrigerator to realize refrigeration for the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, to complete the cycle of the electric cooling and ice cooling state of the thermal management system 1.

[0257] In some specific embodiments of the present application, as shown in FIG. 16, the thermal management system 1 has an ice cooling state.

[0258] When the thermal management system 1 is in the ice-cool state, the second on-off valve 720 and the fifth on-off valve 750 are open, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the second throttling element 620 is open and throttles, the third throttling element 630 is open, and the first vehicle exterior heat exchanger 121 acts as a condenser, and the refrigerator refrigeration heat exchanger 210 acts as an evaporator.

[0259] Specifically, when the thermal management system 1 is in the ice-cool state, the second on-off valve 720, the fifth on-off valve 750, the second throttling element 620 and the third throttling element 630 are open, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the first throttling element 610, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0260] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 through the compressor 100, at this time, the vehicle interior condenser 140 has no wind passing through, that is, the vehicle interior condenser 140 only acts as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the vehicle exterior heat exchanger 120 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first vehicle exterior heat exchanger 121, the first vehicle exterior heat exchanger 121 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the environment temperature), the medium-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure wet steam or a supercooled liquid after throttling by the second throttling element 620, the low-temperature and low-pressure refrigerant absorbs heat inside the refrigerator through the refrigerator refrigeration heat exchanger 210, thereby reducing the temperature inside the refrigerator, achieving refrigeration for the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 210, the second gas-liquid separator 160 separates the refrigerant from the refrigeration oil, and acts as a refrigerant gas intermediate accumulator, ensuring stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the ice-cool state of the thermal management system 1.

[0261] In some specific embodiments of the present application, as shown in FIG. 17, the thermal management system 1 has an electric-cool state.

[0262] When the thermal management system 1 is in the electric-cool state, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are open, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the seventh throttling element 670 is open and throttles, the eighth throttling element 680 is open, the first vehicle exterior heat exchanger 121 acts as a condenser, and the battery pack heat exchanger 410 acts as an evaporator.

[0263] Specifically, when the thermal management system 1 is in the electric cooling state, the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the seventh throttling element 670, and the eighth throttling element 680 are opened, and the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, and the sixth throttling element 660 are all closed.

[0264] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first out-vehicle heat exchanger 121, and the first out-vehicle heat exchanger 121 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature), the medium-temperature and high-pressure refrigerant flows to the seventh throttling element 670 through the second one-way valve 430, the refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the seventh throttling element 670, the low-temperature and low-pressure refrigerant absorbs the heat of the battery pack through the battery pack heat exchanger 410, and then can refrigerate the battery pack to reduce the temperature of the battery pack, so as to avoid the temperature of the battery pack being too high, then the refrigerant flows to the first gas-liquid separator 150 through the eighth throttling element 680 and the third on-off valve 730, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to realize the circulation of the electric cooling state of the thermal management system 1.

[0265] In some embodiments of the present application, as shown in FIG. 18, the thermal management system 1 has an air cooling state.

[0266] When the thermal management system 1 is in the air cooling state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, and the fifth on-off valve 750 are closed, the fourth throttling element 640 is opened and functions as a throttling element, the in-vehicle condenser 140 functions as a condenser, and the second out-vehicle heat exchanger 122 functions as an evaporator.

[0267] Specifically, when the thermal management system 1 is in the air cooling state, the first on-off valve 710, the sixth on-off valve 760, and the fourth throttling element 640 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670, and the eighth throttling element 680 are all closed.

[0268] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 100, and release heat to the passenger cabin by the in-vehicle condenser 140 to achieve heating for the passenger cabin, while the refrigerant is cooled to a medium-temperature and high-pressure fluid by the in-vehicle condenser 140, the medium-temperature and medium-pressure refrigerant is throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid by the fourth throttling element 640, the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the sixth on-off valve 760, and absorbs the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122 to complete the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air-heat state of the thermal management system 1.

[0269] In some embodiments of the present application, as shown in FIG. 19, the thermal management system 1 has an air-heat-electricity state.

[0270] When the thermal management system 1 is in the air-heat-electricity state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the fourth throttling element 640 and the seventh throttling element 670 are opened and throttled, the eighth throttling element 680 is opened, the in-vehicle condenser 140 and the battery pack heat exchanger 410 serve as condensers, and the second vehicle external heat exchanger 122 serves as an evaporator.

[0271] Specifically, when the thermal management system 1 is in the air-heat-electricity state, the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650 and the sixth throttling element 660 are closed.

[0272] Thus, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor 100 can be divided into two branches:

[0273] Branch 1: part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger cabin through the in-vehicle condenser 140 to achieve heating for the passenger cabin, while the refrigerant is cooled to a medium-temperature and high-pressure fluid by the in-vehicle condenser 140, the medium-temperature and medium-pressure refrigerant is throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid by the fourth throttling element 640, and the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0274] Branch 2: Another part of the refrigerant flows through the fourth on-off valve 740 and the eighth throttling element 680 to the battery pack heat exchanger 410, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack, avoid the temperature of the battery pack being too low, and achieve heating of the battery pack. At the same time, the refrigerant flowing through the battery pack heat exchanger 410 becomes medium-temperature high-pressure refrigerant, which is throttled and cooled by the seventh throttling element 670 into low-temperature low-pressure wet steam or supercooled liquid. The low-temperature low-pressure refrigerant flows through the first one-way valve 420 to the second vehicle external heat exchanger 122.

[0275] Then, the low-temperature low-pressure refrigerant of Branch 1 flowing out of the fourth throttling element 640 and the low-temperature low-pressure refrigerant of Branch 2 flowing out of the first one-way valve 420 are combined, and flow through the sixth on-off valve 760 to the second vehicle external heat exchanger 122 to absorb the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122, complete the process of absorbing heat from the environment, and finally the refrigerant flows through the first on-off valve 710 to the first gas-liquid separator 150, which separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, and the cycle of the heat management system 1 in the air-heat-electricity-heat state is completed.

[0276] In addition, it needs to be explained that when the inlet temperature of the battery pack heat exchanger 410 exceeds a certain range, the local temperature of the battery pack is easy to exceed its working temperature range, so the required temperature of the vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and when the inlet temperature of the battery pack heat exchanger 410 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the eighth throttling element 680 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 410, so as to control the different heating temperatures of the vehicle condenser 140 and the battery pack heat exchanger 410 in the air-heat-electricity-heat state.

[0277] In some embodiments of the present application, as shown in FIG. 20, the heat management system 1 has an air-heat-electricity-heat-ice state.

[0278] When the heat management system 1 is in the air-heat-electricity-heat-ice state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the fourth throttling element 640, the sixth throttling element 660 and the seventh throttling element 670 are opened and function as throttling elements, the fifth throttling element 650 and the eighth throttling element 680 are opened, the vehicle condenser 140, the battery pack heat exchanger 410 and the refrigerator heating heat exchanger 310 function as condensers, and the second vehicle external heat exchanger 122 functions as an evaporator.

[0279] Specifically, when the heat management system 1 is in the air cooling and heating, electric heating and ice cooling state, the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620 and the third throttling element 630 are closed.

[0280] Thus, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor 100 can be divided into three branches:

[0281] Branch 1: The first part of the refrigerant flows to the in-vehicle condenser 140, and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled by the fourth throttling element 640 to become a low-temperature and low-pressure wet vapor or supercooled liquid, and the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0282] Branch 2: The second part of the refrigerant flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack and avoid the temperature of the battery pack being too low, thereby achieving heating for the battery pack. At the same time, the refrigerant flowing through the battery pack heat exchanger 410 becomes a medium-temperature and high-pressure refrigerant, which is then throttled and cooled by the seventh throttling element 670 to become a low-temperature and low-pressure wet vapor or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the first check valve 420;

[0283] Branch 3: The third part of the refrigerant flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating for the refrigerator. Then, the refrigerant becomes a medium-temperature and high-pressure refrigerant after passing through the refrigerator heating heat exchanger 310, which is then throttled and cooled by the sixth throttling element 660 to become a low-temperature and low-pressure wet vapor or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0284] Then, the low-temperature and low-pressure refrigerant flowing out of the fourth throttling element 640 in the branch 1, the low-temperature and low-pressure refrigerant flowing out of the seventh throttling element 670 in the branch 2, and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in the branch 3 are merged, and flow to the second vehicle interior heat exchanger through the sixth on-off valve 760, so as to absorb the waste heat of the environment or the motor cooling module 500 through the second vehicle exterior heat exchanger 122, complete the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, and completes the cycle of the air-heat-electricity-ice-heat state of the thermal management system 1.

[0285] In addition, it needs to be explained that when the inlet temperature of the battery pack heat exchanger 410 and the inlet temperature of the refrigerator heat exchanger exceed a certain range, the local temperature of the battery pack and the local temperature in the refrigerator are easy to exceed their working temperature range, so the required temperature of the vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95℃), and when the inlet temperature of the battery pack heat exchanger 410 and the inlet temperature of the refrigerator heating heat exchanger 310 reach the upper limit (for example, the upper limit temperature is 65℃), the opening of the eighth throttling element 680 and the fifth throttling element 650 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 410 and the inlet temperature of the refrigerator heating heat exchanger 310, so as to realize the control of different heating temperatures of the battery pack heat exchanger 410, the refrigerator heating heat exchanger 310 and the vehicle condenser 140 in the air-heat-electricity-ice-heat state.

[0286] In some embodiments of the present application, as shown in FIG. 21, the thermal management system 1 has an air-heat-ice-heat state.

[0287] When the thermal management system 1 is in the air-heat-ice-heat state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the fourth throttling element 640 and the sixth throttling element 660 are opened and throttled, the fifth throttling element 650 is opened, the vehicle condenser 140 and the refrigerator heating heat exchanger 310 act as condensers, and the second vehicle exterior heat exchanger 122 acts as an evaporator.

[0288] Specifically, when the thermal management system 1 is in the air-heat-ice-heat state, the first on-off valve 710, the sixth on-off valve 760, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0289] Thus, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor 100 can be divided into two branches:

[0290] Branch 1: part of the refrigerant flows to the in-vehicle condenser 140 and releases heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140. The medium-temperature and medium-pressure refrigerant is throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid by the fourth throttling element 640, and the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0291] Branch 2: another part of the refrigerant flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating for the refrigerator. Then, the refrigerant becomes a medium-temperature and high-pressure refrigerant after passing through the refrigerator heating heat exchanger 310, and the medium-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure wet vapor or supercooled liquid after being throttled and cooled by the sixth throttling element 660. The low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0292] Then, the low-temperature and low-pressure refrigerant flowing out of the fourth throttling element 640 in Branch 1 and the low-temperature and low-pressure refrigerant flowing out of the sixth throttling element 660 in Branch 2 are combined and flow to the second vehicle external heat exchanger 122 through the sixth on-off valve 760 to absorb the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122, complete the heat absorption process from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air-heat-ice-heat state of the thermal management system 1.

[0293] In addition, it should be noted that when the inlet temperature of the refrigerator heat exchanger exceeds a certain range, the local temperature in the refrigerator is easy to exceed its working temperature range, so the required temperature of the in-vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and when the inlet temperature of the refrigerator heating heat exchanger 310 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 650 can be reduced to reduce the inlet temperature of the refrigerator heating heat exchanger 310, so as to control the different heating temperatures of the refrigerator heating heat exchanger 310 and the in-vehicle condenser 140 in the air-heat-ice-heat state.

[0294] In some embodiments of the present application, as shown in FIG. 22, the thermal management system 1 has an electric-heat-ice-heat state.

[0295] When the thermal management system 1 is in the electric heating and ice cooling state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the sixth throttling element 660 and the seventh throttling element 670 are opened and throttled, the fifth throttling element 650 and the eighth throttling element 680 are opened, the battery pack heat exchanger 410 and the refrigerator heating heat exchanger 310 act as condensers, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0296] Specifically, when the thermal management system 1 is in the electric heating and ice cooling state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are opened, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630 and the fourth throttling element 640 are all closed.

[0297] In this way, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor 100 can be divided into two branches:

[0298] Branch 1: part of the refrigerant flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack and avoid the temperature of the battery pack being too low, thereby achieving heating of the battery pack, and at the same time, the refrigerant flowing through the battery pack heat exchanger 410 becomes medium-temperature and high-pressure refrigerant, which is then throttled and cooled by the seventh throttling element 670 to become low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the first check valve 420;

[0299] Branch 2: another part of the refrigerant flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating of the refrigerator, and then the refrigerant becomes medium-temperature and high-pressure refrigerant after passing through the refrigerator heating heat exchanger 310, which is then throttled and cooled by the sixth throttling element 660 to become low-temperature and low-pressure wet steam or supercooled liquid, and the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0300] Then, the low-temperature and low-pressure refrigerant flowed out by the seventh throttling element 670 in the branch 1 and the low-temperature and low-pressure refrigerant flowed out by the sixth throttling element 660 in the branch 2 are merged, and flow to the second vehicle external heat exchanger 122 through the sixth on-off valve 760, to absorb the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122, complete the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the electric-heat and ice-heat state of the thermal management system 1.

[0301] In some embodiments of the present application, as shown in FIG. 23, the thermal management system 1 has an ice-heat state.

[0302] When the thermal management system 1 is in the ice-heat state, the first on-off valve 710 and the sixth on-off valve 760 are opened, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the sixth throttling element 660 is opened and throttled, and the fifth throttling element 650 is opened, the refrigerator heating heat exchanger 310 acts as a condenser, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0303] Specifically, when the thermal management system 1 is in the ice-heat state, the first on-off valve 710, the sixth on-off valve 760, the fifth throttling element 650 and the sixth throttling element 660 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the seventh throttling element 670 and the eighth throttling element 680 are all closed.

[0304] Therefore, the high-temperature and high-pressure gaseous refrigerant flows out of the compressor 100, and flows to the refrigerator heating heat exchanger 310 through the fifth throttling element 650, and releases heat to the inside of the refrigerator through the refrigerator heating heat exchanger 310 to achieve heating for the refrigerator, and then the refrigerant becomes medium-temperature and high-pressure refrigerant after passing through the refrigerator heating heat exchanger 310, and the medium-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet steam or supercooled liquid after being throttled and cooled by the sixth throttling element 660, and the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 to absorb the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122, complete the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the ice-heat state of the thermal management system 1.

[0305] In some embodiments of the application, as shown in FIG. 24, the thermal management system 1 has an electric heating state.

[0306] When the thermal management system 1 is in the electric heating state, the first on-off valve 710, the fourth on-off valve 740 and the sixth on-off valve 760 are open, the second on-off valve 720, the third on-off valve 730 and the fifth on-off valve 750 are closed, the seventh throttling element 670 is open and throttling, and the eighth throttling element 680 is open, the battery pack heat exchanger 410 acts as a condenser, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0307] Specifically, when the thermal management system 1 is in the electric heating state, the first on-off valve 710, the fourth on-off valve 740, the sixth on-off valve 760, the seventh throttling element 670 and the eighth throttling element 680 are open, and the second on-off valve 720, the third on-off valve 730, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650 and the sixth throttling element 660 are closed.

[0308] Thus, the high-temperature and high-pressure gaseous refrigerant is discharged by the compressor 100, and flows to the battery pack heat exchanger 410 through the fourth on-off valve 740 and the eighth throttling element 680, and releases heat to the battery pack through the battery pack heat exchanger 410 to increase the temperature of the battery pack and avoid the temperature of the battery pack being too low, thereby achieving heating of the battery pack. At the same time, the refrigerant flowing through the battery pack heat exchanger 410 becomes medium-temperature and high-pressure refrigerant, which is throttled and cooled by the seventh throttling element 670 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the first one-way valve 420, so as to absorb the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122, complete the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the electric heating state of the thermal management system 1.

[0309] In some embodiments of the application, as shown in FIG. 25, the thermal management system 1 has a dehumidification state.

[0310] When the thermal management system 1 is in the air dehumidification state, the second on-off valve 720 and the fifth on-off valve 750 are open, the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740 and the sixth on-off valve 760 are closed, the first throttling element 610 is open and throttles, the in-vehicle condenser 140 and the first vehicle external heat exchanger 121 act as a condenser, and the in-vehicle evaporator 130 acts as an evaporator.

[0311] Specifically, when the thermal management system 1 is in the air dehumidification state, the second on-off valve 720, the fifth on-off valve 750 and the first throttling element 610 are open, and the first on-off valve 710, the third on-off valve 730, the fourth on-off valve 740, the sixth on-off valve 760, the second throttling element 620, the third throttling element 630, the fourth throttling element 640, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670 and the eighth throttling element 680 are closed.

[0312] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only acts as a flow passage, then the high-temperature and high-pressure refrigerant flows to the first vehicle external heat exchanger 121 through the second on-off valve 720 and the fifth on-off valve 750, and releases heat to the environment through the first vehicle external heat exchanger 121, the first vehicle external heat exchanger 121 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the environment temperature), the medium-temperature and high-pressure refrigerant becomes a low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling by the first throttling element 610, and the low-temperature and low-pressure refrigerant flows into the in-vehicle evaporator 130, at this time, the high-humidity air passes through the in-vehicle evaporator 130, the high-humidity air is cooled to precipitate condensed water, the absolute humidity of the air in the passenger compartment is reduced, thereby realizing dehumidification in the vehicle, finally, the refrigerant flows into the first gas-liquid separator 150 through the in-vehicle evaporator 130, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, finally, the refrigerant returns to the compressor 100 through the first inlet 111, and the cycle of the air dehumidification state of the thermal management system 1 is completed.

[0313] In some embodiments of the present application, as shown in FIG. 26, the thermal management system 1 has an air de-fogging state.

[0314] When the thermal management system 1 is in the air de-fogging state, the first on-off valve 710 and the sixth on-off valve 760 are open, the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740 and the fifth on-off valve 750 are closed, the fourth throttling element 640 is open and throttles, the in-vehicle condenser 140 acts as a condenser, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0315] Specifically, when the heat management system 1 is in the air defogging state, the first on-off valve 710, the sixth on-off valve 760, and the fourth throttling element 640 are opened, and the second on-off valve 720, the third on-off valve 730, the fourth on-off valve 740, the fifth on-off valve 750, the first throttling element 610, the second throttling element 620, the third throttling element 630, the fifth throttling element 650, the sixth throttling element 660, the seventh throttling element 670, and the eighth throttling element 680 are all closed.

[0316] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 100, and heat is released to the passenger compartment by the in-vehicle condenser 140, at this time, low-temperature air is heated to high-temperature air by the in-vehicle condenser 140, and the high-temperature air blows the fog on the glass through the defogging air duct, realizing defogging for the vehicle interior, and then the refrigerant is cooled to medium-temperature and high-pressure fluid by the in-vehicle condenser 140, the medium-temperature and medium-pressure refrigerant is throttled and cooled to low-temperature and low-pressure wet steam or supercooled liquid by the fourth throttling element 640, the low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the sixth on-off valve 760, and absorbs the waste heat of the environment or the motor cooling module 500 through the second vehicle external heat exchanger 122, completing the process of absorbing heat from the environment, and finally the refrigerant flows to the first gas-liquid separator 150 through the first on-off valve 710, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the heat management system 1 in the air defogging state.

[0317] In some embodiments of the present application, as shown in FIG. 27, the heat management system 1 further comprises a refrigerator heating module 800, which is used for heating the internal space of the refrigerator.

[0318] In this way, when refrigeration is needed for the refrigerator, the heat management system 1 can absorb the heat inside the refrigerator by using the refrigerator refrigeration heat exchanger 210 to meet the refrigeration needs of the refrigerator, and when heating is needed for the refrigerator, the heat inside the refrigerator can be directly released by using the refrigerator heating module 800 to meet the heating needs of the refrigerator, that is, when the refrigerator heating module 800 is provided, the refrigerator heating module 800 can be used to replace the refrigerator heating heat exchanger 310, which is beneficial to simplify the structure of the heat management system 1.

[0319] In some embodiments of the present application, as shown in FIG. 29, the heat management system 1 further comprises an ejector 900.

[0320] The ejector 900 has a first ejector inlet 911 connected with the second end of the external heat exchanger 120, a second ejector inlet 912 connected with the first end of the internal evaporator 130, and an ejector outlet 931 connected with the first end of the battery heat exchange module 400.

[0321] Thus, the high-pressure medium-temperature refrigerant flowing from the external heat exchanger 120 to the ejector 900 can be subjected to isentropic expansion in the first ejector inlet 911, the flow velocity of the refrigerant is increased (the refrigerant at the ejector outlet 931 can generally reach supersonic speed and be accompanied by a series of shock waves), and the pressure is reduced, that is, the conversion of pressure energy to kinetic energy is realized, and because there is a large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 911 from the external heat exchanger 120) and the ejector fluid (the refrigerant flowing into the second ejector inlet 912 from the internal evaporator 130), the ejector fluid is continuously entrained into the working fluid and gradually begins to mix with the working fluid, realizing the transfer of momentum and energy, and as the two refrigerant fluids are uniformly mixed, the velocity and pressure of the fluids gradually tend to be consistent, after the mixed fluid reaches the ejector outlet 931, the fluid velocity is reduced and the pressure is increased, thereby realizing the conversion of kinetic energy to pressure energy, and the pressure of the mixed fluid at the ejector outlet 931 is between the pressures of the working fluid and the ejector fluid, that is, the ejector 900 can play a role in increasing the pressure of the ejector fluid, and the fluid pressure at the ejector outlet 931 can meet the evaporation pressure requirement of the battery pack cooling, and the refrigerant cools the battery pack through the battery pack heat exchanger 300 and then flows into the compressor 100 through the first gas-liquid separator 150 to complete the cycle.

[0322] And in the working condition where the internal evaporator 130 and the battery heat exchange module 400 operate simultaneously, the refrigerant can be mixed with the refrigerant entering the ejector 900 from the external heat exchanger 120 after cooling the passenger compartment through the internal evaporator 130, so that the refrigerant can reach a high evaporation pressure, that is, the present application can increase the pressure of the refrigerant flowing out of the internal evaporator 130 through the ejector 900, and then the refrigerant cools the battery pack through the battery pack heat exchanger 300 and then flows back to the compressor 100 through the first gas-liquid separator 150 and the first inlet 111, thereby realizing the entire refrigeration cycle. By such arrangement, the refrigerant pressure at the outlet of the battery heat exchange module 400 does not need to be artificially reduced before being combined with the refrigerant flowing out of the internal evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery heat exchange module 400, which is conducive to improving the refrigerating capacity and refrigeration efficiency of the thermal management system 1.

[0323] In some embodiments of the present application, as shown in FIG. 30, the first injection inlet 911 and the injection outlet 931 are respectively arranged at opposite ends of the ejector 900, and the second injection inlet 912 is arranged at the outer periphery of the ejector 900.

[0324] In some embodiments of the present application, as shown in FIG. 30, the first injection inlet 911 and the injection outlet 931 are respectively arranged at opposite ends of the ejector 900, and the second injection inlet 912 is arranged at the outer periphery of the ejector 900.

[0325] In some embodiments of the present application, as shown in FIG. 30, the ejector 900 includes a suction section 910, a mixing section 920, and a diffuser section 930.

[0326] The suction section 910 is provided with the first injection inlet 911 and the second injection inlet 912, the mixing section 920 is connected with the suction section 910, and the diffuser section 930 is connected with the mixing section 920 and is provided with the injection outlet 931.

[0327] In this way, the high-pressure refrigerant flowing out of the external heat exchanger 120 can enter the suction section 910 through the first injection inlet 911, and the refrigerant flowing out of the internal evaporator 130 can be continuously sucked into the suction section 910 from the second injection inlet 912, and then the two parts of refrigerant can be fully mixed in the mixing section 920 to realize the transfer of momentum and energy. After reaching the diffuser section 930, the flow speed of the refrigerant is reduced and the pressure is increased, thereby realizing the conversion of kinetic energy to pressure energy, and finally the refrigerant can flow to the battery heat exchange module 400 from the injection outlet 931.

[0328] In some embodiments of the present application, as shown in FIG. 30, the cross-sectional area of the diffuser section 930 gradually increases in the direction away from the mixing section 920.

[0329] That is to say, when the fluid passes through the diffuser section 930, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 930. According to Bernoulli's equation and the continuity equation, when the fluid passes through the diffuser section 930, the flow rate of the fluid will decrease and the pressure will increase due to the increase in cross-sectional area, thereby achieving the effect of increasing the evaporation pressure on the side of the battery heat exchange module 400.

[0330] In some embodiments of the present application, as shown in FIG. 29, the thermal management system further comprises a seventh on-off valve 770, a first end of the seventh on-off valve 770 is connected with the first end of the in-vehicle evaporator 130, and a second end of the seventh on-off valve 770 is connected with the first inlet 111, so as to control the on-off between the in-vehicle evaporator 130 and the first inlet 111.

[0331] In this way, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 130 can be controlled by controlling the on-off of the seventh on-off valve 770. Specifically, when the seventh on-off valve 770 is opened, the refrigerant flowing out of the in-vehicle evaporator 130 can directly flow back to the compressor 100 through the seventh on-off valve 770, and when the seventh on-off valve 770 is closed, the refrigerant flowing out of the in-vehicle evaporator 130 can flow into the ejector 900 through the second ejector inlet 912, and then flow back to the compressor 100 after absorbing the heat of the battery pack through the battery heat exchange module 400.

[0332] In some embodiments of the present application, as shown in FIG. 29, the thermal management system 1 further comprises an eighth on-off valve 780 and a ninth throttling element 690.

[0333] A first end of the eighth on-off valve 780 is connected with a second end of the out-vehicle heat exchanger 120, and a second end of the eighth on-off valve 780 is connected with the first ejector inlet 911, so as to control the on-off between the out-vehicle heat exchanger 120 and the first ejector inlet 911. The eighth on-off valve 780 is connected in series with the ejector 900 and is connected in parallel with the ninth throttling element 690. When the eighth on-off valve 780 disconnects the out-vehicle heat exchanger 120 and the second ejector inlet 912, the refrigerant of the out-vehicle heat exchanger 120 enters the battery heat exchange module 400 through the ninth throttling element 690.

[0334] The eighth on-off valve 780 can be an electromagnetic valve, and the ninth throttling element 690 can be an electronic expansion valve.

[0335] In this way, when the thermal management system 1 only needs to cool the battery pack and does not need to cool the passenger compartment, the eighth on-off valve 780 can be closed and the ninth throttling element 690 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the out-vehicle heat exchanger 120 can be throttled and decompressed by the ninth throttling element 690 to become low-temperature low-pressure wet steam or supercooled liquid. The low-temperature low-pressure refrigerant further absorbs the heat of the battery pack through the battery heat exchange module 400.

[0336] When the heat management system 1 needs to cool the battery pack and the passenger compartment at the same time, the ninth throttling element 690 can be closed and the eighth on-off valve 780 can be opened, at this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle external heat exchanger 120 can flow to the first injection inlet 911 through the eighth on-off valve 780, and the low-temperature low-pressure refrigerant flowing out of the vehicle internal evaporator 130 can enter the ejector 900 through the second injection inlet 912, the two parts of refrigerant are mixed in the ejector 900 to form wet steam or supercooled liquid with high evaporation pressure, and flow to the battery heat exchange module 400 through the injection outlet 931, so as to fully absorb the heat of the battery pack through the battery heat exchange module 400, and realize cooling of the passenger compartment and the battery pack at the same time.

[0337] The vehicle 1000 according to the embodiments of the present application is described below with reference to the accompanying drawings, and the vehicle 1000 includes the heat management system 1 according to the above-mentioned embodiments of the present application, as shown in FIG. 58.

[0338] According to the vehicle 1000 of the embodiments of the present application, by using the heat management system 1 according to the above-mentioned embodiments of the present application, the refrigerant pressure flowing back to the compressor 100 from the vehicle internal evaporator 130 does not need to be reduced, the refrigerant pressure loss in the air conditioning module is small, and further the refrigeration capacity of the air conditioning module can be maintained and the refrigeration efficiency is high.

[0339] The heat management system 1 according to the second aspect of the embodiments of the present application is described below with reference to the accompanying drawings.

[0340] As shown in FIGS. 31-47, the heat management system 1 according to the embodiments of the present application includes an air conditioning module, an ejector 200, a battery pack heat exchanger 300, and a refrigerator refrigeration module 400.

[0341] The air conditioning module includes a compressor 100, a vehicle external heat exchanger 120, and a vehicle internal evaporator 130 connected to form a refrigerant circuit, the compressor 100 has a first inlet 111, a second inlet 112, and an outlet 113, the first inlet 111 is connected to a first end of the vehicle internal evaporator 130, the outlet 113 is connected to a first end of the vehicle external heat exchanger 120, the ejector 200 has a first injection inlet 211, a second injection inlet 212, and an injection outlet 231, the first injection inlet 211 is connected to a second end of the vehicle external heat exchanger 120, the injection outlet 231 is connected to the first inlet 111, the second injection inlet 212 is connected to the first end of the vehicle internal evaporator 130, a first end of the battery pack heat exchanger 300 is connected to the injection outlet 231, and a second end of the battery pack heat exchanger 300 is connected to the first inlet 111, a first end of the refrigerator refrigeration module 400 is connected to the second end of the vehicle external heat exchanger 120, and a second end of the refrigerator refrigeration module 400 is connected to the second inlet 112.

[0342] In the embodiment, the compressor 100 can be a scroll compressor, the first inlet 111 can be a high-pressure suction port of the compressor 100, and the second inlet 112 can be a low-pressure suction port of the compressor 100. In this way, the first inlet 111 and the second inlet 112 can correspond to cavities of different compression profiles inside the compressor 100, that is, the first inlet 111 and the second inlet 112 can correspond to different gas compression stages inside the compressor 100.

[0343] In addition, the air conditioning module can cool or heat the passenger cabin, the ejector 200 can entrain the low-pressure fluid by the entraining action of the high-pressure fluid, so as to realize mixing of the fluids and exchange of energy, and the refrigerator cooling module 400 can refrigerate food or articles.

[0344] According to the thermal management system 1, the first ejector inlet 211 is connected with the second end of the external heat exchanger 120, the ejector outlet 231 is connected with the first inlet 111, the second ejector inlet 212 is connected with the first end of the internal evaporator 130, the first end of the battery pack heat exchanger 300 is connected with the ejector outlet 231, and the second end of the battery pack heat exchanger 300 is connected with the first inlet 111.

[0345] Therefore, the high-pressure medium-temperature refrigerant flowing from the external heat exchanger 120 to the ejector 200 can be isentropically expanded in the first ejector inlet 211, the flow speed of the refrigerant is increased (the refrigerant at the ejector outlet 231 can generally reach supersonic speed and a series of shock waves can be generated), and the pressure is reduced, that is, the conversion from pressure energy to kinetic energy is realized. Since there is a large speed difference and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 211 from the external heat exchanger 120) and the entrained fluid (the refrigerant flowing into the second ejector inlet 212 from the internal evaporator 130), the entrained fluid is continuously entrained into the working fluid and gradually mixed with the working fluid, so as to realize the transfer of momentum and energy. In addition, as the two refrigerant fluids are uniformly mixed, the speed and pressure of the fluids gradually become consistent. After the mixed fluid reaches the ejector outlet 231, the speed of the fluid is reduced and the pressure of the fluid is increased, so as to realize the conversion from kinetic energy to pressure energy. The pressure of the mixed fluid at the ejector outlet 231 is between the pressures of the working fluid and the entrained fluid, that is, the ejector 200 can play a role in increasing the pressure of the entrained fluid. The pressure of the fluid at the ejector outlet 231 can meet the evaporation pressure requirement of battery pack cooling. After the refrigerant cools the battery pack through the battery pack heat exchanger 300 and then flows into the compressor 100 through the first gas-liquid separator 150, the cycle is completed.

[0346] And, in the working condition that the vehicle evaporator 130 and the battery pack heat exchanger 300 are running at the same time, the refrigerant can be mixed with the refrigerant entering the ejector 200 from the vehicle external heat exchanger 120 after the refrigerant is used to cool the passenger compartment through the vehicle evaporator 130, so that the refrigerant can reach a higher evaporation pressure. That is, the present application can increase the pressure of the refrigerant flowing out of the vehicle evaporator 130 through the ejector 200, and then the refrigerant is cooled through the battery pack heat exchanger 300, and then flows back to the compressor 100 through the first gas-liquid separator 150 and the first inlet 111, so as to realize the whole refrigeration cycle. In this way, the refrigerant pressure at the outlet of the battery pack heat exchanger 300 does not need to be artificially reduced and then combined with the refrigerant flowing out of the vehicle evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery pack heat exchanger 300, and being beneficial to improve the refrigeration capacity and refrigeration efficiency of the thermal management system 1.

[0347] In addition, by connecting the first inlet 111 with the vehicle evaporator 130 and the battery pack heat exchanger 300, connecting the outlet 113 with the vehicle external heat exchanger 120, connecting the first end of the refrigerator refrigeration module 400 to the second end of the vehicle external heat exchanger 120, and connecting the second end of the refrigerator refrigeration module 400 to the second inlet 112. In this way, when the passenger compartment, the battery pack and the refrigerator need to be cooled, the refrigerant flowing out of the compressor 100 can release heat to the outside through the vehicle external heat exchanger 120 to reduce the temperature of the refrigerant, and then the refrigerant flows into the vehicle evaporator 130, the battery pack heat exchanger 300 or the refrigerator refrigeration module 400 to absorb the heat inside the vehicle through the vehicle evaporator 130, or absorb the heat of the battery pack through the battery pack heat exchanger 300, or absorb the heat inside the refrigerator through the refrigerator refrigeration module 400, thereby realizing the cooling of the passenger compartment, the cooling of the battery pack and the cooling of the refrigerator.

[0348] Further, the in-vehicle evaporator 130 and the battery pack heat exchanger 300 are connected to the first inlet 111, and the refrigerator refrigeration module 400 is connected to the second inlet 112. The first inlet 111 of the compressor 100 can correspond to a cavity with a relatively high pressure, and the second inlet 112 can correspond to a cavity with a relatively low pressure. In the working condition in which the in-vehicle evaporator 130, the battery pack heat exchanger 300, and the refrigerator refrigeration module 400 operate simultaneously, the high-pressure refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 can directly flow into the compressor 100 through the first inlet 111, and the low-pressure refrigerant flowing out of the refrigerator refrigeration module 400 can flow into the compressor 100 through the second inlet 112. Then, the two parts of refrigerant are pressurized in the compressor 100 and then discharged from the compressor 100 through the outlet 113, thereby completing the refrigeration cycle of the thermal management system 1, achieving refrigeration for the passenger compartment, the battery pack, and the refrigerator, and without the need to reduce the pressure of the refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300, thereby greatly reducing the pressure loss of the refrigerant, which is conducive to maintaining the refrigeration capacity and refrigeration efficiency of the thermal management system 1. The refrigeration capacities of the in-vehicle evaporator 130, the battery pack heat exchanger 300, and the refrigerator refrigeration module 400 are all sufficient, and in hot weather, the thermal management system 1 can meet the refrigeration requirements of the passenger compartment, the battery pack, and the vehicle-mounted refrigerator.

[0349] In this way, the thermal management system 1 according to the embodiments of the present application can reduce the refrigerant pressure loss of the battery pack heat exchanger 300 and the in-vehicle evaporator 130, thereby ensuring that the refrigeration capacity and refrigeration efficiency of the thermal management system 1 are relatively high.

[0350] In some embodiments of the present application, as shown in FIG. 46, the first injection inlet 211 and the injection outlet 231 are respectively arranged at opposite ends of the ejector 200, and the second injection inlet 212 is arranged on the outer periphery of the ejector 200.

[0351] Among them, the high-pressure refrigerant flowing from the out-vehicle heat exchanger 120 to the ejector 200 can be the primary flow, that is, the refrigerant entering the ejector 200 through the first injection inlet 211 is the primary flow, and the low-pressure refrigerant flowing from the in-vehicle evaporator 130 to the ejector 200 can be the secondary flow, that is, the refrigerant entering the ejector 200 through the second injection inlet 212 is the secondary flow. In this way, the first injection inlet 211 and the injection outlet 231 can be coaxially arranged, so that the refrigerant entering the ejector 200 through the first injection inlet 211 can be discharged through the injection outlet 231 more smoothly, which is conducive to improving the flow smoothness of the refrigerant.

[0352] In some embodiments of the present application, as shown in FIG. 46, the ejector 200 includes a suction section 210, a mixing section 220, and a diffuser section 230.

[0353] The suction section 210 is provided with a first entraining inlet 211 and a second entraining inlet 212, the mixing section 220 is connected with the suction section 210, and the diffuser section 230 is connected with the mixing section 220 and is provided with an entraining outlet 231.

[0354] In this way, the high-pressure refrigerant flowing out of the vehicle exterior heat exchanger 120 can enter the suction section 210 through the first entraining inlet 211, and the refrigerant flowing out of the vehicle interior evaporator 130 can be continuously entrained into the suction section 210 from the second entraining inlet 212, and then the two parts of refrigerant can be fully mixed in the mixing section 220 to realize the transfer of momentum and energy, and after reaching the diffuser section 230, the flow speed of the refrigerant is reduced and the pressure is increased, thereby realizing the conversion of kinetic energy into pressure energy, and finally the refrigerant can flow to the battery pack heat exchanger 300 from the entraining outlet 231.

[0355] Further, as shown in FIG. 46, the cross-sectional area of the diffuser section 230 gradually increases in the direction away from the mixing section 220.

[0356] That is to say, when the fluid passes through the diffuser section 230, due to the inconsistent diameter of the diffuser section 230, the flow rate and pressure of the fluid will change, and according to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 230, due to the increase in cross-sectional area, the flow rate of the fluid will decrease and the pressure will increase, thereby achieving the effect of increasing the evaporation pressure on the side of the battery pack heat exchanger 300.

[0357] In some embodiments of the present application, as shown in FIG. 47, the compressor 100 has a first working chamber 114 and a second working chamber 115, the first working chamber 114 is connected with the first inlet 111, and the second working chamber 115 is connected with the second inlet 112, and the first working chamber 114 is more adjacent to the central axis of the compressor 100 than the second working chamber 115.

[0358] The compression profiles of the first working chamber 114 and the second working chamber 115 can be different, and by setting the first working chamber 114 to be more adjacent to the central axis of the compressor 100, i.e., the distances of the first working chamber 114 and the second working chamber 115 to the central axis of the compressor 100 are different, the first working chamber 114 and the second working chamber 115 can correspond to different gas compression stages respectively, the refrigerant flowing out of the vehicle interior evaporator 130 or the battery pack heat exchanger 300 can pass into the first working chamber 114 with higher gas pressure through the first inlet 111, and the refrigerant flowing out of the refrigerator refrigeration module 400 can pass into the second working chamber 115 with lower gas pressure through the second inlet 112, so that the refrigerant flowing out of the vehicle interior evaporator 130 or the battery pack heat exchanger 300 and the refrigerant flowing out of the refrigerator refrigeration module 400 do not need to be kept consistent in pressure before flowing back to the compressor 100, the pressure loss is smaller, and it is beneficial to keep the refrigeration efficiency of the thermal management system 1 high.

[0359] In some embodiments of the present application, the compressor 100 comprises a casing, a driving member, a static plate and a dynamic plate.

[0360] The driving member is arranged in the casing, the static plate is arranged in the casing, and the first inlet 111, the second inlet 112 and the outlet 113 are arranged on the static plate. The dynamic plate is arranged in the casing and is in driving connection with the driving member. The dynamic plate and the static plate jointly define the first working chamber 114 and the second working chamber 115. The driving member drives the dynamic plate to revolve around the central axis of the static plate, so as to adjust the gas pressure in the first working chamber 114 and the second working chamber 115.

[0361] The driving member can be configured as a main shaft, the main shaft and the static plate are coaxially arranged, so that the driving member can drive the dynamic plate to revolve around the central axis of the static plate, and the dynamic plate does not rotate. The vortex tooth parameters of the dynamic plate and the static plate are the same, but the phases are different. The dynamic plate and the static plate mesh to form the first working chamber 114 and the second working chamber 115. The volumes of the first working chamber 114 and the second working chamber 115 change with the change of the meshing angle of the dynamic plate and the static plate. At this time, the gas can be sucked into the compressor 100 through the first inlet 111 and the second inlet 112 under the action of pressure difference. The closer to the central axis of the static plate, the smaller the volume of the cavity, and the higher the gas pressure. By arranging the first working chamber 114 and the second working chamber 115 at different positions from the central axis of the compressor 100, the first working chamber 114 and the second working chamber 115 can correspond to different gas compression stages respectively. The refrigerant flowing out of the in-vehicle evaporator 130 or the battery pack heat exchanger 300 can pass into the first working chamber 114 with higher gas pressure through the first inlet 111, and the pressure loss is smaller.

[0362] In some embodiments of the present application, as shown in FIGS. 31, 44 and 45, the air conditioning module further comprises a first on-off valve 810. The first on-off valve 810 can be an electromagnetic valve.

[0363] The first end of the first on-off valve 810 is connected with the first end of the in-vehicle evaporator 130, and the second end of the first on-off valve 810 is connected with the first inlet 111, so as to control the on-off between the in-vehicle evaporator 130 and the first inlet 111. In this way, the flow direction of the refrigerant flowing out of the in-vehicle evaporator 130 can be controlled by controlling the on-off of the first on-off valve 810. Specifically, when the first on-off valve 810 is opened, the refrigerant flowing out of the in-vehicle evaporator 130 can directly flow back to the compressor 100 through the first on-off valve 810, and when the first on-off valve 810 is closed, the refrigerant flowing out of the in-vehicle evaporator 130 can flow into the ejector 200 through the second suction inlet 212, and then flow back to the compressor 100 after absorbing the heat of the battery pack through the battery pack heat exchanger 300.

[0364] In some embodiments of the present application, as shown in FIG. 31, FIG. 44 and FIG. 45, the thermal management system 1 further comprises a second on-off valve 820 and a first throttling element 710.

[0365] The first end of the second on-off valve 820 is connected with the second end of the vehicle external heat exchanger 120, and the second end of the second on-off valve 820 is connected with the first ejector inlet 211 to control the on-off between the vehicle external heat exchanger 120 and the first ejector inlet 211. The second on-off valve 820 is in series with the ejector 200 and is in parallel with the first throttling element 710. When the second on-off valve 820 disconnects the vehicle external heat exchanger 120 and the second ejector inlet 212, the refrigerant of the vehicle external heat exchanger 120 passes through the first throttling element 710 to enter the battery pack heat exchanger 300.

[0366] The second on-off valve 820 can be an electromagnetic valve, and the first throttling element 710 can be an electronic expansion valve.

[0367] In this way, when the thermal management system 1 only needs to cool the battery pack and does not need to cool the passenger compartment, the second on-off valve 820 can be closed and the first throttling element 710 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle external heat exchanger 120 can be throttled and decompressed by the first throttling element 710 to become low-temperature low-pressure wet steam or supercooled liquid. The low-temperature low-pressure refrigerant can then fully absorb the heat of the battery pack through the battery pack heat exchanger 300.

[0368] When the thermal management system 1 needs to cool the battery pack and the passenger compartment at the same time, the first throttling element 710 can be closed and the second on-off valve 820 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle external heat exchanger 120 can flow to the first ejector inlet 211 through the second on-off valve 820, and the low-temperature low-pressure refrigerant flowing out of the vehicle internal evaporator 130 can enter the ejector 200 through the second ejector inlet 212. The two parts of refrigerant are mixed in the ejector 200 to form wet steam or supercooled liquid with high evaporation pressure, and then flow to the battery pack heat exchanger 300 through the ejector outlet 231 to fully absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby achieving cooling of the passenger compartment and the battery pack at the same time.

[0369] In some embodiments of the present application, as shown in FIG. 31, FIG. 44 and FIG. 45, the thermal management system 1 further comprises a third on-off valve 830. The third on-off valve 830 can be an electromagnetic valve.

[0370] The first end of the third on-off valve 830 is connected to the second end of the battery pack heat exchanger 300, and the second end of the third on-off valve 830 is connected to the first inlet 111, so as to control the on-off between the battery pack heat exchanger 300 and the first inlet 111. In this way, the heating and cooling states of the battery pack are switched. When the thermal management system 1 is cooling the battery pack, the third on-off valve 830 can be opened, so that the refrigerant flowing through the battery pack heat exchanger 300 can flow back to the compressor 100 through the third on-off valve 830, and when the thermal management system 1 is heating the battery pack, the third on-off valve 830 can be closed, so that the high-temperature refrigerant flowing out of the compressor 100 can flow to the battery pack heat exchanger 300, avoiding the high-temperature refrigerant flowing back to the compressor 100 directly through the third on-off valve 830, and the control of the refrigerant flow is more accurate.

[0371] In some embodiments of the present application, as shown in FIGS. 31, 44 and 45, the air conditioning module further comprises an in-vehicle condenser 140, a second throttling element 720 and a fourth on-off valve 840.

[0372] The first end of the in-vehicle condenser 140 is connected to the outlet 113 of the compressor 100, and the second end of the in-vehicle condenser 140 is connected to the first end of the vehicle external heat exchanger 120. The first end of the second throttling element 720 is connected to the second end of the in-vehicle condenser 140, and the second end of the second throttling element 720 is connected to the first end of the vehicle external heat exchanger 120. The first end of the fourth on-off valve 840 is connected to the second end of the vehicle external heat exchanger 120, and the second end of the fourth on-off valve 840 is connected to the first inlet 111, so as to control the on-off between the vehicle external heat exchanger 120 and the first inlet 111. The fourth on-off valve 840 is connected in parallel to the in-vehicle evaporator 130.

[0373] The fourth on-off valve 840 can be an electromagnetic valve, and the second throttling element 720 can be an electronic expansion valve.

[0374] Therefore, when the thermal management system 1 is heating the passenger compartment, the second throttling element 720 and the fourth on-off valve 840 can be opened. At this time, the refrigerant flowing through the in-vehicle condenser 140 can be throttled and cooled to become low-temperature and low-pressure wet vapor or supercooled liquid through the second throttling element 720. The low-temperature and low-pressure refrigerant can further absorb the heat of the external environment through the vehicle external heat exchanger 120 to complete the heat absorption process. Then, the refrigerant can flow back to the compressor 100 directly through the fourth on-off valve 840 and the first gas-liquid separator 150 to complete the heating cycle of the passenger compartment.

[0375] In some embodiments of the present application, as shown in FIG. 44, the thermal management system 1 further comprises a refrigerator heating module 500.

[0376] The in-vehicle condenser 140 is connected in series with the second throttling element 720 and is connected in parallel with the refrigerator heating module 500, so that the in-vehicle condenser 140 and the refrigerator heating module 500 can not interfere with each other, and the thermal management system 1 can realize only heating the vehicle interior without heating the refrigerator, or can realize only heating the refrigerator without heating the vehicle interior, or can realize simultaneously heating the vehicle interior and the refrigerator.

[0377] Further, as shown in FIG. 44, the refrigerator heating module 500 further includes a refrigerator heating heat exchanger 510, a third throttling element 730, and a fourth throttling element 740.

[0378] The first end of the third throttling element 730 is connected to the outlet 113, and the second end of the third throttling element 730 is connected to the first end of the refrigerator heating heat exchanger 510. The first end of the fourth throttling element 740 is connected to the second end of the refrigerator heating heat exchanger 510, and the second end of the fourth throttling element 740 is connected to the first end of the out-of-vehicle heat exchanger 120.

[0379] Among them, the third throttling element 730 and the fourth throttling element 740 can both be electronic expansion valves, and the third throttling element 730 can be a large-diameter electronic expansion valve.

[0380] In this way, the fourth throttling element 740 can throttle and depressurize the refrigerant flowing out of the refrigerator heating heat exchanger 510, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the out-of-vehicle environmental heat through the out-of-vehicle heat exchanger 120, and the heat absorption is more sufficient.

[0381] In addition, by setting the third throttling element 730, when the inlet temperature of the refrigerator heating heat exchanger 510 exceeds a certain range, the local temperature in the refrigerator is easy to exceed its working temperature range, so when the required temperature of the in-vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and the inlet temperature of the refrigerator heating heat exchanger 510 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the third throttling element 730 can be reduced to reduce the inlet temperature of the refrigerator heating heat exchanger 510, thereby realizing control of different heating temperatures of the refrigerator heating heat exchanger 510 and the in-vehicle condenser 140.

[0382] In some embodiments of the present application, as shown in FIG. 44, the thermal management system 1 further includes a fifth on-off valve 850 and a fifth throttling element 750.

[0383] The first end of the fifth on-off valve 850 is connected with the outlet 113, and the second end of the fifth on-off valve 850 is connected with the second end of the battery pack heat exchanger 300, so as to control the on-off between the outlet 113 of the compressor 100 and the battery pack heat exchanger 300. The first end of the fifth throttling element 750 is connected with the second end of the fifth on-off valve 850 and the first end of the third on-off valve 830 respectively, and the second end of the fifth throttling element 750 is connected with the second end of the battery pack heat exchanger 300.

[0384] In some embodiments of the present application, the fifth on-off valve 850 can be an electromagnetic valve, and the fifth throttling element 750 can be an electronic expansion valve.

[0385] In this way, when the battery pack needs to be heated, the fifth on-off valve 850 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 100 can directly flow to the battery pack heat exchanger 300 through the fifth on-off valve 850, so as to release heat to the battery pack through the battery pack heat exchanger 300, so as to sufficiently heat the battery pack and avoid that the temperature of the battery pack is too low.

[0386] In addition, by arranging the fifth throttling element 750, when the inlet temperature of the battery pack heat exchanger 300 exceeds a certain range, the local temperature of the battery pack is easy to exceed its working temperature range. Therefore, when the required temperature of the in-vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and the inlet temperature of the battery pack heat exchanger 300 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening degree of the fifth throttling element 750 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 300, so as to realize the control of different heating temperatures of the in-vehicle condenser 140 and the battery pack heat exchanger 300.

[0387] In some embodiments of the present application, as shown in FIG. 44, the thermal management system 1 further comprises a first one-way valve 910 and a second one-way valve 920.

[0388] The first end of the first one-way valve 910 is connected with the first end of the first throttling element 710, and the second end of the first one-way valve 910 is connected with the first end of the fourth on-off valve 840, the second end of the in-vehicle evaporator 130 and the first end of the refrigerator refrigeration module 400 respectively. The first one-way valve 910 only allows the refrigerant to flow from the battery pack heat exchanger 300 to at least one of the fourth on-off valve 840, the in-vehicle evaporator 130 and the refrigerator refrigeration module 400. The first end of the second one-way valve 920 is connected with the second end of the out-vehicle heat exchanger 120, and the second end of the second one-way valve 920 is connected with the first end of the first throttling element 710 and the first end of the second on-off valve 820 respectively. The second one-way valve 920 only allows the refrigerant to flow from the out-vehicle heat exchanger 120 to the battery pack heat exchanger 300.

[0389] In this way, when the battery pack is heated, the refrigerant flowing out of the battery pack heat exchanger 300 can flow to at least one of the fourth on-off valve 840, the indoor evaporator 130 and the refrigerator refrigeration module 400 through the first one-way valve 910, and when the battery pack is refrigerated, the refrigerant flowing out of the outdoor heat exchanger 120 can flow to the battery pack heat exchanger 300 through the second one-way valve 920, so that the flow paths do not interfere with each other, and the refrigerant flow is more smooth.

[0390] In some embodiments of the present application, as shown in FIG. 45, the outdoor heat exchanger 120 includes a first outdoor heat exchanger 121 and a second outdoor heat exchanger 122.

[0391] The first end of the first outdoor heat exchanger 121 is connected with the second end of the indoor condenser 140, and the second end of the first outdoor heat exchanger 121 is connected with the second end of the indoor evaporator 130, the first end of the second on-off valve 820 and the first end of the fourth on-off valve 840 respectively, and the second outdoor heat exchanger 122 is connected with the first outdoor heat exchanger 121 in parallel.

[0392] In this way, the heat management system 1 can absorb heat from the external environment through the first outdoor heat exchanger 121 or the second outdoor heat exchanger 122, or the heat management system 1 can simultaneously absorb heat from the external environment through the first outdoor heat exchanger 121 and the second outdoor heat exchanger 122, so that the heat absorption from the external environment can be more sufficient.

[0393] In some embodiments of the present application, as shown in FIG. 45, the heat management system 1 further includes a motor cooling module 600, and the motor cooling module 600 includes a three-way valve 610, a motor cooling channel 620 and a motor heat exchanger 630.

[0394] The three-way valve 610 includes a first connecting port 611, a second connecting port 612 and a third connecting port 613, the first end of the motor cooling channel 620 is connected with the first connecting port 611, and the first end of the motor heat exchanger 630 is connected with the second connecting port 612. The second outdoor heat exchanger 122 has a first heat exchange channel and a second heat exchange channel which exchange heat with each other, the first end of the first heat exchange channel is connected with the third connecting port 613 and the second end of the motor heat exchanger 630 respectively, the second end of the first heat exchange channel is connected with the second end of the motor cooling channel 620, the first end of the second heat exchange channel is connected with the first end of the battery pack heat exchanger 300, and the second end of the second heat exchange channel is connected with the first end of the fourth on-off valve 840, the second end of the indoor evaporator 130 and the first end of the refrigerator refrigeration module 500 respectively.

[0395] The motor heat exchanger 630 is a motor radiator, and the motor cooling module 600 can release the heat of the motor 620 to the external air through the motor heat exchanger 630 to cool the motor cooling module 600.

[0396] The second vehicle external heat exchanger 122 can be a plate heat exchanger, that is, the first heat exchange channel can be connected to the motor cooling module 600, and the second heat exchange channel can be connected to the refrigerant circuit, so that heat exchange between the refrigerant in the refrigerant circuit and the cooling liquid in the motor cooling module 600 can be realized, and the heat in the motor cooling module 600 can be exchanged to the refrigerant circuit through the second vehicle external heat exchanger 122, that is, the heat management system 1 can utilize the waste heat of the motor cooling module 600, which is beneficial to improve the energy utilization rate of the heat management system 1, and when the external temperature is low, the waste heat of the motor cooling module 600 can be used to heat the passenger compartment or the refrigerator, so as to improve the heating efficiency of the heat management system 1.

[0397] In some embodiments of the application, as shown in FIG. 45, the air conditioning module further comprises a sixth on-off valve 860 and a seventh on-off valve 870.

[0398] The first end of the sixth on-off valve 860 is connected to the second end of the vehicle internal condenser 140, and the second end of the sixth on-off valve 860 and the first end of the first vehicle external heat exchanger 121 are connected to control the on-off between the vehicle internal condenser 140 and the first vehicle external heat exchanger 121. The first end of the seventh on-off valve 870 is connected to the second end of the vehicle internal condenser 140, and the second end of the seventh on-off valve 870 is connected to the first end of the second vehicle external heat exchanger 122 to control the on-off between the vehicle internal condenser 140 and the second vehicle external heat exchanger 122.

[0399] The sixth on-off valve 860 and the seventh on-off valve 870 can be solenoid valves.

[0400] Therefore, by cooperating the sixth on-off valve 860 and the seventh on-off valve 870, the refrigerant can flow through the first vehicle external heat exchanger 121 and / or the second vehicle external heat exchanger 122. Specifically, when the refrigerant needs to flow through the first vehicle external heat exchanger 121 and the second vehicle external heat exchanger 122 at the same time, the sixth on-off valve 860 and the seventh on-off valve 870 can be opened at the same time; when the refrigerant needs to flow through the first vehicle external heat exchanger 121 and not flow through the second vehicle external heat exchanger 122, the sixth on-off valve 860 can be opened and the seventh on-off valve 870 can be closed; when the refrigerant needs to flow through the second vehicle external heat exchanger 122 and not flow through the first vehicle external heat exchanger 121, the seventh on-off valve 870 can be opened and the sixth on-off valve 860 can be closed.

[0401] In some embodiments of the application, as shown in FIGS. 31, 44 and 45, the air conditioning module further comprises an eighth on-off valve 880.

[0402] The first end of the eighth on-off valve 880 is connected with the second end of the in-vehicle condenser 140, and the second end of the eighth on-off valve 880 is connected with the first end of the out-vehicle heat exchanger 120, so as to control the on-off between the in-vehicle condenser 140 and the out-vehicle heat exchanger 120. The second throttling element 720 is connected with the eighth on-off valve 880 in parallel.

[0403] The eighth on-off valve 880 can be an electromagnetic valve.

[0404] In this way, when the heat management system 1 releases heat to the in-vehicle cabin through the in-vehicle condenser 140 to heat the in-vehicle cabin, the second throttling element 720 can be opened and the eighth on-off valve 880 can be closed, so that the refrigerant released through the in-vehicle condenser 140 can be throttled and cooled through the second throttling element 720, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb heat from the external environment through the out-vehicle heat exchanger 120, and the heat absorption is more sufficient. When the in-vehicle cabin does not need to be heated, the in-vehicle condenser 140 is not blown through, and the in-vehicle condenser 140 acts as a pipeline, at this time the second throttling element 720 can be closed and the eighth on-off valve 880 can be opened, and the refrigerant flowing through the in-vehicle condenser 140 can directly flow to the out-vehicle heat exchanger 120 through the eighth on-off valve 880.

[0405] In some embodiments of the present application, as shown in FIGS. 31, 44 and 45, the air conditioning module further comprises a sixth throttling element 760, the first end of the sixth throttling element 760 is connected with the second end of the out-vehicle heat exchanger 120, and the second end of the sixth throttling element 760 is connected with the second end of the in-vehicle evaporator 130.

[0406] The refrigerator refrigeration module 400 comprises a refrigerator refrigeration heat exchanger 410 and a seventh throttling element 770, the first end of the seventh throttling element 770 is connected with the second end of the out-vehicle heat exchanger 120, and the second end of the seventh throttling element 770 is connected with the first end of the refrigerator refrigeration heat exchanger 410. The second end of the refrigerator refrigeration heat exchanger 410 is connected with the second inlet 112.

[0407] The sixth throttling element 760 and the seventh throttling element 770 can both be electronic expansion valves.

[0408] In this way, the sixth throttling element 760 can throttle and depress the refrigerant flowing into the in-vehicle evaporator 130, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the in-vehicle evaporator 130, so that the cooling effect of the passenger compartment is better; and the seventh throttling element 770 can throttle and depress the refrigerant flowing into the refrigerator refrigeration heat exchanger 410, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb the heat in the refrigerator, so that the cooling effect of the refrigerator is better.

[0409] In some embodiments of the present application, as shown in FIG. 32, the thermal management system 1 has an air cooling state.

[0410] When the thermal management system 1 is in the air cooling state, the first on-off valve 810 and the eighth on-off valve 880 are open, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is open and throttles, the seventh throttling element 770 is closed, the out-of-vehicle heat exchanger 120 acts as a condenser, and the in-vehicle evaporator 130 acts as an evaporator.

[0411] That is, the first on-off valve 810, the eighth on-off valve 880 and the sixth throttling element 760 are open, and the other valve bodies can be in a closed state.

[0412] In this way, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 100, at this time the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only acts as a flow passage, then the high-temperature and high-pressure refrigerant flows to the out-of-vehicle heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the out-of-vehicle heat exchanger 120, and the out-of-vehicle heat exchanger 120 flows out medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature), the medium-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling by the sixth throttling element 760, the low-temperature and low-pressure refrigerant absorbs the heat in the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing refrigeration in the vehicle, then the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air cooling state of the thermal management system 1.

[0413] In some embodiments of the present application, as shown in FIG. 33, the thermal management system 1 has an air cooling and electric cooling state.

[0414] When the thermal management system 1 is in the air cooling and electric cooling state, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is opened and throttled, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the vehicle outside heat exchanger 120 acts as a condenser, and the vehicle inside heat exchanger 130 and the battery pack heat exchanger 300 act as evaporators.

[0415] That is, the second on-off valve 820, the third on-off valve 830, the eighth on-off valve 880, the fifth throttling element 750 and the sixth throttling element 760 are opened, and the other valve bodies can be in a closed state.

[0416] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle inside condenser 140 through the compressor 100, at this time, the vehicle inside condenser 140 is not wind through, that is, the vehicle inside condenser 140 only acts as a flow channel, and then the high-temperature and high-pressure refrigerant flows to the vehicle outside heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the vehicle outside heat exchanger 120, and the vehicle outside heat exchanger 120 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature).

[0417] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0418] Branch 1: The part of the medium-temperature and high-pressure refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the sixth throttling element 760, and then the low-temperature and low-pressure refrigerant absorbs the heat in the vehicle through the vehicle inside evaporator 130, thereby reducing the temperature of the passenger compartment and realizing the refrigeration for the vehicle, and then the refrigerant enters the ejector 200 through the second injection inlet 212;

[0419] Branch 2: The other part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 211 through the second check valve 920 and the second on-off valve 820.

[0420] Then the refrigerant flowing from the first injection inlet 211 and the refrigerant flowing from the second injection inlet 212 are mixed in the ejector 200 to form wet steam or supercooled liquid with high evaporation pressure, and then flow to the battery pack heat exchanger 300 through the injection outlet 231, so as to absorb the heat of the battery pack through the battery pack heat exchanger 300, thereby realizing the cooling of the battery pack. Next, the refrigerant flows out of the battery pack heat exchanger 300, and then flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, thereby completing the cycle of the air cooling and electric cooling state of the thermal management system 1.

[0421] In some embodiments of the present application, as shown in FIG. 34, the thermal management system 1 has an air cooling-electric cooling-refrigerator cooling state.

[0422] When the thermal management system 1 is in the air cooling-electric cooling-refrigerator cooling state, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are open, the first on-off valve 810, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 and the seventh throttling element 770 are open and throttling, the fifth throttling element 750 is open, the vehicle exterior heat exchanger 120 acts as a condenser, and the vehicle interior evaporator 130, the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 act as evaporators.

[0423] That is, the second on-off valve 820, the third on-off valve 830, the eighth on-off valve 880, the sixth throttling element 760, the seventh throttling element 770 and the fifth throttling element 750 are open, and the other valve bodies can be in a closed state.

[0424] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 through the compressor 100, at this time the vehicle interior condenser 140 has no wind passing through, that is, the vehicle interior condenser 140 only acts as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the vehicle exterior heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the vehicle exterior heat exchanger 120. The vehicle exterior heat exchanger 120 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature).

[0425] Then, the medium-temperature and high-pressure refrigerant is divided into three branches:

[0426] Branch 1: The first part of the refrigerant is throttled and cooled by the sixth throttling element 760 to become low-temperature and low-pressure wet vapor or supercooled liquid, and the low-temperature and low-pressure refrigerant absorbs the heat in the vehicle interior through the vehicle interior evaporator 130, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle interior. Next, the refrigerant enters the ejector 200 through the second injection inlet 212;

[0427] Branch 2: The second part of the medium-temperature high-pressure refrigerant flows to the first entraining inlet 211 through the second check valve 920 and the second on-off valve 820, and then the refrigerant flowing into the first entraining inlet 211 and the refrigerant flowing into the second entraining inlet 212 are mixed in the ejector 200 to form wet steam or supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 300 through the entraining outlet 231 to absorb the heat of the battery pack through the battery pack heat exchanger 300, so as to realize the cooling of the battery pack, and then the refrigerant flows out of the battery pack heat exchanger 300 and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111;

[0428] Branch 3: The third part of the medium-temperature high-pressure refrigerant is throttled to become low-temperature low-pressure wet steam or supercooled liquid through the seventh throttling element 770, and then the low-temperature low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, so as to reduce the temperature inside the refrigerator and realize the refrigeration of the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, and the cycle of the air-cooling, electric-cooling and ice-cooling state of the thermal management system 1 is completed.

[0429] In some embodiments of the present application, as shown in FIG. 35, the thermal management system 1 has an air-cooling and ice-cooling state.

[0430] When the thermal management system 1 is in the air-cooling and ice-cooling state, the first on-off valve 810 and the eighth on-off valve 880 are opened, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 and the seventh throttling element 770 are opened and throttled, the vehicle outside heat exchanger 120 serves as a condenser, and the vehicle inside evaporator 130 and the refrigerator refrigeration module 400 serve as evaporators.

[0431] That is, the first on-off valve 810, the eighth on-off valve 880, the sixth throttling element 760 and the seventh throttling element 770 are opened, and the other valve bodies can be in a closed state.

[0432] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind passing through, that is, the in-vehicle condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the out-vehicle heat exchanger 120, and the out-vehicle heat exchanger 120 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature).

[0433] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0434] Branch 1: The part of the refrigerant is throttled to low-temperature and low-pressure wet steam or supercooled liquid through the sixth throttling element 760, and then the low-temperature and low-pressure refrigerant absorbs the heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and realizing the refrigeration for the vehicle, and then the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111;

[0435] Branch 2: Another part of the medium-temperature and high-pressure refrigerant is throttled to low-temperature and low-pressure wet steam or supercooled liquid through the seventh throttling element 770, and then the low-temperature and low-pressure refrigerant absorbs the heat in the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature in the refrigerator and realizing the refrigeration for the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the air-cooling and ice-cooling cycle of the thermal management system 1.

[0436] In some embodiments of the present application, as shown in FIG. 36, the thermal management system 1 has an electric-cooling and ice-cooling state.

[0437] When the thermal management system 1 is in the electric-cooling and ice-cooling state, the third on-off valve 830 and the eighth on-off valve 880 are opened, the first on-off valve 810, the second on-off valve 820, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the first throttling element 710 and the seventh throttling element 770 are opened and throttled, the fifth throttling element 750 is opened, the out-vehicle heat exchanger 120 serves as a condenser, and the battery pack heat exchanger 300 and the refrigerator refrigeration module 400 serve as evaporators.

[0438] That is, the third on-off valve 830, the eighth on-off valve 880, the first throttling element 710, the fifth throttling element 750 and the seventh throttling element 770 are opened, and the other valve bodies can be in a closed state.

[0439] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 has no wind through, that is, the in-vehicle condenser 140 only acts as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the out-vehicle heat exchanger 120, and the out-vehicle heat exchanger 120 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature).

[0440] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0441] Branch 1: The part of the medium-temperature and high-pressure refrigerant flows to the first throttling element 710 through the second check valve 920, and becomes low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling through the first throttling element 710, and then the low-temperature and low-pressure refrigerant flows to the battery pack heat exchanger 300 to absorb the heat of the battery pack through the battery pack heat exchanger 300, so as to realize the cooling of the battery pack, and then the refrigerant flows out from the battery pack heat exchanger 300 and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111;

[0442] Branch 2: The other part of the medium-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling through the seventh throttling element 770, and then the low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, so as to reduce the temperature inside the refrigerator and realize the refrigeration of the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the electric cold and ice cold state of the thermal management system 1.

[0443] In some embodiments of the present application, as shown in FIG. 37, the thermal management system 1 has an ice cold state.

[0444] When the thermal management system 1 is in the ice cold state, the eighth on-off valve 880 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the seventh throttling element 770 is opened and functions as a throttling element, the out-vehicle heat exchanger 120 acts as a condenser, and the refrigerator refrigeration module 400 acts as an evaporator.

[0445] That is, the eighth on-off valve 880 and the seventh throttling element 770 are open, and the other valve bodies can be in a closed state.

[0446] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the indoor condenser 140 through the compressor 100, at this time, the indoor condenser 140 has no wind passing through, that is, the indoor condenser 140 only serves as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the outdoor heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the outdoor heat exchanger 120, and the outdoor heat exchanger 120 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature), and then the medium-temperature and high-pressure refrigerant is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the seventh throttling element 770, and the low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 410, thereby reducing the temperature inside the refrigerator and realizing the refrigeration of the refrigerator, and then the refrigerant flows into the second gas-liquid separator 160 through the refrigerator refrigeration heat exchanger 410, the second gas-liquid separator 160 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the second inlet 112, completing the cycle of the ice-cold state of the thermal management system 1.

[0447] In some embodiments of the present application, as shown in FIG. 38, the thermal management system 1 has an electric cooling state.

[0448] When the thermal management system 1 is in the electric cooling state, the third on-off valve 830 and the eighth on-off valve 880 are open, the first on-off valve 810, the second on-off valve 820, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the first throttling element 710 is open and functions as a throttling element, the fifth throttling element 750 is open, the seventh throttling element 770 is closed, the outdoor heat exchanger 120 functions as a condenser, and the battery pack heat exchanger 300 functions as an evaporator.

[0449] That is, the third on-off valve 830, the eighth on-off valve 880, the first throttling element 710 and the fifth throttling element 750 are open, and the other valve bodies are in a closed state.

[0450] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 100, at this time, the in-vehicle condenser 140 is not blown by the wind, that is, the in-vehicle condenser 140 only acts as a flow passage, and then the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the out-vehicle heat exchanger 120, and the out-vehicle heat exchanger 120 flows out the medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the environment temperature), and then the medium-temperature and high-pressure refrigerant flows to the first throttling element 710 through the second one-way valve 920, and becomes low-temperature and low-pressure wet steam or supercooled liquid after throttling through the first throttling element 710, and then the low-temperature and low-pressure refrigerant flows to the battery pack heat exchanger 300 to absorb the heat of the battery pack through the battery pack heat exchanger 300, so as to realize the cooling of the battery pack, and then the refrigerant flows out from the battery pack heat exchanger 300, and flows into the first gas-liquid separator 150 through the fifth throttling element 750 and the third on-off valve 830, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure the stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to realize the cycle of the electric cooling state of the thermal management system 1.

[0451] In some embodiments of the application, as shown in FIG. 39, the thermal management system 1 has an air cooling state.

[0452] When the thermal management system 1 is in the air cooling state, the fourth on-off valve 840 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fifth on-off valve 850 and the eighth on-off valve 880 are closed, the second throttling element 720 is opened and throttled, the seventh throttling element 770 is closed, the in-vehicle condenser 140 acts as a condenser, and the out-vehicle heat exchanger 120 acts as an evaporator.

[0453] That is, the fourth on-off valve 840 and the second throttling element 720 are opened, and the other valve bodies can be in a closed state.

[0454] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged from the compressor 100 to the in-vehicle condenser 140, and release heat to the passenger cabin through the in-vehicle condenser 140 to achieve heating for the passenger cabin, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140, and the medium-temperature and high-pressure refrigerant is further throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid through the second throttling element 720, and the low-temperature and low-pressure refrigerant flows to the out-vehicle heat exchanger 120 and absorbs heat from the environment through the out-vehicle heat exchanger 120 to complete the heat absorption process from the environment, and then the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the air-heat state of the thermal management system 1.

[0455] In some embodiments of the present application, as shown in FIG. 40, the thermal management system 1 has an air-heat-electricity state.

[0456] When the thermal management system 1 is in the air-heat-electricity state, the fourth on-off valve 840 and the fifth on-off valve 850 are opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are closed, the first throttling element 710 and the second throttling element 720 are opened and throttled, the fifth throttling element 750 is opened, the seventh throttling element 770 is closed, the in-vehicle condenser 140 and the battery pack heat exchanger 300 serve as condensers, and the out-vehicle heat exchanger 120 serves as an evaporator.

[0457] That is, the fourth on-off valve 840, the fifth on-off valve 850, the first throttling element 710, the second throttling element 720 and the fifth throttling element 750 are opened, and the other valve bodies can be in a closed state.

[0458] Thus, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 100 can be divided into two branches:

[0459] Branch 1: This part of the refrigerant can be discharged from the compressor 100 to the in-vehicle condenser 140, and release heat to the passenger cabin through the in-vehicle condenser 140 to achieve heating for the passenger cabin, while the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140, and the medium-temperature and high-pressure refrigerant is further throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid through the second throttling element 720, and the low-temperature and low-pressure refrigerant flows to the out-vehicle heat exchanger 120;

[0460] Branch 2: Another part of the refrigerant flows to the battery pack heat exchanger 300 through the fifth on-off valve 850 and the fifth throttling element 750, and releases heat to the battery pack through the battery pack heat exchanger 300 to increase the temperature of the battery pack, avoid the temperature of the battery pack being too low, and achieve heating of the battery pack. At the same time, the refrigerant flowing through the battery pack heat exchanger 300 becomes medium-temperature high-pressure refrigerant, which is throttled and cooled by the first throttling element 710 into low-temperature low-pressure wet steam or supercooled liquid, and the low-temperature low-pressure refrigerant flows to the vehicle external heat exchanger 120 through the first one-way valve 910.

[0461] Then, the low-temperature low-pressure refrigerant flowing out of the second throttling element 720 in branch 1 and the low-temperature low-pressure refrigerant flowing out of the first throttling element 710 in branch 2 are combined and flow into the vehicle external heat exchanger 120, and absorb heat from the outside through the vehicle external heat exchanger 120, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840, the first gas-liquid separator 150 separates the refrigerant from the refrigerant oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the heat management system 1 in the air-heat-electricity heating state.

[0462] In addition, it needs to be explained that since the inlet temperature of the battery pack heat exchanger 300 exceeds a certain range, the local temperature of the battery pack is easy to exceed its working temperature range, so the required temperature of the vehicle condenser 140 needs to continue to rise (for example, the target temperature is 95°C), and when the inlet temperature of the battery pack heat exchanger 300 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the fifth throttling element 750 can be reduced at this time to reduce the inlet temperature of the battery pack heat exchanger 300, so as to control the different heating temperatures of the vehicle condenser 140 and the battery pack heat exchanger 300 in the air-heat-electricity heating state.

[0463] In some embodiments of the present application, as shown in FIG. 41, the heat management system 1 has an electricity-heating state.

[0464] When the heat management system 1 is in the electricity-heating state, the fourth on-off valve 840 and the fifth on-off valve 850 are opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830 and the eighth on-off valve 880 are closed, the first throttling element 710 is opened and functions as a throttling element, the fifth throttling element 750 is opened, the second throttling element 720 and the seventh throttling element 770 are closed, the battery pack heat exchanger 300 functions as a condenser, and the vehicle external heat exchanger 120 functions as an evaporator.

[0465] That is, the fourth on-off valve 840, the fifth on-off valve 850, the first throttling element 710 and the fifth throttling element 750 are opened, and the other valve bodies can be in a closed state.

[0466] Thus, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 100 can flow to the battery pack heat exchanger 300 through the fifth on-off valve 850 and the fifth throttling element 750, and heat to the battery pack through the battery pack heat exchanger 300 to increase the temperature of the battery pack and avoid the temperature of the battery pack being too low, thereby achieving heating of the battery pack. At the same time, the refrigerant flowing through the battery pack heat exchanger 300 becomes medium-temperature and high-pressure refrigerant, which is then throttled and cooled by the first throttling element 710 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the vehicle exterior heat exchanger 120 through the first one-way valve 910, and absorbs heat from the outside through the vehicle exterior heat exchanger 120 to complete the process of absorbing heat from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840, the first gas-liquid separator 150 separates the refrigerant from the refrigeration oil, and also serves as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the electric heating state of the thermal management system 1.

[0467] In some embodiments of the present application, as shown in FIG. 42, the thermal management system 1 has an air dehumidification state.

[0468] When the thermal management system 1 is in the air dehumidification state, the first on-off valve 810 and the eighth on-off valve 880 are open, the second on-off valve 820, the third on-off valve 830, the fourth on-off valve 840 and the fifth on-off valve 850 are closed, the sixth throttling element 760 is open and functions as a throttling element, the seventh throttling element 770 is closed, the vehicle interior condenser 140 and the vehicle exterior heat exchanger 120 function as a condenser, and the vehicle interior evaporator 130 functions as an evaporator.

[0469] That is, the first on-off valve 810, the eighth on-off valve 880 and the sixth throttling element 760 are open, and the other valve bodies can be in a closed state.

[0470] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 100, at this time, the in-vehicle condenser 140 is not wind through, that is, the in-vehicle condenser 140 only as a flow channel flow, then the high-temperature and high-pressure refrigerant flows to the vehicle heat exchanger 120 through the eighth on-off valve 880, and releases heat to the environment through the vehicle heat exchanger 120, the vehicle heat exchanger 120 flows out of the medium-temperature and high-pressure fluid (may be liquid or gas, determined by the environment temperature), the medium-temperature and high-pressure refrigerant is cooled to low-temperature and low-pressure wet steam or supercooled liquid after passing through the sixth throttling element 760, and the low-temperature and low-pressure refrigerant flows into the in-vehicle evaporator 130, at this time, the high-humidity air passes through the in-vehicle evaporator 130, the high-humidity air is cooled and condensed water is separated out, the absolute humidity of the air in the passenger compartment is reduced, and the dehumidification of the vehicle is realized, then the refrigerant flows into the first gas-liquid separator 150 through the first on-off valve 810, the first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 100, and finally the refrigerant returns to the compressor 100 through the first inlet 111, completing the cycle of the air dehumidification state of the thermal management system 1.

[0471] In some embodiments of the present application, as shown in FIG. 43, the thermal management system 1 has an air de-fogging state.

[0472] When the thermal management system 1 is in the air de-fogging state, the fourth on-off valve 840 is opened, the first on-off valve 810, the second on-off valve 820, the third on-off valve 830, the fifth on-off valve 850 and the eighth on-off valve 880 are closed, the second throttling element 720 is opened and throttled, the seventh throttling element 770 is closed, the in-vehicle condenser 140 acts as a condenser, and the vehicle heat exchanger 120 acts as an evaporator.

[0473] That is, the fourth on-off valve 840 and the second throttling element 720 are opened, and the other valve bodies can be in a closed state.

[0474] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 100, and heat is released to the passenger compartment by the in-vehicle condenser 140. At this time, low-temperature air is heated to high-temperature air by the in-vehicle condenser 140, and the high-temperature air is blown to the fog on the glass through the defogging air duct to realize defogging for the vehicle interior. At the same time, the refrigerant is cooled to medium-temperature and high-pressure fluid by the in-vehicle condenser 140. The medium-temperature and high-pressure refrigerant is throttled and cooled to low-temperature and low-pressure wet steam or supercooled liquid by the second throttling element 720. The low-temperature and low-pressure refrigerant flows into the out-vehicle heat exchanger 120, and absorbs heat from the environment by the out-vehicle heat exchanger 120 to complete the heat absorption process from the environment. Next, the refrigerant flows to the first gas-liquid separator 150 through the fourth on-off valve 840. The first gas-liquid separator 150 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 100. Finally, the refrigerant returns to the compressor 100 through the first inlet 111 to complete the cycle of the heat management system 1 in the air defogging state.

[0475] The vehicle 1000 according to the embodiments of the present application is described below with reference to the accompanying drawings, and the vehicle 1000 includes the heat management system 1 according to the above-described embodiments of the present application, as shown in FIG. 58.

[0476] The vehicle 1000 according to the embodiments of the present application can reduce the refrigerant pressure loss of the battery pack heat exchanger 300 and the in-vehicle evaporator 130 by using the heat management system 1 according to the above-described embodiments of the present application, and thus the refrigeration capacity and the refrigeration efficiency of the heat management system 1 can be ensured to be high.

[0477] The heat management system 100 according to the third aspect of the embodiments of the present application is described below with reference to FIGS. 48-57, and the heat management system 100 can reduce the refrigerant pressure loss of the first battery pack heat exchanger 31, thereby ensuring that the refrigeration capacity and the refrigeration efficiency of the heat management system 100 are high.

[0478] In combination with the heat management system 100 shown in FIGS. 48-57, the heat management system 100 according to the third aspect of the embodiments of the present application includes the air conditioning module 1, the ejector 2, and the first battery pack heat exchanger 31.

[0479] The air conditioning module 1 can perform refrigeration or heating for the passenger compartment, the ejector 2 can entrain low-pressure fluid by the entraining action of high-pressure fluid to realize mixing of the fluids and exchange of energy, and the battery heat exchanger module 3 can cool or heat the power battery.

[0480] Specifically, the air conditioning module 1 comprises a compressor 11, an outdoor heat exchanger 12 and an indoor evaporator 13 connected to form a refrigerant circuit, the ejector 2 has a first ejector inlet 21, a second ejector inlet 22 and an ejector outlet 23, the first ejector inlet 21 is connected to a first end of the outdoor heat exchanger 12, the second ejector inlet 22 is connected to a first end of the indoor evaporator 13, a first end of the first battery pack heat exchanger 31 is connected to the ejector outlet 23, and a second end of the first battery pack heat exchanger 31 is connected to an inlet of the compressor 11.

[0481] Therefore, the high-pressure medium-temperature refrigerant flowing from the outdoor heat exchanger 12 to the ejector 2 can be isentropically expanded in the first ejector inlet 21, the flow velocity of the refrigerant increases (the refrigerant at the ejector outlet 23 can generally reach supersonic speed and can be accompanied by a series of shock waves), and the pressure decreases, that is, the conversion from pressure energy to kinetic energy is realized, and because there is a large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 21 from the outdoor heat exchanger 12) and the ejector fluid (the refrigerant flowing into the second ejector inlet 22 from the indoor evaporator 13), the ejector fluid is continuously entrained into the working fluid and gradually begins to mix with the working fluid, realizing the transfer of momentum and energy, and as the two refrigerant fluids are uniformly mixed, the velocity and pressure of the fluids gradually tend to be consistent, after the mixed fluid reaches the ejector outlet 23, the fluid velocity decreases and the pressure increases, thereby realizing the conversion from kinetic energy to pressure energy, and the pressure of the mixed fluid at the ejector outlet 23 is between the pressures of the working fluid and the ejector fluid, that is, the ejector 2 can play a role in increasing the pressure of the ejector fluid, and the fluid pressure at the ejector outlet 23 can meet the evaporation pressure requirement of the battery pack cooling, and the refrigerant cools the battery pack through the first battery pack heat exchanger 31 and then flows into the compressor 11 through the gas-liquid separator 6, completing the cycle.

[0482] In addition, in the working condition in which the indoor evaporator 13 and the first battery pack heat exchanger 31 operate at the same time, the refrigerant can be mixed with the refrigerant entering the ejector 2 from the outdoor heat exchanger 12 after cooling the passenger compartment through the indoor evaporator 13, so that the refrigerant can reach a higher evaporation pressure, that is, the present application can increase the pressure of the refrigerant flowing out of the indoor evaporator 13 through the ejector 2, and then the refrigerant cools the battery pack through the first battery pack heat exchanger 31 and then flows back to the compressor 11 through the gas-liquid separator 6, thereby realizing the entire refrigeration cycle. In this way, the refrigerant pressure at the outlet of the first battery pack heat exchanger 31 does not need to be artificially reduced before being combined with the refrigerant flowing out of the indoor evaporator 13, thereby reducing the pressure loss of the refrigerant flowing out of the first battery pack heat exchanger 31, which is beneficial to improving the refrigeration capacity and refrigeration efficiency of the thermal management system 100.

[0483] In detail, the ejector 2 utilizes the expansion work of the high-pressure medium-temperature refrigerant flowing from the vehicle exterior heat exchanger 12 into the first battery pack heat exchanger 31 circuit in the first ejector inlet 21 to serve as a throttling device of the battery pack cooling circuit and a pressure boosting device of the air conditioning refrigeration circuit, and recover the expansion work of the refrigerant. Compared with using a supercharger and placing the outlet of the ejector after the battery pack heat exchanger circuit, there is no need to use other energy to boost the pressure of the air conditioning circuit, the energy saving effect is better, and the efficiency is greatly improved.

[0484] The ejector outlet 23 is connected to the first battery pack heat exchanger 31, and the pressure of the ejector outlet 23 meets the evaporation pressure requirement of the battery pack cooling. After the refrigerant cools the power battery and flows into the compressor 11 after passing through the gas-liquid separator 6, the entire cycle is completed. That is, in the battery and air conditioning dual opening mode, the refrigerant can first cool the passenger compartment at a lower evaporation pressure, and then mix with the refrigerant entering the battery pack cooling circuit from the vehicle exterior heat exchanger 12 after passing through the ejector 2 to cool the battery pack at a higher evaporation pressure, and finally enter the inlet of the compressor 11 to complete the entire refrigeration cycle. In this way, the battery pack cooling circuit does not need to be artificially reduced in pressure before being combined with the air conditioning refrigeration circuit, reducing the reduction of refrigerating capacity and refrigeration efficiency due to pressure loss.

[0485] Therefore, by providing the thermal management system 100, the refrigerant pressure loss of the first battery pack heat exchanger 31 can be reduced, thereby ensuring that the refrigerating capacity and the refrigeration efficiency of the thermal management system 100 are relatively high.

[0486] According to some optional embodiments of the present application, as shown in FIG. 50, the first ejector inlet 21 and the ejector outlet 23 are respectively arranged at opposite ends of the ejector 2, and the second ejector inlet 22 is arranged at the outer periphery of the ejector 2.

[0487] The high-pressure refrigerant flowing from the vehicle exterior heat exchanger 12 to the ejector 2 can be a primary flow, that is, the refrigerant entering the ejector 2 from the first ejector inlet 21 is a primary flow, and the high-pressure refrigerant flowing from the vehicle interior evaporator 13 to the ejector 2 can be a secondary flow, that is, the refrigerant entering the ejector 2 from the second ejector inlet 22 is a secondary flow. In this way, the first ejector inlet 21 and the ejector outlet 23 can be coaxially arranged, so that the refrigerant entering the ejector 2 from the first ejector inlet 21 can be discharged through the ejector outlet 23 more smoothly, which is conducive to improving the flow smoothness of the refrigerant.

[0488] Specifically, the ejector 2 includes a suction section 24, a mixing section 25, and a diffuser section 26. The suction section 24 is provided with the first ejector inlet 21 and the second ejector inlet 22. The mixing section 25 is connected to the suction section 24. The diffuser section 26 is connected to the mixing section 25 and is provided with the ejector outlet 23.

[0489] In this way, the high-pressure refrigerant flowing out of the vehicle-outside heat exchanger 12 can enter the suction section 24 through the first entraining inlet 21, and the refrigerant flowing out of the vehicle-inside heat exchanger 13 can be continuously entrained into the suction section 24 through the second entraining inlet 22, and then the two parts of refrigerant can be fully mixed in the mixing section 25 to realize the transfer of momentum and energy, and after reaching the diffuser section 26, the flow speed of the refrigerant is reduced and the pressure is increased, thereby realizing the conversion of kinetic energy into pressure energy, and finally the refrigerant can flow from the entraining outlet 23 to the first battery pack heat exchanger 31.

[0490] Further, as shown in FIG. 50, the cross-sectional area of the diffuser section 26 gradually increases in the direction away from the mixing section 25.

[0491] That is to say, when the fluid passes through the diffuser section 26, due to the inconsistent diameter of the diffuser section 26, the flow rate and pressure of the fluid will change, and according to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 26, due to the increase in cross-sectional area, the flow rate of the fluid will decrease and the pressure will increase, thereby achieving the effect of increasing the evaporation pressure on the side of the first battery pack heat exchanger 31.

[0492] According to some optional embodiments of the present application, as shown in FIG. 48, the air conditioning module 1 further comprises a first on-off valve 14. Wherein, the first on-off valve 14 can be an electromagnetic valve.

[0493] The first end of the first on-off valve 14 is connected to the first end of the vehicle-inside heat exchanger 13, and the second end of the first on-off valve 14 is connected to the inlet of the compressor 11, so as to control the on-off between the vehicle-inside heat exchanger 13 and the inlet of the compressor 11. In this way, the flow direction of the refrigerant flowing out of the vehicle-inside heat exchanger 13 can be controlled by controlling the on-off of the first on-off valve 14. In detail, when the first on-off valve 14 is opened, the refrigerant flowing out of the vehicle-inside heat exchanger 13 can directly flow back to the compressor 11 through the first on-off valve 14, and when the first on-off valve 14 is closed, the refrigerant flowing out of the vehicle-inside heat exchanger 13 can flow into the ejector 2 through the second entraining inlet 22, and then flow back to the compressor 11 after absorbing the heat of the battery pack through the first battery pack heat exchanger 31.

[0494] Specifically, as shown in FIG. 48, the battery heat exchange module 3 further comprises a second on-off valve 32 and a first throttling element 33, the first end of the second on-off valve 32 is connected to the first end of the vehicle-outside heat exchanger 12, and the second end of the second on-off valve 32 is connected to the first entraining inlet 21, so as to control the on-off between the vehicle-outside heat exchanger 12 and the first entraining inlet 21, the second on-off valve 32 is connected in series with the ejector 2 and is connected in parallel with the first throttling element 33, when the second on-off valve 32 disconnects the vehicle-outside heat exchanger 12 and the second entraining inlet 22, the refrigerant of the vehicle-outside heat exchanger 12 enters the first battery pack heat exchanger 31 through the first throttling element 33.

[0495] The second on-off valve 32 can be an electromagnetic valve, and the first throttling element 33 can be an electronic expansion valve.

[0496] In this way, when the thermal management system 100 only needs to cool the battery pack and does not need to cool the passenger compartment, the second on-off valve 32 can be closed and the first throttling element 33 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle external heat exchanger 12 can be throttled and decompressed by the first throttling element 33 to become low-temperature low-pressure wet steam or supercooled liquid. The low-temperature low-pressure refrigerant can then fully absorb the heat of the battery pack through the first battery pack heat exchanger 31.

[0497] When the thermal management system 100 needs to cool the battery pack and the passenger compartment at the same time, the first throttling element 33 can be closed and the second on-off valve 32 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle external heat exchanger 12 can flow to the first entraining inlet 21 through the second on-off valve 32, and the low-temperature low-pressure refrigerant flowing out of the vehicle internal evaporator 13 can enter the entrainer 2 through the second entraining inlet 22. The two parts of refrigerant are mixed in the entrainer 2 to form wet steam or supercooled liquid with a higher evaporation pressure, and then flow to the first battery pack heat exchanger 31 through the entraining outlet 23. The heat of the battery pack is fully absorbed through the first battery pack heat exchanger 31, and the cooling of the passenger compartment and the battery pack is realized at the same time.

[0498] Further, as shown in FIG. 48, the thermal management system 100 further comprises a third on-off valve 4. The third on-off valve 4 can be an electromagnetic valve.

[0499] The first end of the third on-off valve 4 is connected to the second end of the first battery pack heat exchanger 31, and the second end of the third on-off valve 4 is connected to the inlet to control the on-off between the first battery pack heat exchanger 31 and the inlet. In this way, it is convenient to switch the heating and cooling states of the battery pack. When the thermal management system 100 needs to cool the battery pack, the third on-off valve 4 can be opened, so that the refrigerant flowing through the first battery pack heat exchanger 31 can flow back to the compressor 11 through the third on-off valve 4. When the thermal management system 100 needs to heat the battery pack, the third on-off valve 4 can be closed, so that the high-temperature refrigerant flowing out of the compressor 11 can flow to the first battery pack heat exchanger 31, avoiding the high-temperature refrigerant flowing back to the compressor 11 directly through the third on-off valve 4, and the control of the refrigerant flow is more accurate.

[0500] Specifically, as shown in FIG. 48, the air conditioning module 1 further comprises an in-vehicle condenser 15, a second throttling element 16, a sixth throttling element 43, and a fourth on-off valve 17, a first end of the in-vehicle condenser 15 is connected to an outlet of the compressor 11, a second end of the in-vehicle condenser 15 is connected to a second end of the out-vehicle heat exchanger 12, a first end of the second throttling element 16 is connected to the second end of the in-vehicle condenser 15, a second end of the second throttling element 16 is connected to the second end of the out-vehicle heat exchanger 12, a first end of the sixth throttling element 43 is connected to a first end of the out-vehicle heat exchanger 12, a second end of the sixth throttling element 43 is connected to a second end of the in-vehicle evaporator 13, a first end of the fourth on-off valve 17 is connected to the first end of the out-vehicle heat exchanger 12, a second end of the fourth on-off valve 17 is connected to an inlet of the compressor 11 to control the on-off between the out-vehicle heat exchanger 12 and the inlet of the compressor 11, and the fourth on-off valve 17 is connected in parallel to the in-vehicle evaporator 13.

[0501] The fourth on-off valve 17 can be an electromagnetic valve, and the second throttling element 16 and the sixth throttling element 43 can be electronic expansion valves.

[0502] Therefore, when the thermal management system 100 is used to heat the passenger compartment, the second throttling element 16 and the fourth on-off valve 17 can be opened, at this time, the refrigerant flowing through the in-vehicle condenser 15 can be throttled and cooled by the second throttling element 16 to become low-temperature and low-pressure wet vapor or supercooled liquid, the low-temperature and low-pressure refrigerant can further absorb heat from the external environment through the out-vehicle heat exchanger 12 to complete the heat absorption process, and then the refrigerant can flow back to the compressor 11 through the fourth on-off valve 17 and the gas-liquid separator 6 to complete the heating cycle of the passenger compartment.

[0503] Further, as shown in FIG. 48, the thermal management system 100 further comprises a fifth on-off valve 41 and a third throttling element 42, a first end of the fifth on-off valve 41 is connected to an outlet of the compressor 11, a second end of the fifth on-off valve 41 is connected to a second end of the first battery pack heat exchanger 31 to control the on-off between the outlet of the compressor 11 and the first battery pack heat exchanger 31, a first end of the third throttling element 42 is connected to the second end of the fifth on-off valve 41 and a first end of the third on-off valve 4 respectively, and a second end of the third throttling element 42 is connected to the second end of the first battery pack heat exchanger 31.

[0504] The fifth on-off valve 41 can be an electromagnetic valve, the third throttling element 42 can be an electronic expansion valve, and the third throttling element 42 can be a large-diameter electronic expansion valve.

[0505] In this way, when heating of the battery pack is required, the fifth on-off valve 41 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 11 can directly flow to the first battery pack heat exchanger 31 through the fifth on-off valve 41, and then heat can be released to the battery pack through the first battery pack heat exchanger 31 to sufficiently heat the battery pack and avoid that the temperature of the battery pack is too low.

[0506] In addition, by arranging the third throttling element 42, when the inlet temperature of the first battery pack heat exchanger 31 exceeds a certain range, the local temperature of the battery pack is easy to exceed its working temperature range, so when the required temperature of the vehicle interior condenser 15 needs to continue to rise (for example, the target temperature is 95°C), and the inlet temperature of the first battery pack heat exchanger 31 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the third throttling element 42 can be reduced to reduce the inlet temperature of the first battery pack heat exchanger 31, so as to realize the control of different heating temperatures of the vehicle interior condenser 15 and the first battery pack heat exchanger 31.

[0507] Specifically, as shown in FIG. 51, the battery heat exchange module 3 further comprises a second battery pack heat exchanger 34, a first end of the second battery pack heat exchanger 34 is selectively connected with the vehicle exterior heat exchanger 12, and a second end of the second battery pack heat exchanger 34 is selectively connected with the inlet and outlet of the compressor 11 respectively, the ejector 2 is connected in series with the first battery pack heat exchanger 31, and the ejector 2 is connected in parallel with the second battery pack heat exchanger 34.

[0508] Compared with the conventional single-layer indirect heat exchange cold plate using cooling liquid (which has the disadvantages of slow heat exchange rate, small heat exchange area, and insufficient heat exchange of the cold plate, etc.), the double-layer two battery pack heat exchangers in the embodiment can solve the problems of local low-temperature lithium precipitation and high temperature causing life attenuation, etc. Among them, the refrigerant flow path of the second battery pack heat exchanger 34 is connected in circulation with the refrigerant flow path of the first battery pack heat exchanger 31, so that the heat exchange area for the battery pack can be increased, thereby improving the heat exchange efficiency of the battery pack.

[0509] In addition, the first end of the second battery pack heat exchanger 34 is selectively connected with one of the two ends of the vehicle exterior heat exchanger 12 (one of the first end and the second end of the vehicle exterior heat exchanger 12), and the second end of the second battery pack heat exchanger 34 is selectively connected with the inlet and outlet of the compressor 11 respectively, so that the vehicle exterior heat exchanger 12 can be combined with the second battery pack heat exchanger 34 to achieve a cooling effect or only the second battery pack heat exchanger 34 can play a heating effect.

[0510] Further, as shown in FIG. 51, the battery heat exchange module 3 further comprises a fourth throttling element 35 and a fifth throttling element 36, the first end of the fourth throttling element 35 is connected to the first end of the third throttling element 42, the second end of the fourth throttling element 35 is connected to the second end of the second battery pack heat exchanger 34, the first end of the fifth throttling element 36 is connected to the first end of the second battery pack heat exchanger 34, and the second end of the fifth throttling element 36 is connected to the first end of the vehicle external heat exchanger 12.

[0511] In this embodiment, the fifth throttling element 36 can be an electronic expansion valve, the fourth throttling element 35 can be an electronic expansion valve, and the fourth throttling element 35 can be a large-diameter electronic expansion valve.

[0512] In this way, when heating of the battery pack is required, the fifth on-off valve 41 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the compressor 11 can directly flow to the first battery pack heat exchanger 31 through the fifth on-off valve 41, and can also flow to the second battery pack heat exchanger 34, so that the battery pack is heated by the two battery pack heat exchangers, and the heating efficiency is higher.

[0513] Moreover, when cooling of the battery pack is required, the third on-off valve 4 can be opened, and the high-temperature and high-pressure refrigerant flowing out of the vehicle external heat exchanger 12 can be throttled and cooled by the first throttling element 33 and the fifth throttling element 36 to become low-temperature and low-pressure wet steam or subcooled liquid, and the low-temperature and low-pressure refrigerant can further absorb heat from the external environment by passing through the first battery pack heat exchanger 31 and the second battery pack heat exchanger 34 to complete the heat absorption process, and then the refrigerant can flow back to the compressor 11 through the third on-off valve 4 and the gas-liquid separator 6 to complete the refrigeration cycle of the battery pack.

[0514] Specifically, as shown in FIG. 48, the battery heat exchange module 3 further comprises a first one-way valve 37 and a second one-way valve 38, the first end of the first one-way valve 37 is connected to the first end of the first throttling element 33 and the first end of the second on-off valve 32, respectively, the second end of the first one-way valve 37 is connected to the second end of the vehicle internal evaporator 13 and the first end of the fourth on-off valve 17, respectively, and the first one-way valve 37 only allows the refrigerant to flow from the first battery pack heat exchanger 31 to at least one of the vehicle internal evaporator 13 and the fourth on-off valve 17; the first end of the second one-way valve 38 is connected to the first end of the first throttling element 33 and the first end of the second on-off valve 32, respectively, the second end of the second one-way valve 38 is connected to the first end of the vehicle external heat exchanger 12, and the second one-way valve 38 only allows the refrigerant to flow from the vehicle external heat exchanger 12 to the first entraining inlet 21.

[0515] In this way, when the battery pack is heated, the refrigerant flowing out of the first battery pack heat exchanger 31 can flow to at least one of the indoor evaporator 13 and the fourth on-off valve 17 through the first one-way valve 37, and when the battery pack is cooled, the refrigerant flowing out of the outdoor heat exchanger 12 can flow to the first battery pack heat exchanger 31 through the second one-way valve 38, so that the flow paths do not interfere with each other, and the refrigerant can flow more smoothly.

[0516] Further, as shown in FIGS. 48 and 49, the outdoor heat exchanger 12 includes a first outdoor heat exchanger 121 and a second outdoor heat exchanger 122. The second end of the first outdoor heat exchanger 121 is connected to the second end of the indoor condenser 15, the first end of the first outdoor heat exchanger 121 is connected to the second end of the indoor evaporator 13, the second end of the second one-way valve 38 and the first end of the fourth on-off valve 17 respectively, and the second outdoor heat exchanger 122 is connected in parallel with the first outdoor heat exchanger 121.

[0517] In this way, the heat management system 100 can absorb heat from the external environment through the first outdoor heat exchanger 121 or the second outdoor heat exchanger 122, or the heat management system 100 can simultaneously absorb heat from the external environment through the first outdoor heat exchanger 121 and the second outdoor heat exchanger 122, so that the heat absorption from the external environment can be more sufficient.

[0518] Specifically, as shown in FIG. 49, the heat management system 100 further includes a motor cooling module 5, the motor cooling module 5 includes a three-way valve 51, a motor cooling channel 52 and a motor heat exchanger 53, the three-way valve 51 includes a first connecting port 511, a second connecting port 512 and a third connecting port 513, the first end of the motor cooling channel 52 is connected to the first connecting port 511, and the first end of the motor heat exchanger 53 is connected to the second connecting port 512; the second outdoor heat exchanger 122 has a first heat exchange channel and a second heat exchange channel, the first end of the first heat exchange channel is connected to the third connecting port 513 and the second end of the motor heat exchanger 53 respectively, the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 52, the first end of the second heat exchange channel is connected to the first end of the battery heat exchange module 3, and the second end of the second heat exchange channel is connected to the second end of the indoor evaporator 13.

[0519] The second vehicle external heat exchanger 122 can be a plate heat exchanger. Specifically, the second vehicle external heat exchanger 122 has two heat exchange channels that exchange heat with each other. One of the heat exchange channels can be connected to the refrigerant circuit, and the other heat exchange channel can be connected to the motor cooling module 5. In this way, heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 5 can be achieved. Thus, the heat in the motor cooling module 5 can be exchanged to the refrigerant circuit through the second vehicle external heat exchanger 122. That is, the thermal management system 100 can utilize the waste heat of the motor cooling module 5, which is beneficial to improve the energy utilization rate of the thermal management system 100. In addition, when the outside temperature is low, the waste heat of the motor cooling module 5 can be used to heat the passenger compartment or the refrigerator, so as to improve the heating efficiency of the thermal management system 100.

[0520] The motor heat exchanger 53 is a motor radiator. The motor cooling module 5 can release the heat of the motor cooling channel 52 to the outside air through the motor heat exchanger 53, so as to cool and heat the motor cooling channel 52.

[0521] The second vehicle external heat exchanger 122 can be a plate heat exchanger. Specifically, the second vehicle external heat exchanger 122 has two heat exchange channels that exchange heat with each other. One of the heat exchange channels can be connected to the refrigerant circuit, and the other heat exchange channel can be connected to the motor cooling module 5. In this way, heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 5 can be achieved. Thus, the heat in the motor cooling module 5 can be exchanged to the refrigerant circuit through the second vehicle external heat exchanger 122. That is, the thermal management system 100 can utilize the waste heat of the motor cooling module 5, which is beneficial to improve the energy utilization rate of the thermal management system 100. In addition, when the outside temperature is low, the waste heat of the motor cooling module 5 can be used to heat the passenger compartment or the refrigerator, so as to improve the heating efficiency of the thermal management system 100.

[0522] Further, as shown in FIGS. 48 and 49, the air conditioning module 1 further includes a sixth on-off valve 18 and a seventh on-off valve 19. The first end of the sixth on-off valve 18 is connected to the second end of the vehicle internal condenser 15, and the second end of the sixth on-off valve 18 is connected to the second end of the first vehicle external heat exchanger 121, so as to control the on-off between the vehicle internal condenser 15 and the first vehicle external heat exchanger 121. The first end of the seventh on-off valve 19 is connected to the second end of the vehicle internal condenser 15, and the second end of the seventh on-off valve 19 is connected to the first end of the second vehicle external heat exchanger 122, so as to control the on-off between the vehicle internal condenser 15 and the second vehicle external heat exchanger 122.

[0523] The sixth on-off valve 18 and the seventh on-off valve 19 can be solenoid valves.

[0524] Thus, by the cooperation of the sixth on-off valve 18 and the seventh on-off valve 19, the refrigerant can flow through the first vehicle outer heat exchanger 121 and / or the second vehicle outer heat exchanger 122. Specifically, when the refrigerant needs to flow through both the first vehicle outer heat exchanger 121 and the second vehicle outer heat exchanger 122, the sixth on-off valve 18 and the seventh on-off valve 19 can be opened at the same time; when the refrigerant needs to flow through the first vehicle outer heat exchanger 121 but not the second vehicle outer heat exchanger 122, the sixth on-off valve 18 can be opened and the seventh on-off valve 19 can be closed; and when the refrigerant needs to flow through the second vehicle outer heat exchanger 122 but not the first vehicle outer heat exchanger 121, the seventh on-off valve 19 can be opened and the sixth on-off valve 18 can be closed.

[0525] Specifically, as shown in FIG. 48, the air conditioning module 1 further comprises an eighth on-off valve 191, a first end of the eighth on-off valve 191 is connected with the second end of the vehicle inner condenser 15, and a second end of the eighth on-off valve 191 is connected with the first end of the sixth on-off valve 18 and the first end of the seventh on-off valve 19 respectively, so as to control the on-off between the vehicle inner condenser 15 and the vehicle outer heat exchanger 12, and the second throttling element 16 is connected with the eighth on-off valve 191 in parallel.

[0526] The eighth on-off valve 191 can be an electromagnetic valve.

[0527] In this way, when the thermal management system 100 releases heat to the vehicle interior through the vehicle inner condenser 15 to heat the vehicle interior, the second throttling element 16 can be opened and the eighth on-off valve 191 can be closed, so that the refrigerant released heat through the vehicle inner condenser 15 can be throttled and cooled through the second throttling element 16, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, and the refrigerant can fully absorb heat from the external environment through the vehicle outer heat exchanger 12, and the heat absorption is more sufficient; when heating of the passenger compartment is not required, no air passes through the vehicle inner condenser 15, and the vehicle inner condenser 15 serves as a pipeline, at this time the second throttling element 16 can be closed and the eighth on-off valve 191 can be opened, and the refrigerant flowing through the vehicle inner condenser 15 can directly flow to the vehicle outer heat exchanger 12 through the eighth on-off valve 191.

[0528] Optionally, as shown in FIG. 52, the thermal management system 100 has an air cooling state; when the thermal management system 100 is in the air cooling state, the first on-off valve 14, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, the second on-off valve 32, the third on-off valve 4, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are closed, the first vehicle outer heat exchanger 121 serves as a condenser, and the vehicle inner evaporator 13 serves as an evaporator.

[0529] That is, the first on-off valve 14, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, and the other valve bodies can be in a closed state.

[0530] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 by the compressor 11, at this time, the in-vehicle condenser 15 has no wind passing through, that is, the in-vehicle condenser 15 only serves as a flow passage, then the high-temperature and high-pressure refrigerant flows to the first vehicle external heat exchanger 121 through the eighth on-off valve 191, and releases heat to the environment through the first vehicle external heat exchanger 121, the first vehicle external heat exchanger 121 flows out a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), the medium-temperature and high-pressure refrigerant is cooled by the sixth throttling element 43 to become a low-temperature and low-pressure wet vapor or supercooled liquid, the low-temperature and low-pressure refrigerant absorbs heat in the vehicle cabin through the in-vehicle evaporator 13, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle cabin, then the refrigerant flows into the gas-liquid separator 6 through the first on-off valve 14, the gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and serves as a refrigerant gas intermediate storage, ensuring stable suction of the compressor 11, finally the refrigerant returns to the compressor 11 through the inlet, completing the cycle of the air cooling state of the thermal management system 100.

[0531] Alternatively, as shown in FIG. 54, the thermal management system 100 has an electric cooling state; when the thermal management system 100 is in the electric cooling state, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, the first on-off valve 14, the second on-off valve 32, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are closed, the first vehicle external heat exchanger 121 serves as a condenser, and the first battery pack heat exchanger 31 serves as an evaporator.

[0532] That is, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, and the other valves are in a closed state.

[0533] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11, at this time, the in-vehicle condenser 15 has no wind passing through, that is, the in-vehicle condenser 15 only flows through as a flow passage, then the high-temperature and high-pressure refrigerant flows to the first vehicle exterior heat exchanger 121 through the eighth on-off valve 191, and releases heat to the environment through the first vehicle exterior heat exchanger 121, the first vehicle exterior heat exchanger 121 flows out a medium-temperature and high-pressure fluid (may be liquid or gas, determined by the environment temperature).

[0534] In another alternative, in combination with FIG. 53, the thermal management system 100 has an air cooling and electric cooling state; when the thermal management system 100 is in the air cooling and electric cooling state, the second on-off valve 32, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, the first on-off valve 14, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are closed, and the first vehicle exterior heat exchanger 121 acts as a condenser, and the in-vehicle evaporator 13 and the first battery pack heat exchanger 31 act as evaporators.

[0535] That is, the second on-off valve 32, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are opened, and the other valve bodies can be in a closed state.

[0536] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11, at this time, the in-vehicle condenser 15 has no wind passing through, that is, the in-vehicle condenser 15 only flows through as a flow passage, then the high-temperature and high-pressure refrigerant flows to the first vehicle exterior heat exchanger 121 through the eighth on-off valve 191, and releases heat to the environment through the first vehicle exterior heat exchanger 121, the first vehicle exterior heat exchanger 121 flows out a medium-temperature and high-pressure fluid (may be liquid or gas, determined by the environment temperature).

[0537] Then, the medium-temperature and high-pressure refrigerant is divided into two branches:

[0538] Branch 1: The medium-temperature and high-pressure refrigerant in this part is cooled and throttled by the sixth throttling element 43 into low-temperature and low-pressure wet vapor or supercooled liquid, and the low-temperature and low-pressure refrigerant absorbs heat in the vehicle through the in-vehicle evaporator 13, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle, and then the refrigerant enters the ejector 2 through the first injection inlet 21;

[0539] Branch 2: Another part of the medium-temperature and high-pressure refrigerant flows to the first injection inlet 21 through the second check valve 38 and the second on-off valve 32;

[0540] Then the refrigerant flowing in from the first injection inlet 21 and the refrigerant flowing in from the second injection inlet 22 are mixed in the ejector 2 to form wet vapor or supercooled liquid with a high evaporation pressure, and flow to the first battery pack heat exchanger 31 through the injection outlet 23, so as to absorb the heat of the battery pack through the first battery pack heat exchanger 31, thereby achieving cooling of the battery pack, and then the refrigerant flows out of the first battery pack heat exchanger 31, flows into the gas-liquid separator 6 through the third throttling element 42 and the third on-off valve 4, and separates the refrigerant and the refrigerant oil, and serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11, and finally the refrigerant returns to the compressor 11 through the inlet, completing the cycle of the air-cooling and electric-cooling state of the thermal management system 100.

[0541] In another alternative, as shown in FIG. 55, the thermal management system 100 has an air-heating state; when the thermal management system 100 is in the air-heating state, the fourth on-off valve 17 and the seventh on-off valve 19 are open, and the first on-off valve 14, the second on-off valve 32, the third on-off valve 4, the fifth on-off valve 41, the sixth on-off valve 18, and the eighth on-off valve 191 are closed, and the in-vehicle condenser 15 serves as a condenser, and the second vehicle exterior heat exchanger 122 serves as an evaporator.

[0542] That is, the fourth on-off valve 17 and the seventh on-off valve 19 are open, and the other valve bodies can be in a closed state.

[0543] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11, and release heat to the passenger compartment through the in-vehicle condenser 15 to achieve heating for the passenger compartment, and at the same time, the refrigerant is cooled to medium-temperature and high-pressure fluid through the in-vehicle condenser 15, and the medium-temperature and high-pressure refrigerant is cooled and throttled into low-temperature and low-pressure wet vapor or supercooled liquid through the second throttling element 16, and the low-temperature and low-pressure refrigerant flows into the second vehicle exterior heat exchanger 122 and absorbs heat from the environment through the second vehicle exterior heat exchanger 122, thereby completing the process of absorbing heat from the environment, and then the refrigerant flows to the gas-liquid separator 6 through the fourth on-off valve 17, and the gas-liquid separator 6 separates the refrigerant and the refrigerant oil, and serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11, and finally the refrigerant returns to the compressor 11 through the inlet, completing the cycle of the air-heating state of the thermal management system 100.

[0544] In another alternative, in combination with FIG. 57, the thermal management system 100 has an electric heating state; when the thermal management system 100 is in the electric heating state, the fifth on-off valve 41, the fourth on-off valve 17 and the seventh on-off valve 19 are open, the first on-off valve 14, the second on-off valve 32, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are closed, the first battery pack heat exchanger 31 acts as a condenser, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0545] That is, the fifth on-off valve 41, the fourth on-off valve 17 and the seventh on-off valve 19 are open, and the other valve bodies can be in a closed state.

[0546] Thus, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 11 can flow to the first battery pack heat exchanger 31 through the fifth on-off valve 41 and the third throttling element 42, and heat the battery pack through the battery pack heat exchanger to increase the temperature of the battery pack and avoid the temperature of the battery pack being too low. At the same time, the refrigerant flowing through the first battery pack heat exchanger 31 becomes medium-temperature and high-pressure refrigerant, which is then throttled and cooled by the first throttling element 33 to become low-temperature and low-pressure wet steam or supercooled liquid. The low-temperature and low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the first one-way valve 37, absorbs heat from the outside through the second vehicle external heat exchanger 122, and completes the process of absorbing heat from the environment. Next, the refrigerant flows to the gas-liquid separator 6 through the fourth on-off valve 17, the gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate accumulator to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11 through the inlet to complete the cycle of the electric heating state of the thermal management system 100.

[0547] In another alternative, in combination with FIG. 56, the thermal management system 100 has an air heating and electric heating state; when the thermal management system 100 is in the air heating and electric heating state, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are open, the first on-off valve 14, the second on-off valve 32, the third on-off valve 4, the sixth on-off valve 18 and the eighth on-off valve 191 are closed, the vehicle internal condenser 15 and the first battery pack heat exchanger 31 act as a condenser, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0548] That is, the fourth on-off valve 17, the fifth on-off valve 41 and the seventh on-off valve 19 are open, and the other valve bodies can be in a closed state.

[0549] Thus, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 11 can be divided into two branches:

[0550] Branch 1: The part of the refrigerant can be discharged to the in-vehicle condenser 15 through the compressor 11, and release heat to the passenger compartment through the in-vehicle condenser 15 to achieve heating for the passenger compartment, while the refrigerant is cooled to a medium-temperature high-pressure fluid through the in-vehicle condenser 15, and the medium-temperature high-pressure refrigerant is throttled to a low-temperature low-pressure wet vapor or subcooled liquid through the second throttling element 16, and the low-temperature low-pressure refrigerant flows to the second vehicle external heat exchanger 122;

[0551] Branch 2: Another part of the refrigerant flows to the first battery pack heat exchanger 31 through the fifth on-off valve 41 and the third throttling element 42, and heats the battery pack through the first battery pack heat exchanger 31 to avoid the temperature of the battery pack being too low, while the refrigerant flowing through the first battery pack heat exchanger 31 becomes a medium-temperature high-pressure refrigerant, and the medium-temperature high-pressure refrigerant is throttled to a low-temperature low-pressure wet vapor or subcooled liquid through the first throttling element 33, and the low-temperature low-pressure refrigerant flows to the second vehicle external heat exchanger 122 through the first one-way valve 37;

[0552] Then, the low-temperature low-pressure refrigerant flowing out of the second throttling element 16 in the branch 1 and the low-temperature low-pressure refrigerant flowing out of the first throttling element 33 in the branch 2 are combined and flow into the second vehicle external heat exchanger 122, and absorb heat from the environment through the second vehicle external heat exchanger 122 to complete the heat absorption process from the environment, and then the refrigerant flows to the gas-liquid separator 6 through the fourth on-off valve 17, the gas-liquid separator 6 separates the refrigerant and the refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 11, and finally the refrigerant returns to the compressor 11 through the inlet to complete the cycle of the air-heat-electricity heat state of the thermal management system 100.

[0553] In addition, it needs to be explained that since the inlet temperature of the first battery pack heat exchanger 31 exceeds a certain range, the local temperature of the battery pack is easy to exceed its working temperature range, so the required temperature of the in-vehicle condenser 15 needs to continue to rise (for example, the target temperature ℃), and when the inlet temperature of the first battery pack heat exchanger 31 reaches the upper limit (for example, the upper limit temperature ℃), the opening of the third throttling element 42 can be reduced at this time to reduce the inlet temperature of the first battery pack heat exchanger 31 to realize the control of different heating temperatures of the in-vehicle condenser 15 and the first battery pack heat exchanger 31 in the air-heat-electricity heat state.

[0554] The vehicle 1000 according to the embodiment of the present application includes the thermal management system 100 of the above-mentioned embodiment, as shown in FIG. 58, which can reduce the refrigerant pressure loss of the first battery pack heat exchanger 31, thereby ensuring that the refrigerating capacity and the refrigerating efficiency of the thermal management system 100 are relatively high.

[0555] The other configurations and operations of the thermal management system 1 and the vehicle 1000 having the same according to the embodiments of the present application are known to those skilled in the art, and will not be described in detail here.

[0556] In the description of the application, reference has been made to descriptive terms such as "one embodiment", "some embodiments", "an illustrative embodiment",...

Claims

1. A thermal management system (1), characterized in that, Comprise: An air conditioning module comprising a compressor (100), an outdoor heat exchanger (120) and an indoor evaporator (130) connected into a refrigerant circuit, the compressor (100) having a first inlet (111), a second inlet (112) and an outlet (113), the first inlet (111) of the compressor (100) being connected to a first end of the indoor evaporator (130), the outlet (113) of the compressor (100) being connected to a first end of the outdoor heat exchanger (120); and A refrigerator refrigeration module (200) having a first end connected to a second end of the outdoor heat exchanger (120) and a second end connected to the second inlet (112) of the compressor (100). The compressor (100) has a first working chamber (114) and a second working chamber (115), the first working chamber (114) being connected to the first inlet (111), the second working chamber (115) being connected to the second inlet (112), the first working chamber (114) being closer to a central axis of the compressor (100) than the second working chamber (115).

2. The thermal management system (1) according to claim 1, characterized in that The compressor (100) comprises:

3. The thermal management system (1) according to claim 2, characterized in that A housing; A drive element arranged in the housing; A stationary disc arranged in the housing, and the first inlet (111), the second inlet (112) and the outlet (113) are arranged on the stationary disc; and A movable disc arranged in the housing and in transmission connection with the drive element, the movable disc and the stationary disc jointly defining the first working chamber (114) and the second working chamber (115), the drive element driving the movable disc to revolve around a central axis of the stationary disc to adjust the air pressure in the first working chamber (114) and the second working chamber (115). The air conditioning module further comprises:

4. The thermal management system (1) according to any one of claims 1-3, characterized in that, A first throttling element (610) having a first end connected to a second end of the outdoor heat exchanger (120) and a second end connected to a second end of the indoor evaporator (130); The refrigerator refrigeration module (200) comprises: A refrigerator refrigeration heat exchanger (210); A second throttling element (620) having a first end connected to a second end of the outdoor heat exchanger (120) and a second end connected to a first end of the refrigerator refrigeration heat exchanger (210); and A third throttling element (630) having a first end connected to a second end of the refrigerator refrigeration heat exchanger (210) and a second end connected to the second inlet (112). The air conditioning module further comprises:

5. The thermal management system (1) according to claim 4, characterized in that ​ an in-vehicle condenser (140) having a first end connected to the outlet (113) and a second end connected to the first end of the out-of-vehicle heat exchanger (120); and a first on-off valve (710) having a first end connected to the second end of the out-of-vehicle heat exchanger (120) and a second end connected to the first inlet (111) to control the on-off between the out-of-vehicle heat exchanger (120) and the first inlet (111).

6. The thermal management system (1) according to claim 5, characterized in that The air conditioning module further comprises: a fourth throttling element (640) having a first end connected to the second end of the in-vehicle condenser (140) and a second end connected to the first end of the out-of-vehicle heat exchanger (120); and a second on-off valve (720) connected in parallel to the fourth throttling element (640) to control the on-off between the in-vehicle condenser (140) and the out-of-vehicle heat exchanger (120).

7. The thermal management system (1) according to claim 6, characterized in that Further comprising: a refrigerator heating module (300) in which the in-vehicle condenser (140) and the fourth throttling element (640) are connected in series and are connected in parallel to the refrigerator heating module (300).

8. The thermal management system (1) according to claim 7, characterized in that The refrigerator heating module (300) comprises: a refrigerator heating heat exchanger (310); a fifth throttling element (650) having a first end connected to the outlet (113) and a second end connected to a first end of the refrigerator heating heat exchanger (310); and a sixth throttling element (660) having a first end connected to a second end of the refrigerator heating heat exchanger (310) and a second end connected to the first end of the out-of-vehicle heat exchanger (120).

9. The thermal management system (1) according to claim 8, characterized in that The thermal management system (1) has an air cooling state; When the thermal management system (1) is in the air cooling state, the second on-off valve (720) is open, the first on-off valve (710) is closed, the first throttling element (610) is open and functions as a throttling element, the out-of-vehicle heat exchanger (120) functions as a condenser, and the in-vehicle evaporator (130) functions as an evaporator.

10. The thermal management system (1) according to claim 8 or 9, characterized in that The thermal management system (1) has an air cooling ice cooling state; When the thermal management system (1) is in the air cooling ice cooling state, the second on-off valve (720) is open, the first on-off valve (710) is closed, the first throttling element (610) and the second throttling element (620) are open and function as throttling elements, the third throttling element (630) is open, the out-of-vehicle heat exchanger (120) functions as a condenser, and the in-vehicle evaporator (130) and the refrigerator cooling heat exchanger (210) function as evaporators.

11. The thermal management system (1) according to any one of claims 8-10, characterized in that, The thermal management system (1) has an ice cooling state; When the thermal management system (1) is in the ice cooling state, the second on-off valve (720) is open, the first on-off valve (710) is closed, the first throttling element (610), the second throttling element (620), and the third throttling element (630) are open, the out-of-vehicle heat exchanger (120) functions as a condenser, the in-vehicle evaporator (130) and the refrigerator cooling heat exchanger (210) function as evaporators, and the in-vehicle condenser (140) functions as a condenser. When the thermal management system (1) is in the ice cooling state, the second on-off valve (720) is open, the first on-off valve (710) is closed, the second throttling element (620) is open and throttling, the third throttling element (630) is open, the outside heat exchanger (120) acts as a condenser, and the refrigerator refrigeration heat exchanger (210) acts as an evaporator.

12. The thermal management system (1) according to any one of claims 8-11, characterized by The thermal management system (1) has an air cooling state; When the thermal management system (1) is in the air cooling state, the first on-off valve (710) is open, the second on-off valve (720) is closed, the fourth throttling element (640) is open and throttling, the inside condenser (140) acts as a condenser, and the outside heat exchanger (120) acts as an evaporator.

13. The thermal management system (1) according to any one of claims 8-12, characterized by The thermal management system (1) has an air cooling ice cooling state; When the thermal management system (1) is in the air cooling ice cooling state, the first on-off valve (710) is open, the second on-off valve (720) is closed, the fourth throttling element (640) and the sixth throttling element (660) are open and throttling, the fifth throttling element (650) is open, the inside condenser (140) and the refrigerator heating heat exchanger (310) act as a condenser, and the outside heat exchanger (120) acts as an evaporator.

14. The thermal management system (1 ) according to any one of claims 8-13, characterized in that, The thermal management system (1) has an ice cooling state; When the thermal management system (1) is in the ice cooling state, the first on-off valve (710) is open, the second on-off valve (720) is closed, the sixth throttling element (660) is open and throttling, the fifth throttling element (650) is open, the refrigerator heating heat exchanger (310) acts as a condenser, and the outside heat exchanger (120) acts as an evaporator.

15. The thermal management system (1) according to any one of claims 8-14, characterized by The thermal management system (1) has an air dehumidification state; When the thermal management system (1) is in the air dehumidification state, the second on-off valve (720) is open, the first on-off valve (710) is closed, the first throttling element (610) is open and throttling, the inside condenser (140) and the outside heat exchanger (120) act as a condenser, and the inside evaporator (130) acts as an evaporator.

16. The thermal management system (1) according to any one of claims 8-15, characterized by The thermal management system (1) has an air dehumidification state; When the thermal management system (1) is in the air dehumidification state, the second on-off valve (720) is open, the first on-off valve (710) is closed, the first throttling element (610) is open and throttling, the inside condenser (140) and the outside heat exchanger (120) act as a condenser, and the inside evaporator (130) acts as an evaporator.

17. The thermal management system (1) according to one of claims 8-16, characterized by Further comprising: A battery heat exchange module (400), a first end of the battery heat exchange module (400) is connected with the second end of the outside heat exchanger (120), and a second end of the battery heat exchange module (400) is connected with the first inlet (111) and the outlet (113) respectively.

18. The thermal management system (1) according to claim 17, characterized by The battery heat exchange module (400) comprises: a battery pack heat exchanger (410) having a first end connected to the second end of the outdoor heat exchanger (120); a third on-off valve (730) having a first end connected to a second end of the battery pack heat exchanger (410) and a second end connected to the first inlet (111) to control on-off between the battery pack heat exchanger (410) and the first inlet (111); and a fourth on-off valve (740) having a first end connected to the outlet (113) and a second end connected to the second end of the battery pack heat exchanger (410) to control on-off between the battery pack heat exchanger (410) and the outlet (113).

19. The thermal management system (1) according to claim 18, characterized by The battery heat exchange module (400) includes: a seventh throttling element (670) having a first end connected to the first end of the battery pack heat exchanger (410) and a second end connected to the second end of the outdoor heat exchanger (120); and an eighth throttling element (680) having a first end connected to the second end of the battery pack heat exchanger (410) and a second end connected to the first end of the third on-off valve (730) and the second end of the fourth on-off valve (740), respectively.

20. The thermal management system (1) according to claim 19, characterized by The battery heat exchange module (400) further includes: a first check valve (420) having a first end connected to the second end of the seventh throttling element (670) and a second end connected to the first end of the first on-off valve (710), the first end of the first throttling valve (610), and the first end of the second throttling valve (620), respectively, the first check valve (420) allowing refrigerant to flow only from the battery pack heat exchanger (410) to at least one of the first on-off valve (710), the first throttling valve (610), and the second throttling valve (620); and a second check valve (430) having a first end connected to the second end of the outdoor heat exchanger (120) and a second end connected to the second end of the seventh throttling element (670), the second check valve (430) allowing refrigerant to flow only from the outdoor heat exchanger (120) to the battery pack heat exchanger (410).

21. The thermal management system (1) according to claim 19 or 20, characterized in that The outdoor heat exchanger (120) includes: a first vehicle-outside heat exchanger (121) having a first end connected to the first end of the vehicle-in condenser (140) and a second end connected to the second end of the vehicle-in evaporator (130), the first end of the refrigerator refrigeration heat exchanger (210) and the first end of the battery pack heat exchanger (410) respectively; a second vehicle-outside heat exchanger (122) connected in parallel with the first vehicle-outside heat exchanger (121).

22. The thermal management system (1) according to claim 21, characterized by The air conditioning module further comprises: a three-way valve (510) comprising a first connecting port (511), a second connecting port (512) and a third connecting port (513); a motor cooling channel (520) having a first end connected to the first connecting port (511); and a motor heat exchanger (530) having a first end connected to the second connecting port (512); The second vehicle-outside heat exchanger (122) has a first heat exchange channel (1221) and a second heat exchange channel (1222), the first end of the first heat exchange channel (1221) is connected to the second end of the motor heat exchanger (530) and the third connecting port (513) respectively, the second end of the first heat exchange channel (1221) is connected to the second end of the motor cooling channel (520), the first end of the second heat exchange channel (1222) is connected to the first end of the battery pack heat exchanger (410), and the second end of the second heat exchange channel (1222) is connected to the first end of the first on-off valve (710), the second end of the vehicle-in evaporator (130) and the first end of the refrigerator refrigeration module (200) respectively.

23. The thermal management system (1) according to claim 21 or 22, characterized by The air conditioning module further comprises: a fifth on-off valve (750) having a first end connected to the second end of the vehicle-in condenser (140) and a second end connected to the first end of the first vehicle-outside heat exchanger (121); and a sixth on-off valve (760) having a first end connected to the second end of the vehicle-in condenser (140) and a second end connected to the first end of the second vehicle-outside heat exchanger (122).

24. The thermal management system (1) according to claim 23, characterized by The thermal management system (1) has an air cooling state; When the thermal management system (1) is in the air cooling state, the second on-off valve (720) and the fifth on-off valve (750) are opened, the first on-off valve (710), the third on-off valve (730), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the first throttling element (610) is opened and functions as a throttling element, the first vehicle-outside heat exchanger (121) functions as a condenser, and the vehicle-in evaporator (130) functions as an evaporator.

25. The thermal management system (1) according to claim 23 or 24, characterized by The thermal management system (1) has an air cooling-electric cooling state; When the thermal management system (1) is in the air cooling-electric cooling state, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are opened, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the first throttling element (610) and the seventh throttling element (670) are opened and throttled, the eighth throttling element (680) is opened, the first vehicle exterior heat exchanger (121) acts as a condenser, the vehicle interior evaporator (130) and the battery pack heat exchanger (410) act as evaporators.

26. The thermal management system (1) according to any one of claims 23-25, characterized by The thermal management system (1) has an air cooling-electric cooling-ice cooling state; When the thermal management system (1) is in the air cooling-electric cooling-ice cooling state, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are opened, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the first throttling element (610), the second throttling element (620) and the seventh throttling element (670) are opened and throttled, the third throttling element (630) and the eighth throttling element (680) are opened, the first vehicle exterior heat exchanger (121) acts as a condenser, the vehicle interior evaporator (130), the battery pack heat exchanger (410) and the refrigerator refrigeration heat exchanger (210) act as evaporators.

27. The thermal management system (1) according to any one of claims 23-26, characterized by The thermal management system (1) has an air cooling-ice cooling state; When the thermal management system (1) is in the air cooling-ice cooling state, the second on-off valve (720) and the fifth on-off valve (750) are opened, the first on-off valve (710), the third on-off valve (730), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the first throttling element (610) and the second throttling element (620) are opened and throttled, the third throttling element (630) is opened, the first vehicle exterior heat exchanger (121) acts as a condenser, the vehicle interior evaporator (130) and the refrigerator refrigeration heat exchanger (210) act as evaporators.

28. The thermal management system (1) according to any one of claims 23-27, characterized by The thermal management system (1) has an electric cooling-ice cooling state; When the thermal management system (1) is in the electric cooling-ice cooling state, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are opened, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the second throttling element (620) and the seventh throttling element (670) are opened and throttled, the third throttling element (630) and the eighth throttling element (680) are opened, the first vehicle exterior heat exchanger (121) acts as a condenser, the battery pack heat exchanger (410) and the refrigerator refrigeration heat exchanger (210) act as evaporators.

29. The thermal management system (1) according to any one of claims 23-28, characterized by The thermal management system (1) has an ice cooling state; When the thermal management system (1) is in the ice cooling state, the second on-off valve (720) and the fifth on-off valve (750) are open, the first on-off valve (710), the third on-off valve (730), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the second throttling element (620) is open and throttling, the third throttling element (630) is open, the first vehicle external heat exchanger (121) acts as a condenser, and the refrigerator heat exchanger (210) acts as an evaporator.

30. The thermal management system (1) according to any of claims 23-29, characterized by The thermal management system (1) has an electric cooling state; When the thermal management system (1) is in the electric cooling state, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are open, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the seventh throttling element (670) is open and throttling, the eighth throttling element (680) is open, the first vehicle external heat exchanger (121) acts as a condenser, and the battery pack heat exchanger (410) acts as an evaporator.

31. The thermal management system (1) according to any of claims 23-30, characterized by The thermal management system (1) has an air cooling state; When the thermal management system (1) is in the air cooling state, the first on-off valve (710) and the sixth on-off valve (760) are open, the second on-off valve (720), the third on-off valve (730), the fourth on-off valve (740) and the fifth on-off valve (750) are closed, the fourth throttling element (640) is open and throttling, the in-vehicle condenser (140) acts as a condenser, and the second vehicle external heat exchanger (122) acts as an evaporator.

32. The thermal management system (1 ) according to any one of claims 23-31, characterized by The thermal management system (1) has an air cooling and electric heating state; When the thermal management system (1) is in the air cooling and electric heating state, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are open, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are closed, the fourth throttling element (640) and the seventh throttling element (670) are open and throttling, the eighth throttling element (680) is open, the in-vehicle condenser (140) and the battery pack heat exchanger (410) act as condensers, and the second vehicle external heat exchanger (122) acts as an evaporator.

33. The thermal management system (1 ) according to any one of claims 23-32, characterized by The thermal management system (1) has an air cooling and electric heating and ice cooling state; When the heat management system (1) is in the air-heating ice-heating state, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are open, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are closed, the fourth throttling element (640), the sixth throttling element (660) and the seventh throttling element (670) are open and play throttling roles, the fifth throttling element (650) and the eighth throttling element (680) are open, the in-vehicle condenser (140), the battery pack heat exchanger (410) and the refrigerator heating heat exchanger (310) act as condensers, and the second vehicle exterior heat exchanger (122) acts as an evaporator.

34. The thermal management system (1) according to any one of claims 23-33, characterized by The heat management system (1) has an air-heating ice-heating state; When the heat management system (1) is in the air-heating ice-heating state, the first on-off valve (710) and the sixth on-off valve (760) are open, the second on-off valve (720), the third on-off valve (730), the fourth on-off valve (740) and the fifth on-off valve (750) are closed, the sixth throttling element (660) is open and plays a throttling role, the fifth throttling element (650) is open, the refrigerator heating heat exchanger (310) acts as a condenser, and the second vehicle exterior heat exchanger (122) acts as an evaporator.

35. The thermal management system (1) according to any one of claims 23-34, characterized by, The heat management system (1) has an electric-heating ice-heating state; When the heat management system (1) is in the electric-heating ice-heating state, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are open, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are closed, the sixth throttling element (660) and the seventh throttling element (670) are open and play throttling roles, the fifth throttling element (650) and the eighth throttling element (680) are open, the battery pack heat exchanger (410) and the refrigerator heating heat exchanger (310) act as condensers, and the second vehicle exterior heat exchanger (122) acts as an evaporator.

36. The thermal management system (1) according to any of claims 23-35, characterized by The heat management system (1) has an ice-heating state; When the heat management system (1) is in the ice-heating state, the first on-off valve (710) and the sixth on-off valve (760) are open, the second on-off valve (720), the third on-off valve (730), the fourth on-off valve (740) and the fifth on-off valve (750) are closed, the sixth throttling element (660) is open and plays a throttling role, the fifth throttling element (650) is open, the refrigerator heating heat exchanger (310) acts as a condenser, and the second vehicle exterior heat exchanger (122) acts as an evaporator.

37. The thermal management system (1) according to any of claims 23-36, characterized by The heat management system (1) has an electric-heating state; When the thermal management system (1) is in the electric heating state, the first on-off valve (710), the fourth on-off valve (740) and the sixth on-off valve (760) are opened, the second on-off valve (720), the third on-off valve (730) and the fifth on-off valve (750) are closed, the seventh throttling element (670) is opened and throttled, the eighth throttling element (680) is opened, the battery pack heat exchanger (410) functions as a condenser, and the second vehicle exterior heat exchanger (122) functions as an evaporator.

38. The thermal management system (1 ) according to any of claims 23-37, characterized by The thermal management system (1) has an air dehumidification state. When the thermal management system (1) is in the air dehumidification state, the second on-off valve (720) and the fifth on-off valve (750) are opened, the first on-off valve (710), the third on-off valve (730), the fourth on-off valve (740) and the sixth on-off valve (760) are closed, the first throttling element (610) is opened and throttled, the vehicle interior condenser (140) and the first vehicle exterior heat exchanger (121) function as condensers, and the vehicle interior evaporator (130) functions as an evaporator.

39. The thermal management system (1 ) according to any of claims 23-38, characterized by The thermal management system (1) has an air de-fogging state. When the thermal management system (1) is in the air de-fogging state, the first on-off valve (710) and the sixth on-off valve (760) are opened, the second on-off valve (720), the third on-off valve (730), the fourth on-off valve (740) and the fifth on-off valve (750) are closed, the fourth throttling element (640) is opened and throttled, the vehicle interior condenser (140) functions as a condenser, and the second vehicle exterior heat exchanger (122) functions as an evaporator.

40. The thermal management system (1 ) according to any of claims 17-39, characterized by Further comprising: An ejector (900) having a first ejector inlet (911), a second ejector inlet (912) and an ejector outlet (931), the first ejector inlet (911) being connected with the second end of the vehicle exterior heat exchanger (120), the second ejector inlet (912) being connected with the first end of the vehicle interior evaporator (130), and the ejector outlet (931) being connected with the first end of the battery heat exchanger module (400).

41. The thermal management system (1) according to claim 40, characterized by The first ejector inlet (911) and the ejector outlet (931) are respectively arranged at opposite ends of the ejector (900), and the second ejector inlet (912) is arranged at the outer periphery of the ejector (900).

42. The thermal management system (1) according to claim 40 or 41, characterized by The ejector (900) comprises: A suction section (910) provided with the first ejector inlet (911) and the second ejector inlet (912); A mixing section (920) connected with the suction section (910); and A diffuser section (930) connected with the mixing section (920) and provided with the ejector outlet (931).

43. The thermal management system (1) according to claim 42, characterized by The cross-sectional area of the diffuser section (930) gradually increases in a direction away from the mixing section (920).

44. The thermal management system (1) according to any one of claims 40-43, characterized by Further comprising: a seventh on-off valve (770) having a first end connected to a first end of the in-vehicle evaporator (130) and a second end connected to the first inlet (111) to control the on-off between the in-vehicle evaporator (130) and the first inlet (111).

45. The thermal management system (1) according to any of claims 40-44, characterized by, Further comprising: an eighth on-off valve (780) having a first end connected to the second end of the out-of-vehicle heat exchanger (120) and a second end connected to the first ejector inlet (911) to control the on-off between the out-of-vehicle heat exchanger (120) and the first ejector inlet (911); and a ninth throttling element (690) in parallel with the ejector (900) and in series with the eighth on-off valve (780), when the eighth on-off valve (780) disconnects the out-of-vehicle heat exchanger (120) and the second ejector inlet (912), the refrigerant of the out-of-vehicle heat exchanger (120) enters the battery heat exchange module (400) through the ninth throttling element (690).

46. The thermal management system (1 ) according to any one of claims 1 -45, characterized by Further comprising: a refrigerator heating module (800) for heating the interior space of a refrigerator.

47. A vehicle (1000), characterized in that Comprising: a thermal management system (1) according to any one of claims 1-46.

Images