Thermal management system and vehicle having same

Abstract

A thermal management system (1), the thermal management system comprising: an air conditioning module, a first ejector (200), a refrigerator refrigeration module (300) and a refrigerator heating module (400); the air conditioning module comprising a compressor (110), an out-vehicle heat exchanger (120) and an in-vehicle evaporator (130) which are connected to form a refrigerant loop; the compressor being provided with an inlet (111) and an outlet (114), the inlet of the compressor being connected to the in-vehicle evaporator, and the outlet of the compressor being connected to the out-vehicle heat exchanger; the first ejector being provided with a first ejection inlet (211), a second ejection inlet (212) and a first ejection outlet (231); the out-vehicle heat exchanger being connected between the outlet of the compressor and the first ejection inlet; the in-vehicle evaporator being connected between the first ejection outlet and the inlet of the compressor; the refrigerator refrigeration module being separately connected to the second ejection inlet and the end of the out-vehicle heat exchanger connected to the in-vehicle evaporator; and the refrigerator heating module being configured to exchange heat with the internal space of a refrigerator; and a vehicle having the thermal management system. The refrigerant pressure loss of the in-vehicle evaporator of the thermal management system can be reduced, thus ensuring the higher refrigerating capacity and cooling efficiency of the thermal management system. The refrigerator has a simple heating structure and a good heating effect.

Description

Heat management system and vehicle with same

[0001] This application claims priority to Chinese Patent Application No. 202410644871.0, filed on May 21, 2024, the entire contents of which are incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a heat management system and a vehicle with the same. BACKGROUND

[0003] The heat management system in the related art usually contains a vehicle refrigerator function. For example, the heat management system at least includes an air conditioning module and a refrigerator refrigeration module. SUMMARY

[0004] The present disclosure aims to at least solve one of the technical problems existing in the related art. To this end, the present disclosure proposes a heat management system capable of reducing refrigerant pressure loss of an in-vehicle evaporator, thereby ensuring high refrigeration capacity and refrigeration efficiency of the heat management system, and a simple heating structure and good heating effect of a refrigerator.

[0005] The present disclosure also proposes a vehicle with the above heat management system.

[0006] Some embodiments of the present disclosure propose a heat management system, comprising: an air conditioning module, a first ejector, a refrigerator refrigeration module, and a refrigerator heating module. The air conditioning module comprises a compressor, an outside heat exchanger, and an in-vehicle evaporator connected into a refrigerant circuit. The compressor has an inlet and an outlet, the inlet of the compressor is connected to a first end of the in-vehicle evaporator, and the outlet of the compressor is connected to a first end of the outside heat exchanger. The first ejector has a first ejector inlet, a second ejector inlet, and a first ejector outlet. The second end of the outside heat exchanger is connected to the first ejector inlet, and the second end of the in-vehicle evaporator is connected to the first ejector outlet. The first end of the refrigerator refrigeration module is connected to the second end of the outside heat exchanger, and the second end of the refrigerator refrigeration module is connected to the second ejector inlet. The refrigerator heating module is configured to heat an internal space of the refrigerator.

[0007] The heat management system according to some embodiments of the present disclosure can reduce refrigerant pressure loss of an in-vehicle evaporator, thereby ensuring high refrigeration capacity and refrigeration efficiency of the heat management system, and a simple heating structure and good heating effect of a refrigerator.

[0008] In some embodiments, the first ejector inlet and the first ejector outlet are respectively arranged at opposite ends of the first ejector, and the second ejector inlet is arranged at an outer periphery of the first ejector.

[0009] In some embodiments, the first ejector comprises: a suction section, a mixing section, and a diffuser section. The suction section is provided with the first ejector inlet and the second ejector inlet. The mixing section is connected with the suction section. The diffuser section is connected with the mixing section and is provided with the first ejector outlet.

[0010] In some embodiments, the cross-sectional area of the diffuser section gradually increases in a direction away from the mixing section.

[0011] In some embodiments, the thermal management system further comprises: a first on-off valve. A first end of the first on-off valve is connected to the second end of the refrigerator refrigeration module, and a second end of the first on-off valve is connected to the inlet. The first on-off valve is configured to control the on-off between the refrigerator refrigeration module and the inlet.

[0012] In some embodiments, the air conditioning module further comprises: a second on-off valve. A first end of the second on-off valve is connected to the second end of the vehicle external heat exchanger, and a second end of the second on-off valve is connected to the first ejector inlet. The second on-off valve is configured to control the on-off between the vehicle external heat exchanger and the first ejector inlet.

[0013] In some embodiments, the air conditioning module further comprises: a first throttling element. A first end of the first throttling element is connected to the second end of the second on-off valve, and a second end of the first throttling element is connected to a second end of the vehicle internal evaporator.

[0014] In some embodiments, the refrigerator refrigeration module comprises: a refrigerator refrigeration heat exchanger, a second throttling element, and a third on-off valve. A first end of the second throttling element is connected to the second end of the vehicle external heat exchanger, and a second end of the second throttling element is connected to a first end of the refrigerator refrigeration heat exchanger. A first end of the third on-off valve is connected to a second end of the refrigerator refrigeration heat exchanger, and a second end of the third on-off valve is connected to the second ejector inlet. The third on-off valve is configured to control the on-off between the refrigerator refrigeration heat exchanger and the second ejector inlet.

[0015] In some embodiments, the air conditioning module further comprises: a vehicle internal condenser and a fourth on-off valve. A first end of the vehicle internal condenser is connected to the outlet, and a second end of the vehicle internal condenser is connected to the first end of the vehicle external heat exchanger. A first end of the fourth on-off valve is connected to the second end of the vehicle external heat exchanger, and a second end of the fourth on-off valve is connected to the inlet. The fourth on-off valve is configured to control the on-off between the vehicle external heat exchanger and the inlet.

[0016] In some embodiments, the air conditioning module further comprises a third throttling element and a fifth on-off valve. A first end of the third throttling element is connected to the second end of the in-vehicle condenser, and a second end of the third throttling element is connected to the first end of the out-of-vehicle heat exchanger. The fifth on-off valve is connected in parallel with the third throttling element, and is configured to control the on-off between the in-vehicle condenser and the out-of-vehicle heat exchanger.

[0017] In some embodiments, 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 third on-off valve, the first on-off valve and the fourth on-off valve are closed, the first throttling element is open and functions as a throttling element, the out-of-vehicle heat exchanger functions as a condenser, and the in-vehicle evaporator functions as an evaporator.

[0018] In some embodiments, the thermal management system has an ice cooling state. When the thermal management system is in the ice cooling state, the first on-off valve and the fifth on-off valve are open, the second on-off valve, the third on-off valve and the fourth on-off valve are closed, the second throttling element is open and functions as a throttling element, the out-of-vehicle heat exchanger functions as a condenser, and the refrigerator refrigeration heat exchanger functions as an evaporator.

[0019] In some embodiments, 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, the third on-off valve and the fifth on-off valve are open, the first on-off valve and the fourth on-off valve are closed, the first throttling element and the second throttling element are open and function as throttling elements, the out-of-vehicle heat exchanger functions as a condenser, and the in-vehicle evaporator and the refrigerator refrigeration heat exchanger function as evaporators.

[0020] In some embodiments, 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, the third on-off valve and the fifth on-off valve are open, the first on-off valve and the fourth on-off valve are closed, the first throttling element and the second throttling element are open and function as throttling elements, the out-of-vehicle heat exchanger functions as a condenser, and the in-vehicle evaporator and the refrigerator refrigeration heat exchanger function as evaporators.

[0021] In some embodiments, 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 out-of-vehicle heat exchanger, and a second end of the battery heat exchange module is connected to the inlet and the outlet, respectively.

[0022] In some embodiments, the battery heat exchange module comprises at least one battery pack heat exchanger, a sixth on-off valve and a seventh on-off valve. The first end of the battery pack heat exchanger is connected to the second end of the vehicle external heat exchanger. The first end of the sixth on-off valve is connected to the second end of the battery pack heat exchanger, and the second end of the sixth on-off valve is connected to the inlet. The sixth on-off valve is configured to control the on-off between the battery pack heat exchanger and the inlet. The first end of the seventh on-off valve is connected to the outlet, and the second end of the seventh on-off valve is connected to the second end of the battery pack heat exchanger. The seventh on-off valve is configured to control the on-off between the battery pack heat exchanger and the outlet.

[0023] In some embodiments, the battery heat exchange module comprises at least one fourth throttling element and at least one fifth throttling element. The first end of the fourth throttling element is connected to the second end of the vehicle external heat exchanger, and the second end of the fourth throttling element is connected to the first end of the battery pack heat exchanger. The first end of the fifth throttling element is connected to the second end of the battery pack heat exchanger, and the second end of the fifth throttling element is connected to the first end of the sixth on-off valve and the second end of the seventh on-off valve, respectively.

[0024] In some embodiments, the battery heat exchange module further comprises a first one-way valve and a second one-way valve. The first end of the first one-way valve is connected to the first end of the fourth throttling element, and the second end of the first one-way valve is connected to the first end of the second on-off valve, the first end of the second throttling element, and the first end of the fourth on-off valve, respectively. The first one-way valve is configured to allow refrigerant to flow from the battery pack heat exchanger to at least one of the second on-off valve, the second throttling element, or the fourth on-off valve. The first end of the second one-way valve is connected to the first end of the fourth throttling element, and the second end of the second one-way valve is connected to the second end of the vehicle external heat exchanger. The second one-way valve is configured to allow the refrigerant to flow from the vehicle external heat exchanger to the battery pack heat exchanger.

[0025] In some embodiments, the at least one battery pack heat exchanger comprises a plurality of battery pack heat exchangers. The at least one fourth throttling element comprises a plurality of fourth throttling elements. The at least one fifth throttling element comprises a plurality of fifth throttling elements. The plurality of battery pack heat exchangers are connected in parallel, and the two ends of each battery pack heat exchanger in the plurality of battery pack heat exchangers are connected in series to a corresponding fourth throttling element in the plurality of fourth throttling elements and a corresponding fifth throttling element in the plurality of fifth throttling elements, respectively.

[0026] In some embodiments, the inlet includes a first inlet and a second inlet spaced apart. The first end of the in-vehicle evaporator, the second end of the first on-off valve, and the second end of the fourth on-off valve are all connected to the first inlet. The second end of the sixth on-off valve is connected to the second inlet.

[0027] In some embodiments, the thermal management system further includes a second ejector. The second ejector has a third ejector inlet, a fourth ejector inlet, and a second ejector outlet. The third ejector inlet is connected to the second end of the out-of-vehicle heat exchanger, the fourth ejector inlet is connected to the first end of the in-vehicle evaporator, and the second ejector outlet is connected to the first end of the battery pack heat exchanger.

[0028] In some embodiments, the battery heat exchange module further includes an eighth on-off valve and a sixth throttling element. A first end of the eighth on-off valve is connected to the second end of the out-of-vehicle heat exchanger, and a second end of the eighth on-off valve is connected to the third ejector inlet. The eighth on-off valve is configured to control the on-off between the out-of-vehicle heat exchanger and the third ejector inlet. The eighth on-off valve is in series with the second ejector, and both are in parallel with the sixth throttling element. When the eighth on-off valve disconnects the out-of-vehicle heat exchanger and the third ejector inlet, the refrigerant of the out-of-vehicle heat exchanger enters the battery pack heat exchanger through the sixth throttling element.

[0029] In some embodiments, the air conditioning module further includes a ninth on-off valve. A first end of the ninth on-off valve is connected to the first end of the in-vehicle evaporator and the fourth ejector inlet, respectively, and a second end of the ninth on-off valve is connected to the inlet. The ninth on-off valve is configured to control the on-off between the in-vehicle evaporator and the inlet.

[0030] In some embodiments, the out-of-vehicle heat exchanger includes a first out-of-vehicle heat exchanger and a second out-of-vehicle heat exchanger. A first end of the first out-of-vehicle heat exchanger is connected to the second end of the in-vehicle condenser, and a second end of the first out-of-vehicle heat exchanger is connected to the first end of the second on-off valve, the first end of the fourth on-off valve, the first end of the eighth on-off valve, and the first end of the second throttling element, respectively. The second out-of-vehicle heat exchanger is in parallel with the first out-of-vehicle heat exchanger.

[0031] In some embodiments, the thermal management system further comprises a motor cooling module, the motor cooling module comprising: a three-way valve, a motor cooling channel, and a motor heat exchanger. The three-way valve comprises a first connection port, a second connection port, and a third connection port. A first end of the motor cooling channel is connected to the first connection port. A first end of the motor heat exchanger is connected to the second connection port. The second vehicle external heat exchanger has a first heat exchange channel and a second heat exchange channel. A first end of the first heat exchange channel is connected to the third connection port and a second end of the motor heat exchanger respectively, and a second end of the first heat exchange channel is connected to a second end of the motor cooling channel. A first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger, and a second end of the second heat exchange channel is connected to the first end of the second on-off valve, the first end of the fourth on-off valve, and the first end of the second throttling element respectively.

[0032] In some embodiments, the air conditioning module further comprises: a tenth on-off valve and an eleventh on-off valve. A first end of the tenth on-off valve is connected to the second end of the vehicle internal condenser, and a second end of the tenth on-off valve is connected to the first end of the first vehicle external heat exchanger. A first end of the eleventh on-off valve is connected to the second end of the vehicle internal condenser, and a second end of the eleventh on-off valve is connected to a first end of the second vehicle external heat exchanger.

[0033] In some embodiments, the thermal management system further comprises: a refrigerator heating module. The vehicle internal condenser is connected in series with the third throttling element, and together connected in parallel with the refrigerator heating module.

[0034] In some embodiments, the refrigerator heating module comprises: a refrigerator heating heat exchanger, a seventh throttling element, and an eighth throttling element. A first end of the seventh throttling element is connected to the outlet, and a second end of the seventh throttling element is connected to a first end of the refrigerator heating heat exchanger. A first end of the eighth throttling element is connected to a second end of the refrigerator heating heat exchanger, and a second end of the eighth throttling element is connected to the first end of the vehicle external heat exchanger.

[0035] Some embodiments of the present disclosure also propose a vehicle. The vehicle comprises the thermal management system described above.

[0036] The vehicle according to some embodiments of the present disclosure, by utilizing the thermal management system described above, can reduce the refrigerant pressure loss of the vehicle internal evaporator, thereby ensuring that the refrigerating capacity and the refrigerating efficiency of the thermal management system are high, and the heating structure of the refrigerator is simple and the heating effect is good.

[0037] Additional aspects and advantages of the present disclosure will be made apparent from the following description. Attached Figure Description

[0038] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0039] Figure 1 is a schematic diagram of the structure of a thermal management system according to a first aspect of the present disclosure;

[0040] Figure 2 is a schematic diagram of the thermal management system in an air-cooled state according to a first aspect embodiment of the present disclosure;

[0041] Figure 3 is a schematic diagram of the thermal management system in a cold state according to a first aspect embodiment of the present disclosure;

[0042] Figure 4 is a schematic diagram of the thermal management system in an air-cooled, ice-cold state according to a first aspect embodiment of the present disclosure.

[0043] Figure 5 is a schematic diagram of the thermal management system in an air-heat state according to a first aspect embodiment of the present disclosure;

[0044] Figure 6 is a schematic diagram of the structure of the thermal management system with an added battery heat exchange module according to the first aspect of the present disclosure;

[0045] Figure 7 is a schematic diagram of a thermal management system according to a first aspect embodiment of the present disclosure, which is provided with multiple battery pack heat exchangers.

[0046] Figure 8 is a schematic diagram of a compressor with multiple inlets in a thermal management system according to a first aspect embodiment of the present disclosure;

[0047] Figure 9 is a schematic diagram of a thermal management system according to a first aspect embodiment of the present disclosure, which includes two ejectors.

[0048] Figure 10 is a schematic diagram of a thermal management system according to a first aspect of the present disclosure, which includes a refrigerator heating module.

[0049] Figure 11 is a schematic diagram of the structure of a first ejector according to a first aspect embodiment of the present disclosure;

[0050] Figure 12 is a schematic diagram of the structure of a thermal management system according to a second aspect embodiment of the present disclosure;

[0051] Figure 13 is a schematic diagram of the structure of a thermal management system according to a third aspect embodiment of the present disclosure;

[0052] Figure 14 is a schematic diagram of the thermal management system in an air-cooled state according to a third aspect embodiment of the present disclosure;

[0053] Figure 15 is a schematic diagram of the thermal management system in an air-cooled or electrically-cooled state according to a third aspect embodiment of the present disclosure;

[0054] Fig. 16 is a structural schematic diagram of a thermal management system in an air cooling-electric cooling-ice cooling state according to a third aspect embodiment of the present disclosure;

[0055] Fig. 17 is a structural schematic diagram of a thermal management system in an air cooling-ice cooling state according to a third aspect embodiment of the present disclosure;

[0056] Fig. 18 is a structural schematic diagram of a thermal management system in an electric cooling-ice cooling state according to a third aspect embodiment of the present disclosure;

[0057] Fig. 19 is a structural schematic diagram of a thermal management system in an ice cooling state according to a third aspect embodiment of the present disclosure;

[0058] Fig. 20 is a structural schematic diagram of a thermal management system in an electric cooling state according to a third aspect embodiment of the present disclosure;

[0059] Fig. 21 is a structural schematic diagram of a thermal management system in an air heating state according to a third aspect embodiment of the present disclosure;

[0060] Fig. 22 is a structural schematic diagram of a thermal management system in an air heating-electric heating state according to a third aspect embodiment of the present disclosure;

[0061] Fig. 23 is a structural schematic diagram of a thermal management system in an electric heating state according to a third aspect embodiment of the present disclosure;

[0062] Fig. 24 is a structural schematic diagram of a thermal management system according to a third aspect embodiment of the present disclosure;

[0063] Fig. 25 is a structural schematic diagram of a first ejector according to a third aspect embodiment of the present disclosure;

[0064] Fig. 26 is a structural schematic diagram of a thermal management system according to a fourth aspect embodiment of the present disclosure;

[0065] Fig. 27 is an enlarged view of circle A in Fig. 26;

[0066] Fig. 28 is a structural schematic diagram of an ejector according to a fourth aspect embodiment of the present disclosure;

[0067] Fig. 29 is a module schematic diagram of a thermal management system according to a fourth aspect embodiment of the present disclosure;

[0068] Fig. 30 is a structural schematic diagram of a thermal management system in an air cooling state according to a fourth aspect embodiment of the present disclosure;

[0069] Fig. 31 is a structural schematic diagram of a thermal management system in an air cooling-electric cooling state according to a fourth aspect embodiment of the present disclosure;

[0070] FIG. 32 is a structural schematic diagram of a thermal management system in an air-cooling electric-cooling ice-cooling state according to a fourth aspect embodiment of the present disclosure;

[0071] FIG. 33 is a structural schematic diagram of a thermal management system in an air-cooling ice-cooling state according to a fourth aspect embodiment of the present disclosure;

[0072] FIG. 34 is a structural schematic diagram of a thermal management system in an electric-cooling ice-cooling state according to a fourth aspect embodiment of the present disclosure;

[0073] FIG. 35 is a structural schematic diagram of a thermal management system in an ice-cooling state according to a fourth aspect embodiment of the present disclosure;

[0074] FIG. 36 is a structural schematic diagram of a thermal management system in an electric-cooling state according to a fourth aspect embodiment of the present disclosure;

[0075] FIG. 37 is a structural schematic diagram of a thermal management system in an air-heating state according to a fourth aspect embodiment of the present disclosure;

[0076] FIG. 38 is a structural schematic diagram of a thermal management system in an air-heating electric-heating state according to a fourth aspect embodiment of the present disclosure;

[0077] FIG. 39 is a structural schematic diagram of a thermal management system in an air-heating electric-heating ice-heating state according to a fourth aspect embodiment of the present disclosure;

[0078] FIG. 40 is a structural schematic diagram of a thermal management system in an air-heating ice-heating state according to a fourth aspect embodiment of the present disclosure;

[0079] FIG. 41 is a structural schematic diagram of a thermal management system in an electric-heating ice-heating state according to a fourth aspect embodiment of the present disclosure;

[0080] FIG. 42 is a structural schematic diagram of a thermal management system in an ice-heating state according to a fourth aspect embodiment of the present disclosure;

[0081] FIG. 43 is a structural schematic diagram of a thermal management system in an electric-heating state according to a fourth aspect embodiment of the present disclosure;

[0082] FIG. 44 is a structural schematic diagram of a thermal management system in an air-dehumidifying state according to a fourth aspect embodiment of the present disclosure;

[0083] FIG. 45 is a structural schematic diagram of a thermal management system in an air-defogging state according to a fourth aspect embodiment of the present disclosure;

[0084] FIG. 46 is a structural schematic diagram of a thermal management system according to a fifth aspect embodiment of the present disclosure;

[0085] FIG. 47 is a structural schematic diagram of a thermal management system according to a fifth aspect embodiment of the present disclosure;

[0086] Fig. 48 is a partial enlarged view of the area of circle B in Fig. 47;

[0087] Fig. 49 is a structural schematic diagram of an ejector according to the fifth aspect embodiment of the present disclosure;

[0088] Fig. 50 is a gas flow direction schematic diagram of a compressor according to the fifth aspect embodiment of the present disclosure;

[0089] Fig. 51 is a working process diagram of a compressor according to the fifth aspect embodiment of the present disclosure;

[0090] Fig. 52 is a structural schematic diagram of a thermal management system in an air cooling state according to the fifth aspect embodiment of the present disclosure;

[0091] Fig. 53 is a structural schematic diagram of a thermal management system in an air cooling-electric cooling state according to the fifth aspect embodiment of the present disclosure;

[0092] Fig. 54 is a structural schematic diagram of a thermal management system in an air cooling-electric cooling-ice cooling state according to the fifth aspect embodiment of the present disclosure;

[0093] Fig. 55 is a structural schematic diagram of a thermal management system in an air cooling-ice cooling state according to the fifth aspect embodiment of the present disclosure;

[0094] Fig. 56 is a structural schematic diagram of a thermal management system in an electric cooling-ice cooling state according to the fifth aspect embodiment of the present disclosure;

[0095] Fig. 57 is a structural schematic diagram of a thermal management system in an ice cooling state according to the fifth aspect embodiment of the present disclosure;

[0096] Fig. 58 is a structural schematic diagram of a thermal management system in an electric cooling state according to the fifth aspect embodiment of the present disclosure;

[0097] Fig. 59 is a structural schematic diagram of a thermal management system in an air heating state according to the fifth aspect embodiment of the present disclosure;

[0098] Fig. 60 is a structural schematic diagram of a thermal management system in an air heating-electric heating state according to the fifth aspect embodiment of the present disclosure;

[0099] Fig. 61 is a structural schematic diagram of a thermal management system in an air heating-electric heating-ice heating state according to the fifth aspect embodiment of the present disclosure;

[0100] Fig. 62 is a structural schematic diagram of a thermal management system in an air heating-ice heating state according to the fifth aspect embodiment of the present disclosure;

[0101] Fig. 63 is a structural schematic diagram of a thermal management system in an electric heating-ice heating state according to the fifth aspect embodiment of the present disclosure;

[0102] FIG. 64 is a structural schematic diagram of a thermal management system in an ice-thermal state according to the fifth aspect embodiment of the present disclosure;

[0103] FIG. 65 is a structural schematic diagram of a thermal management system in an electric-thermal state according to the fifth aspect embodiment of the present disclosure;

[0104] FIG. 66 is a structural schematic diagram of a thermal management system in an air- dehumidification state according to the fifth aspect embodiment of the present disclosure;

[0105] FIG. 67 is a structural schematic diagram of a thermal management system in an air- defogging state according to the fifth aspect embodiment of the present disclosure;

[0106] FIG. 68 is a block diagram of a vehicle according to some embodiments of the present disclosure.

[0107] Reference signs:

[0108] The following are reference signs of the thermal management system according to the first aspect embodiment of the present disclosure: 1, thermal management system; 110, compressor; 111, inlet; 112, first inlet; 113, second inlet; 114, outlet; 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, gas-liquid separator; 200, first ejector; 210, suction section; 211, first ejector inlet; 212, second ejector inlet; 220, mixing section; 230, diffuser section; 231, first ejector outlet; 300, refrigerator refrigeration module; 310, refrigerator refrigeration heat exchanger; 320, refrigerator heating module; 321, refrigerator heating heat exchanger; 400, refrigerator heating module; 500, battery heat exchange module; 510, battery pack heat exchanger; 520, first check valve; 530, second check valve; 600, second ejector; 610, third ejector inlet; 620, fourth ejector inlet; 630, second ejector outlet; 700, motor cooling module; 710, three-way valve; 711, first connection port; 712, second connection port; 713, third connection port; 720, motor cooling channel; 730, motor heat exchanger; 810, first throttling element; 820, second throttling element; 830, third throttling element; 840, fourth throttling element; 850, fifth throttling element; 860, sixth throttling element; 870, seventh throttling element; 880, eighth throttling element; 930, first on-off valve; 910, second on-off valve; 920, third on-off valve; 940, fourth on-off valve; 950, fifth on-off valve; 960, sixth on-off valve; 970, seventh on-off valve; 980, eighth on-off valve; 990, ninth on-off valve; 1000, tenth on-off valve; 1010, eleventh on-off valve.

[0109] The following are the reference signs of the heat management system of the second aspect embodiment of the present disclosure: 1, heat management system; 110, compressor; 111, inlet; 112, first inlet; 113, second inlet; 114, outlet; 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, gas-liquid separator; 200, first ejector; 210, suction section; 211, first injection inlet; 212, second injection inlet; 220, mixing section; 230, diffuser section; 231, first injection outlet; 300, refrigerator refrigeration module; 310, refrigerator refrigeration heat exchanger; 320, refrigerator heating module; 321, refrigerator heating heat exchanger; 400, refrigerator heating module; 500, battery heat exchange module; 510, battery pack heat exchanger; 520, first one-way valve; 530, second one-way valve; 600, second ejector; 610, third injection inlet; 620, fourth injection inlet; 630, second injection outlet; 700, motor cooling module; 710, three-way valve; 711, first connection port; 712, second connection port; 713, third connection port; 720, motor cooling channel; 730, motor heat exchanger; 810, first throttling element; 820, second throttling element; 830, third throttling element; 840, fourth throttling element; 850, fifth throttling element; 860, sixth throttling element; 870, seventh throttling element; 880, eighth throttling element; 930, first on-off valve; 910, second on-off valve; 920, third on-off valve; 940, fourth on-off valve; 950, fifth on-off valve; 960, sixth on-off valve; 970, seventh on-off valve; 980, eighth on-off valve; 990, ninth on-off valve; 1000, tenth on-off valve; 1010, eleventh on-off valve.

[0110] The following are the reference signs of the heat management system of the third aspect embodiment of the present disclosure: 1, heat management system; 110, compressor; 111, inlet; 112, outlet; 120, vehicle outside heat exchanger; 121, first vehicle outside heat exchanger; 122, second vehicle outside heat exchanger; 130, vehicle inside evaporator; 140, vehicle inside condenser; 150, gas-liquid separator; 200, first ejector; 210, suction section; 211, first injection inlet; 212, second injection inlet; 220, mixing section; 230, diffuser section; 231, first injection outlet; 300, refrigerator refrigeration module; 310, refrigerator refrigeration heat exchanger; 320, refrigerator heating module; 321, refrigerator heating heat exchanger; 500, battery pack heat exchanger; 510, first one-way valve; 520, second one-way valve; 600, second ejector; 610, third injection inlet; 620, fourth injection inlet; 630, second injection outlet; 700, motor cooling module; 710, three-way valve; 711, first connection port; 712, second connection port; 713, third connection port; 720, motor cooling channel; 730, motor heat exchanger; 810, first throttling element; 820, second throttling element; 830, third throttling element; 840, fourth throttling element; 850, fifth throttling element; 860, sixth throttling element; 870, seventh throttling element; 910, first on-off valve; 920, second on-off valve; 930, third on-off valve; 940, fourth on-off valve; 950, fifth on-off valve; 960, sixth on-off valve; 970, seventh on-off valve; 980, eighth on-off valve; 990, ninth on-off valve; 1000, tenth on-off valve; 1010, eleventh on-off valve.

[0111] The following are the reference signs of the heat management system of the fourth aspect embodiment of the present disclosure: 100, heat management system; 1, air conditioning module; 11, compressor; 12, vehicle outside heat exchanger; 121, first vehicle outside heat exchanger; 122, second vehicle outside heat exchanger; 13, vehicle inside evaporator; 14, first throttling element; 15, third throttling element; 16, fifth on-off valve; 17, eighth on-off valve; 18, ninth on-off valve; 19, vehicle inside condenser; 2, ejector; 21, first ejector inlet; 22, second ejector inlet; 23, ejector outlet; 24, suction section; 25, mixing section; 26, diffuser section; 3, first on-off valve; 4, refrigerator refrigeration module; 41, refrigerator refrigeration heat exchanger; 42, second throttling element; 43, third on-off valve; 44, fourth on-off valve; 5, refrigerator heating module; 51, refrigerator heating heat exchanger; 52, fourth throttling element; 53, fifth throttling element; 6, second on-off valve; 7, battery heat exchange module; 71, battery pack heat exchanger; 72, sixth on-off valve; 73, seventh on-off valve; 74, sixth throttling element; 75, seventh throttling element; 76, first check valve; 77, second check valve; 8, motor cooling module; 81, three-way valve; 811, first connection port; 812, second connection port; 813, third connection port; 82, motor cooling channel; 83, motor heat exchanger; 9, gas-liquid separator.

[0112] The following are the reference signs of the heat management system of the fifth aspect embodiment of the present disclosure: 100, heat management system; 1, air conditioning module; 11, compressor; 111, first inlet; 112, second inlet; 113, outlet; 114, first working chamber; 115, second working chamber; 116, static disc; 117, dynamic disc; 12, vehicle external heat exchanger; 121, first vehicle external heat exchanger; 122, second vehicle external heat exchanger; 13, vehicle internal evaporator; 2, ejector; 21, first ejector inlet; 22, second ejector inlet; 23, ejector outlet; 24, suction section; 25, mixing section; 26, diffuser section; 3, refrigerator refrigeration module; 31, refrigerator refrigeration heat exchanger; 32, second throttling element; 33, second on-off valve; 34, third on-off valve; 4, battery heat exchange module; 41, battery pack heat exchanger; 42, third throttling element; 43, fourth on-off valve; 44, ninth on-off valve; 45, seventh throttling element; 46, first check valve; 47, second check valve; 5, first on-off valve; 6, first throttling element; 7, vehicle internal condenser; 8, fifth on-off valve; 81, sixth on-off valve; 82, seventh on-off valve; 83, fourth throttling element; 84, eighth on-off valve; 85, refrigerator heating module; 851, refrigerator heating heat exchanger; 852, fifth throttling element; 853, sixth throttling element; 86, gas-liquid separator; 9, motor cooling module; 91, three-way valve; 911, first connection port; 912, second connection port; 913, third connection port; 92, motor cooling channel; 93, motor heat exchanger. Vehicle 2000. DETAILED DESCRIPTION

[0113] The embodiments of the present disclosure are described in detail below, and the embodiments described with reference to the drawings are exemplary and cannot be understood as a limitation of the present disclosure.

[0114] In the description of the present disclosure, it needs to be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "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 disclosure 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 a limitation of the present disclosure.

[0115] In the description of the present disclosure, "first feature" and "second feature" can include one or more of the features.

[0116] In the description of the present disclosure, the meaning of "a plurality of" is two or more.

[0117] In the description of the present disclosure, the first feature is "on" or "under" the second feature, which can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them.

[0118] In the description of the present disclosure, the first feature is "on", "above" and "over" the second feature, which includes that the first feature is directly above and obliquely above the second feature, or only indicates that the first feature is higher than the second feature in height.

[0119] The heat management system in the related art generally contains a vehicle-mounted refrigerator function, that is, the heat management system at least includes an air conditioning module and a refrigerator refrigeration module. However, in the refrigeration mode, since the target evaporation temperatures of the passenger compartment and the refrigerator are not the same, the target evaporation temperature and the corresponding evaporation pressure of the passenger compartment are higher than the target evaporation temperature and the corresponding evaporation pressure of the refrigerator, so it is necessary to lower the pressure at the outlet of the vehicle evaporator to be consistent with the pressure at the outlet of the refrigerator refrigeration module, and then the refrigerant is merged and flows back to the compressor, thereby causing the pressure loss of the air conditioning module to increase, the refrigerant flow to decrease, and the refrigeration capacity to become small, and further affecting the refrigeration performance of the air conditioning module. Moreover, the heat management system in the related art has low heating efficiency for the refrigerator, and cannot well meet the heating demand of the refrigerator.

[0120] To this end, some embodiments of the present disclosure provide a heat management system. The heat management system 1 according to some embodiments of the present disclosure is described below with reference to the accompanying drawings.

[0121] As shown in FIGS. 1-11, the heat management system 1 according to some embodiments of the first aspect of the present disclosure includes an air conditioning module, a first ejector 200, a refrigerator refrigeration module 300, and a refrigerator heating module 400.

[0122] The air conditioning module includes a compressor 110, an outside heat exchanger 120, and an inside evaporator 130 connected into a refrigerant circuit. The compressor 110 has an inlet 111 and an outlet 114, the inlet 111 of the compressor 110 is connected to a first end of the inside evaporator 130, and the outlet 114 of the compressor 110 is connected to a first end of the outside heat exchanger 120. The first ejector 200 has a first ejector inlet 211, a second ejector inlet 212, and a first ejector outlet 231. A second end of the outside heat exchanger 120 is connected to the first ejector inlet 211, a second end of the inside evaporator 130 is connected to the first ejector outlet 231, a first end of the refrigerator refrigeration module 300 is connected to the second end of the outside heat exchanger 120, and a second end of the refrigerator refrigeration module 300 is connected to the second ejector inlet 212. The refrigerator heating module 400 is used for heating the internal space of the refrigerator.

[0123] The air conditioning module in some embodiments of the present disclosure can provide cooling or heating for the passenger cabin. The first ejector 200 can entrain the low-pressure fluid by the entraining action of the high-pressure fluid, so as to achieve mixing of the fluids and exchange of energy. The refrigerator cooling module 300 can provide refrigeration for food or articles, and the refrigerator heating module 400 can heat the refrigerator to heat or keep warm the food or articles. For example, the heat exchanger flat tube can be wound outside the inner container of the refrigerator and attached to the refrigerator heating module 400.

[0124] In the thermal management system 1 of some embodiments of the present disclosure, the first ejector inlet 211 is connected to the second end of the vehicle exterior heat exchanger 120, the second end of the vehicle interior evaporator 130 is connected to the first ejector outlet 231, the first end of the refrigerator cooling module 300 is connected to the second end of the vehicle exterior heat exchanger 120, and the second end of the refrigerator cooling module 300 is connected to the second ejector inlet 212.

[0125] Thus, the high-pressure medium-temperature refrigerant flowing from the vehicle exterior heat exchanger 120 to the first ejector 200 can be isentropically expanded in the first ejector inlet 211, the flow velocity of the refrigerant increases (the refrigerant at the first ejector outlet 231 can generally reach supersonic speed, and a series of shock waves can be generated), and the pressure decreases, so as to achieve conversion of pressure energy to kinetic energy. Moreover, since there is a large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 211 from the vehicle exterior heat exchanger 120) and the entrained fluid (the refrigerant flowing from the refrigerator cooling module 300 into the second ejector inlet 212), the entrained fluid is continuously entrained into the working fluid and gradually begins to mix with the working fluid, so as to achieve transfer of momentum and energy. Moreover, as the two streams of refrigerant fluid mix uniformly, the velocity and pressure of the fluid gradually tend to be consistent, and after the mixed fluid reaches the first ejector outlet 231, the flow velocity decreases and the pressure increases, so as to achieve conversion of kinetic energy to pressure energy. The pressure of the mixed fluid at the first ejector outlet 231 is between the pressures of the working fluid and the entrained fluid, i.e., the first ejector 200 can function to increase the pressure of the entrained fluid, and the pressure of the fluid at the first ejector outlet 231 can meet the evaporation pressure requirement of the vehicle interior evaporator 130 for cooling the passenger cabin. After the refrigerant cools the passenger cabin by passing through the vehicle interior evaporator 130, it flows into the compressor 110 through the gas-liquid separator 150, so as to complete the cycle.

[0126] And, in the working condition that the in-vehicle evaporator 130 and the refrigerator refrigeration module 300 operate simultaneously, the refrigerant can be mixed with the refrigerant entering the first ejector 200 from the out-of-vehicle heat exchanger 120 after the refrigerator is refrigerated by the refrigerator refrigeration module 300, so that the refrigerant can reach a higher evaporation pressure. That is, some embodiments of the present disclosure can increase the pressure of the refrigerant flowing out of the refrigerator refrigeration module 300 through the first ejector 200. Then, the refrigerant flows back to the compressor 110 through the gas-liquid separator 150 after refrigerating the passenger compartment through the in-vehicle evaporator 130, thereby realizing the entire refrigeration cycle. In this way, the refrigerant pressure at the outlet of the in-vehicle evaporator 130 does not need to be artificially reduced before being combined with the refrigerant flowing out of the refrigerator refrigeration module 300, thereby reducing the pressure loss of the refrigerant flowing out of the in-vehicle evaporator 130, which is beneficial to improve the refrigeration capacity and refrigeration efficiency of the thermal management system 1.

[0127] In addition, by arranging the refrigerator heating module 400 for heat exchange with the interior space of the refrigerator, when heating is needed for the refrigerator, the refrigerator heating module 400 can be used to directly release heat to the interior of the refrigerator to meet the heating demand of the refrigerator. In addition, the refrigerator heating module 400 has a simple structure and does not need to be arranged with a heat exchanger or other structure to heat the refrigerator. That is, the refrigerator does not need to use the heat in the refrigerant circuit for heating, which is more convenient and faster for heating, and has better heating effect and higher heating efficiency for the refrigerator.

[0128] Therefore, the thermal management system 1 according to some embodiments of the present disclosure can reduce the pressure loss of the refrigerant of the in-vehicle evaporator 130, thereby ensuring that the refrigeration capacity and refrigeration efficiency of the thermal management system 1 are relatively high, and the heating structure of the refrigerator is simple and has good heating effect.

[0129] In some embodiments, as shown in FIG. 11, the first ejector inlet 211 and the first ejector outlet 231 are arranged at opposite ends of the first ejector 200, and the second ejector inlet 212 is arranged on the outer periphery of the first ejector 200.

[0130] The high-pressure refrigerant flowing from the out-of-vehicle heat exchanger 120 to the first ejector 200 can be the main flow, that is, the refrigerant entering the first ejector 200 through the first ejector inlet 211 is the main flow. The low-pressure refrigerant flowing from the refrigerator refrigeration module 300 to the first ejector 200 can be the secondary flow, that is, the refrigerant entering the first ejector 200 through the second ejector inlet 212 is the secondary flow. In this way, the first ejector inlet 211 and the first ejector outlet 231 can be coaxially arranged, so that the refrigerant entering the first ejector 200 through the first ejector inlet 211 can be smoothly discharged through the first ejector outlet 231, which is beneficial to improve the flow smoothness of the refrigerant.

[0131] In some embodiments, as shown in FIG. 11, the first ejector 200 includes a suction section 210, a mixing section 220, and a diffuser section 230.

[0132] The suction section 210 is provided with a first ejector inlet 211 and a second ejector inlet 212. The mixing section 220 is connected to the suction section 210. The diffuser section 230 is connected to the mixing section 220 and is provided with a first ejector outlet 231.

[0133] In this way, the high-pressure refrigerant flowing out of the outdoor heat exchanger 120 can enter the suction section 210 through the first ejector inlet 211, and the refrigerant flowing out of the refrigerator refrigeration module 300 can be continuously sucked into the suction section 210 from the second ejector inlet 212, and then the two parts of refrigerant can be fully mixed in the mixing section 220 to achieve momentum and energy transfer. After reaching the diffuser section 230, the flow speed of the refrigerant decreases and the pressure increases, thereby achieving the conversion of kinetic energy to pressure energy, and finally the refrigerant can flow to the indoor evaporator 130 from the first ejector outlet 231.

[0134] In some embodiments, as shown in FIG. 11, the cross-sectional area of the diffuser section 230 gradually increases in the direction away from the mixing section 220.

[0135] When the fluid passes through the diffuser section 230, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 230. According to Bernoulli's equation and the continuity equation, when the fluid passes through the diffuser section 230, 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 indoor evaporator 130.

[0136] In some embodiments, as shown in FIG. 1, the air conditioning module further includes a second on-off valve 910. The second on-off valve 910 can be an electromagnetic valve.

[0137] The first end of the second on-off valve 910 is connected to the second end of the outdoor heat exchanger 120, and the second end of the second on-off valve 910 is connected to the first ejector inlet 211, to control the on-off between the outdoor heat exchanger 120 and the first ejector inlet 211.

[0138] In this way, the flow direction of the refrigerant flowing out of the vehicle exterior heat exchanger 120 can be controlled by controlling the opening and closing of the second on-off valve 910. For example, when the second on-off valve 910 is opened, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211, and then mix with the refrigerant flowing into the first ejector 200 from the refrigerator cooling module 300 through the second ejector inlet 212, so that the refrigerant can flow into the vehicle interior evaporator 130 after reaching a higher evaporation pressure; or the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211, and directly flow into the vehicle interior evaporator 130 after being throttled and cooled by the first ejector 200. When the second on-off valve 910 is closed, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can not flow through the first ejector 200. For example, when the vehicle interior is being heated, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can directly flow back to the compressor 110, or when the refrigerator is being cooled, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow to the refrigerator cooling module 300 to cool the refrigerator, and then flow back to the compressor 110.

[0139] In some embodiments, as shown in FIG. 1, the air conditioning module further includes a first throttling element 810. The first throttling element 810 can be an electronic expansion valve. The first end of the first throttling element 810 is connected to the second end of the second on-off valve 910, and the second end of the first throttling element 810 is connected to the second end of the vehicle interior evaporator 130, and the first throttling element 810 is connected in parallel with the first ejector 200.

[0140] In this way, when the thermal management system 1 is only cooling the passenger compartment and does not need to cool the refrigerator, the first throttling element 810 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle exterior heat exchanger 120 can be throttled and pressure-reduced by the first throttling element 810 to become low-temperature low-pressure wet vapor or supercooled liquid, and then the low-temperature low-pressure refrigerant can fully absorb the heat of the passenger compartment by the vehicle interior evaporator 130.

[0141] In some embodiments, as shown in FIG. 1, the thermal management system 1 further includes a first on-off valve 930. The first on-off valve 930 can be a solenoid valve. The first end of the first on-off valve 930 is connected to the second end of the refrigerator cooling module 300, and the second end of the first on-off valve 930 is connected to the inlet 111, to control the opening and closing between the refrigerator cooling module 300 and the inlet 111.

[0142] In this way, the refrigerant flowing through the refrigerator cooling heat exchanger 310 can be controlled to flow back to the compressor 110 through the first on-off valve 930. For example, when only the refrigerator needs to be cooled and the passenger compartment does not need to be cooled, the first on-off valve 930 can be opened, so that the refrigerant flowing through the refrigerator cooling heat exchanger 310 can directly flow back to the compressor 110 through the first on-off valve 930.

[0143] In some embodiments, as shown in FIG. 1, the refrigerator refrigeration module 300 includes a refrigerator refrigeration heat exchanger 310, a second throttling element 820, and a third on-off valve 920. The first end of the second throttling element 820 is connected to the second end of the vehicle exterior heat exchanger 120, and the second end of the second throttling element 820 is connected to the first end of the refrigerator refrigeration heat exchanger 310. The first end of the third on-off valve 920 is connected to the second end of the refrigerator refrigeration heat exchanger 310, and the second end of the third on-off valve 920 is connected to the second ejector inlet 212, to control the on-off between the refrigerator refrigeration heat exchanger 310 and the second ejector inlet 212. The third on-off valve 920 can be a solenoid valve, and the second throttling element 820 can be an electronic expansion valve.

[0144] In this way, the second throttling element 820 can throttle and depressurize the refrigerant flowing into the refrigerator refrigeration heat exchanger 310, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling. The refrigerant can fully absorb the heat of the refrigerator through the refrigerator refrigeration heat exchanger 310, improving the refrigeration effect on the refrigerator.

[0145] Furthermore, by cooperating the third on-off valve 920 and the first on-off valve 930, the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be controlled to flow to the first ejector 200 through the third on-off valve 920, or the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can be controlled to flow back to the compressor 110 through the first on-off valve 930. For example, when only the refrigerator needs to be refrigerated and the passenger compartment does not need to be refrigerated, the third on-off valve 920 can be closed and the first on-off valve 930 can be opened, so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can directly flow back to the compressor 110 through the first on-off valve 930; when the refrigerator and the passenger compartment need to be refrigerated, the third on-off valve 920 can be opened and the first on-off valve 930 can be closed, so that the refrigerant flowing through the refrigerator refrigeration heat exchanger 310 can flow to the first ejector 200 through the third on-off valve 920. The refrigerant is combined with the refrigerant flowing into the first ejector 200 from the vehicle exterior heat exchanger 120, and then flows to the vehicle interior evaporator 130 to refrigerate the vehicle interior through the vehicle interior evaporator 130.

[0146] In some embodiments, as shown in FIG. 1, the air conditioning module further includes a vehicle interior condenser 140 and a fourth on-off valve 940.

[0147] The first end of the vehicle interior condenser 140 is connected to the outlet 114, and the second end of the vehicle interior condenser 140 is connected to the first end of the vehicle exterior heat exchanger 120. The first end of the fourth on-off valve 940 is connected to the second end of the vehicle exterior heat exchanger 120, and the second end of the fourth on-off valve 940 is connected to the inlet 111, to control the on-off between the vehicle exterior heat exchanger 120 and the inlet 111. The fourth on-off valve 940 can be a solenoid valve.

[0148] Thus, when the heat management system 1 is heating the passenger cabin, the fourth on-off valve 940 can be opened. At this time, the refrigerant flows through the in-car condenser 140 to release heat to the passenger cabin to heat the car. Then the refrigerant absorbs heat from the outside of the car through the out-car heat exchanger 120, and the refrigerant flowing through the out-car heat exchanger 120 can directly flow back to the compressor 110 through the fourth on-off valve 940 to complete the heating cycle of the passenger cabin, and the refrigerant flow path is simpler.

[0149] In some embodiments, as shown in FIG. 1, the air conditioning module further comprises a third throttling element 830 and a fifth on-off valve 950.

[0150] The first end of the third throttling element 830 is connected to the second end of the in-car condenser 140, and the second end of the third throttling element 830 is connected to the first end of the out-car heat exchanger 120. The fifth on-off valve 950 is connected in parallel with the third throttling element 830 to control the on-off between the in-car condenser 140 and the out-car heat exchanger 120. The fifth on-off valve 950 can be a solenoid valve, and the third throttling element 830 can be an electronic expansion valve.

[0151] In this way, when the heat management system 1 releases heat to the car through the in-car condenser 140 to heat the car, the third throttling element 830 can be opened and the fifth on-off valve 950 can be closed. In this way, the refrigerant released by the in-car condenser 140 can be throttled and cooled by the third throttling element 830, so that the refrigerant can become low-temperature and low-pressure wet steam or subcooled liquid after throttling and cooling, so that the refrigerant can fully absorb heat from the outside environment through the out-car heat exchanger 120, and the heat absorption is more sufficient. When the passenger cabin does not need to be heated, the in-car condenser 140 has no wind passing through, and the in-car condenser 140 acts as a pipeline. At this time, the third throttling element 830 can be closed and the fifth on-off valve 950 can be opened, and the refrigerant flowing through the in-car condenser 140 can directly flow to the out-car heat exchanger 120 through the fifth on-off valve 950.

[0152] In some embodiments, as shown in FIG. 2, the heat management system 1 has an air cooling state. When the heat management system 1 is in the air cooling state, the second on-off valve 910 and the fifth on-off valve 950 are opened, the third on-off valve 920, the first on-off valve 930 and the fourth on-off valve 940 are closed, the first throttling element 810 is opened and functions as a throttling element, the out-car heat exchanger 120 functions as a condenser, and the in-car evaporator 130 functions as an evaporator.

[0153] That is, the second on-off valve 910, the fifth on-off valve 950 and the first throttling element 810 are opened, and the other valve bodies can be in a closed state.

[0154] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 is not blown by the wind, i.e., the in-vehicle condenser 140 only serves as a flow passage. Then, the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the fifth on-off valve 950, and releases heat to the environment through the out-vehicle heat exchanger 120. The refrigerant flowing out of the out-vehicle heat exchanger 120 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), and then the medium-temperature and high-pressure refrigerant is divided into two branches. The refrigerant in branch 1 is cooled by the first throttling element 810 and becomes low-temperature and low-pressure wet vapor or supercooled liquid, and the refrigerant in branch 2 is cooled by the first ejector and becomes low-temperature and low-pressure wet vapor or supercooled liquid. Then, the low-temperature and low-pressure refrigerants in the two branches are combined and flow to the in-vehicle evaporator 130, absorb heat in the vehicle cabin through the in-vehicle evaporator 130, and thus can reduce the temperature of the passenger compartment to achieve refrigeration for the vehicle cabin. After that, the refrigerant flows into the gas-liquid separator 150, which separates the refrigerant and the refrigeration oil from the fluid flowing in, and also serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooling state of the thermal management system 1.

[0155] In some embodiments, as shown in FIG. 3, the thermal management system 1 has an ice-cold state. When the thermal management system 1 is in the ice-cold state, the first on-off valve 930 and the fifth on-off valve 950 are open, the second on-off valve 910, the third on-off valve 920 and the fourth on-off valve 940 are closed, the second throttling element 820 is open and functions as a throttling element, the out-vehicle heat exchanger 120 functions as a condenser, and the refrigerator refrigeration heat exchanger 310 functions as an evaporator.

[0156] That is, the first on-off valve 930, the fifth on-off valve 950 and the second throttling element 820 are open, and the other valves can be in a closed state.

[0157] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 does not pass through the wind, that is, the in-vehicle condenser 140 only passes through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the fifth on-off valve 950, and releases heat to the environment through the out-vehicle heat exchanger 120. The refrigerant flowing out of the out-vehicle heat exchanger 120 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is cooled to a low-temperature and low-pressure wet vapor or a supercooled liquid through the second throttling element 820. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator and achieving refrigeration for the refrigerator. Then, the refrigerant flows into the gas-liquid separator 150 through the first on-off valve 930, the gas-liquid separator 150 separates the refrigerant and the refrigeration oil from the fluid flowing in, and acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the ice-cold state of the thermal management system 1.

[0158] In some embodiments, as shown in FIG. 4, the thermal management system 1 has an air-cooled ice-cold state. When the management system 1 is in the air-cooled ice-cold state, the second on-off valve 910, the third on-off valve 920 and the fifth on-off valve 950 are opened, the first on-off valve 930 and the fourth on-off valve 940 are closed, the first throttling element 810 and the second throttling element 820 are opened and throttled, the out-vehicle heat exchanger 120 acts as a condenser, and the in-vehicle evaporator 130 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0159] That is, the second on-off valve 910, the third on-off valve 920, the fifth on-off valve 950, the first throttling element 810 and the second throttling element 820 are opened, and the other valve bodies can be in a closed state.

[0160] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 does not pass through the wind, that is, the in-vehicle condenser 140 only passes through as a flow channel. Then, the high-temperature and high-pressure refrigerant flows to the out-vehicle heat exchanger 120 through the fifth on-off valve 950, and releases heat to the environment through the out-vehicle heat exchanger 120. The refrigerant flowing out of the out-vehicle heat exchanger 120 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is cooled to a low-temperature and low-pressure wet vapor or a supercooled liquid through the second throttling element 820. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator and achieving refrigeration for the refrigerator. Then, the refrigerant flows into the gas-liquid separator 150 through the first on-off valve 930, the gas-liquid separator 150 separates the refrigerant and the refrigeration oil from the fluid flowing in, and acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the ice-cold state of the thermal management system 1.

[0161] Branch 1: The first part of the medium-temperature and high-pressure refrigerant in this branch flows into the first ejector 200 through the second on-off valve 910 and the first entrainment inlet 211, and the second part of the medium-temperature and high-pressure refrigerant in this branch is throttled to a low-temperature and low-pressure wet vapor or a supercooled liquid through the first throttling element 810;

[0162] Branch 2: The medium-temperature high-pressure refrigerant in this branch is throttled to low-temperature low-pressure wet vapor or subcooled liquid by the second throttling element 820, and the low-temperature low-pressure refrigerant absorbs heat in the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator and achieving refrigeration for the refrigerator. Next, the refrigerant flows into the first ejector 200 through the second ejector inlet 212. The refrigerant flowing in from the first ejector inlet 211 and the refrigerant flowing in from the second ejector inlet 212 are mixed in the first ejector to form wet vapor or subcooled liquid with a higher evaporation pressure, and after flowing out through the first ejector outlet 231, they are combined with the refrigerant in Branch 1 and flow to the in-vehicle evaporator 130 to absorb heat in the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment and achieving refrigeration for the vehicle. After that, the refrigerant flows from the in-vehicle evaporator 130 to the gas-liquid separator 150, which separates the incoming fluid into refrigerant and refrigeration oil, and also serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooled ice cooling state of the thermal management system 1.

[0163] In some embodiments, as shown in FIG. 5, the thermal management system 1 has an air heating state. When the thermal management system 1 is in the air heating state, the fourth on-off valve 940 is open, the second on-off valve 910, the third on-off valve 920, the first on-off valve 930 and the fifth on-off valve 950 are closed, the third throttling element 830 is open and functions as a throttling element, the in-vehicle condenser 140 functions as a condenser, and the out-of-vehicle heat exchanger 120 functions as an evaporator.

[0164] That is, the fourth on-off valve 940 and the third throttling element 830 are open, and the other valve bodies can be in a closed state.

[0165] Therefore, the high-temperature high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 by the compressor 110, and the heat is released to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled to medium-temperature high-pressure fluid through the in-vehicle condenser 140. The medium-temperature high-pressure refrigerant is throttled to low-temperature low-pressure wet vapor or subcooled liquid by the third throttling element 830, and the low-temperature low-pressure refrigerant flows into the out-of-vehicle heat exchanger 120 and absorbs heat from the environment through the out-of-vehicle heat exchanger 120, completing the process of absorbing heat from the environment. Next, the refrigerant flows to the gas-liquid separator 150 through the fourth on-off valve 940, which separates the incoming fluid into refrigerant and refrigeration oil, and also serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air heating state of the thermal management system 1.

[0166] In some embodiments, as shown in FIG. 6, the thermal management system 1 further comprises a battery heat exchange module 500. A first end of the battery heat exchange module 500 is connected to the second end of the vehicle external heat exchanger 120, and a second end of the battery heat exchange module 500 is connected to the inlet 111 and the outlet 114, respectively.

[0167] In this way, when the battery pack needs to be heated by the battery heat exchange module 500, the refrigerant can be controlled to flow directly to the battery heat exchange module 500 through the outlet 114, so that the refrigerant can release heat to the battery pack through the battery heat exchange module 500 to heat the battery pack, and then the refrigerant flows to the vehicle external heat exchanger 120 and absorbs heat from the external environment through the vehicle external heat exchanger 120. When the battery pack needs to be cooled by the battery heat exchange module 500, the refrigerant can be controlled to first release heat to the outside through the vehicle external heat exchanger 120, and then flow to the battery heat exchange module 500, so that the refrigerant absorbs heat from the battery pack through the battery heat exchange module 500 and then flows back to the compressor 110 through the inlet 111.

[0168] In addition, it can be understood that by adding the battery heat exchange module 500, the thermal management system 1 of some embodiments of the present disclosure can realize 12 working conditions of vehicle interior refrigeration, battery cooling, refrigerator refrigeration, vehicle interior refrigeration plus battery cooling, vehicle interior refrigeration plus refrigerator refrigeration, battery cooling plus refrigerator refrigeration, vehicle interior refrigeration plus battery cooling and refrigerator refrigeration, vehicle interior heating, battery heating, vehicle interior heating plus battery heating, air conditioning dehumidification, and air conditioning defogging, and the vehicle interior refrigeration or heating is independent of the battery pack and the refrigerator, and there is no interaction and no influence.

[0169] In some embodiments, as shown in FIG. 6, the battery heat exchange module 500 comprises a battery pack heat exchanger 510, a sixth on-off valve 960, and a seventh on-off valve 970. A first end of the battery pack heat exchanger 510 is connected to the second end of the vehicle external heat exchanger 120. A first end of the sixth on-off valve 960 is connected to a second end of the battery pack heat exchanger 510, and a second end of the sixth on-off valve 960 is connected to the inlet 111 to control the on-off between the battery pack heat exchanger 510 and the inlet 111. A first end of the seventh on-off valve 970 is connected to the outlet 114, and a second end of the seventh on-off valve 970 is connected to the second end of the battery pack heat exchanger 510 to control the on-off between the battery pack heat exchanger 510 and the outlet 114. The sixth on-off valve 960 and the seventh on-off valve 970 can be solenoid valves.

[0170] Thus, when the battery pack needs to be heated, the seventh on-off valve 970 can be opened and the sixth on-off valve 960 can be closed, so that the refrigerant flowing out of the compressor 110 can flow directly to the battery pack heat exchanger 510 through the seventh on-off valve 970, so as to heat the battery pack through the battery pack heat exchanger 510. When the battery pack needs to be cooled, the sixth on-off valve 960 can be opened and the seventh on-off valve 970 can be closed, so that the refrigerant can flow to the inlet 111 through the sixth on-off valve 960, and then can flow back to the compressor 110. When neither the battery pack needs to be heated nor the battery pack needs to be cooled, the sixth on-off valve 960 and the seventh on-off valve 970 can be closed, so that the refrigerant no longer flows through the battery pack heat exchanger 510.

[0171] In some embodiments, as shown in FIG. 6, the battery heat exchange module 500 includes a fourth throttling element 840 and a fifth throttling element 850.

[0172] The first end of the fourth throttling element 840 is connected to the second end of the outdoor heat exchanger 120, and the second end of the fourth throttling element 840 is connected to the first end of the battery pack heat exchanger 510. The first end of the fifth throttling element 850 is connected to the second end of the battery pack heat exchanger 510, and the second end of the fifth throttling element 850 is connected to the first end of the sixth on-off valve 960 and the second end of the seventh on-off valve 970, respectively. The fourth throttling element 840 and the fifth throttling element 850 can be electronic expansion valves, and the fifth throttling element 850 can be a large-diameter electronic expansion valve.

[0173] In this way, when the battery pack is cooled, the fourth throttling element 840 can throttle and depressurize the refrigerant flowing to the battery pack heat exchanger 510, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, so that the refrigerant can fully absorb the heat of the battery pack through the battery pack heat exchanger 510, improving the refrigeration effect on the battery pack. Alternatively, when the battery pack is heated, the fourth throttling element 840 can throttle and depressurize the refrigerant flowing out of the battery pack heat exchanger 510, so that the refrigerant can become low-temperature and low-pressure wet steam or supercooled liquid after throttling and cooling, so that the refrigerant can fully absorb the heat of the external environment through the outdoor heat exchanger 120, and the heat absorption of the refrigerant is more sufficient.

[0174] In addition, when the battery pack heat exchanger 510 inlet temperature exceeds a certain range, the local temperature of the battery pack is easy to exceed the working temperature range of the battery pack, so the demand temperature of the vehicle interior condenser 140 needs to continue to rise (for example, the target temperature is 95℃), and when the battery pack heat exchanger 510 inlet temperature reaches the upper limit (for example, the upper limit temperature is 65℃), by setting the fifth throttling element 850 and reducing the opening degree of the fifth throttling element 850, the inlet temperature of the battery pack heat exchanger 510 can be reduced, and the control of different heating temperatures of the vehicle interior condenser 140 and the battery pack heat exchanger 510 can be realized.

[0175] In some embodiments, as shown in FIG. 6, the battery heat exchange module 500 further comprises a first one-way valve 520 and a second one-way valve 530.

[0176] The first end of the first one-way valve 520 is connected to the first end of the fourth throttling element 840, and the second end of the first one-way valve 520 is connected to the first end of the second on-off valve 910, the first end of the second throttling element 820 and the first end of the fourth on-off valve 940, respectively. The first one-way valve 520 only allows the refrigerant to flow from the battery pack heat exchanger 510 to at least one of the second on-off valve 910, the first end of the second throttling element 820 or the fourth on-off valve 940. The first end of the second one-way valve 530 is connected to the first end of the fourth throttling element 840, and the second end of the second one-way valve 530 is connected to the second end of the vehicle exterior heat exchanger 120. The second one-way valve 530 only allows the refrigerant to flow from the vehicle exterior heat exchanger 120 to the first ejector inlet 211.

[0177] In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 510 can flow through the first one-way valve 520 to at least one of the second on-off valve 910, the first end of the second throttling element 820 and the fourth on-off valve 940. When cooling the battery pack, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow through the second one-way valve 530 to the battery pack heat exchanger 510, and the flow path does not interfere, and the refrigerant flow is more unobstructed.

[0178] In some embodiments, as shown in FIG. 7, the battery pack heat exchanger 510, the fourth throttling element 840 and the fifth throttling element 850 are multiple, the multiple battery pack heat exchangers 510 are connected in parallel, and the two ends of each battery pack heat exchanger 510 are connected in series with the corresponding fourth throttling element 840 and fifth throttling element 850. In this way, multiple battery pack heat exchangers 510 can simultaneously exchange heat with the battery pack, which is conducive to improving the heating and cooling efficiency of the battery pack.

[0179] In the present embodiment, 12 working conditions such as in-vehicle refrigeration, battery cooling, refrigerator refrigeration, in-vehicle refrigeration plus battery cooling, in-vehicle refrigeration plus refrigerator refrigeration, battery cooling plus refrigerator refrigeration, in-vehicle refrigeration plus battery cooling and refrigerator refrigeration, in-vehicle heating, battery heating, in-vehicle heating plus battery heating, air conditioner dehumidification, and air conditioner defogging can be realized, and the in-vehicle refrigeration or heating is independent of the battery pack and the refrigerator, without interaction and mutual influence.

[0180] In some embodiments, as shown in FIG. 8, the inlet 111 includes a first inlet 112 and a second inlet 113 spaced apart. For example, the compressor 110 can be a scroll compressor.

[0181] The first end of the in-vehicle evaporator 130, the second end of the first on-off valve 930, and the second end of the fourth on-off valve 940 are all connected to the first inlet 112, and the second end of the sixth on-off valve 960 is connected to the second inlet 113. The first inlet 112 of the compressor 110 can correspond to a lower pressure cavity, and the second inlet 113 can correspond to a higher pressure cavity.

[0182] In this way, the refrigerator refrigeration module 300 and the in-vehicle evaporator 130 can be connected to the first inlet 112, and the battery pack heat exchanger 510 can be connected to the second inlet 113. In the working condition where the in-vehicle evaporator 130, the battery pack heat exchanger 510, and the refrigerator refrigeration module 300 operate simultaneously, the lower pressure refrigerant flowing out of the in-vehicle evaporator 130 and the refrigerator refrigeration module 300 can flow into the compressor 110 through the first inlet 112, and the higher pressure refrigerant flowing out of the battery pack heat exchanger 510 can directly flow into the compressor 110 through the second inlet 113. Then, the above two parts of refrigerant are pressurized in the compressor 110 and discharged from the compressor 110 through the outlet 114, thereby completing the refrigeration cycle of the thermal management system 1 and achieving refrigeration for the passenger compartment, the battery pack, and the refrigerator simultaneously, without the need for artificially reducing the pressure of the refrigerant flowing out of the battery pack heat exchanger 510, thereby greatly reducing the pressure loss of the refrigerant and being beneficial to maintaining the refrigeration capacity and refrigeration efficiency of the thermal management system 1. Moreover, the refrigeration capacities of the in-vehicle evaporator 130, the battery pack heat exchanger 510, and the refrigerator refrigeration module 300 are all sufficient, and the thermal management system 1 can meet the refrigeration requirements of the passenger compartment, the battery pack, and the refrigerator in hot weather.

[0183] In the present embodiment, 12 working conditions such as in-vehicle refrigeration, battery cooling, refrigerator refrigeration, in-vehicle refrigeration plus battery cooling, in-vehicle refrigeration plus refrigerator refrigeration, battery cooling plus refrigerator refrigeration, in-vehicle refrigeration plus battery cooling and refrigerator refrigeration, in-vehicle heating, battery heating, in-vehicle heating plus battery heating, air conditioner dehumidification, and air conditioner defogging can be realized, and the in-vehicle refrigeration or heating is independent of the battery pack and the refrigerator, without interaction and mutual influence.

[0184] In some embodiments, as shown in FIG. 9, the thermal management system 1 further comprises a second ejector 600.

[0185] The second ejector 600 has a third ejector inlet 610, a fourth ejector inlet 620 and a second ejector outlet 630. The third ejector inlet 610 is connected with the second end of the external heat exchanger 120, the fourth ejector inlet 620 is connected with the first end of the internal evaporator 130, and the second ejector outlet 630 is connected with the first end of the battery heat exchanger 510.

[0186] In this way, in the working condition that the internal evaporator 130 and the battery heat exchanger 510 are operated at the same time, after the refrigerant flows out of the internal evaporator 130 and cools the passenger compartment, the refrigerant can flow into the second ejector 600 through the fourth ejector inlet 620 and mix with the refrigerant entering the second ejector 600 from the external heat exchanger 120, so that the refrigerant can reach a higher evaporation pressure to meet the evaporation pressure requirement of the battery heat exchanger 510 when cooling the battery pack. That is, some embodiments of the present disclosure can increase the pressure of the refrigerant flowing out of the internal evaporator 130 through the second ejector 600, and the refrigerant cools the battery pack through the battery heat exchanger 510, then flows back to the compressor 110 through the gas-liquid separator 150 and the first inlet 112, thereby realizing the entire refrigeration cycle. In this way, the refrigerant pressure at the outlet of the battery heat exchanger 510 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 exchanger 510, which is conducive to improving the refrigeration capacity and efficiency of the thermal management system 1.

[0187] In the present embodiment, 12 working conditions can also be realized, including internal refrigeration, battery cooling, refrigerator refrigeration, internal refrigeration plus battery cooling, internal refrigeration plus refrigerator refrigeration, battery cooling plus refrigerator refrigeration, internal refrigeration plus battery cooling and refrigerator refrigeration, internal heating, battery heating, internal heating plus battery heating, air conditioning dehumidification, and air conditioning defogging. The internal refrigeration or heating is independent of the battery pack and the refrigerator, and there is no interaction or influence between them.

[0188] In some embodiments, as shown in FIG. 9, the battery heat exchanger module 500 further comprises an eighth on-off valve 980 and a sixth throttling element 860.

[0189] The first end of the eighth on-off valve 980 is connected to the second end of the vehicle exterior heat exchanger 120, and the second end of the eighth on-off valve 980 is connected to the third ejector inlet 610, so as to control the on-off between the vehicle exterior heat exchanger 120 and the third ejector inlet 610. The eighth on-off valve 980 is in series with the second ejector, and both are in parallel with the sixth throttling element 860. When the eighth on-off valve 980 disconnects the vehicle exterior heat exchanger 120 and the third ejector inlet 610, the refrigerant of the vehicle exterior heat exchanger 120 enters the battery pack heat exchanger 510 through the sixth throttling element 860.

[0190] The eighth on-off valve 980 can be an electromagnetic valve, and the sixth throttling element 860 can be an electronic expansion valve.

[0191] In this way, when the thermal management system 1 only needs to refrigerate the battery pack and does not need to refrigerate the passenger compartment, the eighth on-off valve 980 can be closed and the sixth throttling element 860 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle exterior heat exchanger 120 can be throttled and decompressed by the sixth throttling element 860 to become low-temperature low-pressure wet vapor or supercooled liquid, and then the low-temperature low-pressure refrigerant fully absorbs the heat of the battery pack through the battery pack heat exchanger 510.

[0192] When the thermal management system 1 needs to refrigerate the battery pack and the passenger compartment at the same time, the sixth throttling element 860 can be closed and the eighth on-off valve 980 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow to the third ejector inlet 610 through the eighth on-off valve 980, and the low-temperature low-pressure refrigerant flowing out of the vehicle interior evaporator 130 can enter the second ejector 600 through the fourth ejector inlet 620. The two parts of refrigerant are mixed in the second ejector 600 to form wet vapor or supercooled liquid with high evaporation pressure, and flow to the battery pack heat exchanger 510 through the second ejector outlet 630, so as to fully absorb the heat of the battery pack through the battery pack heat exchanger 510, and realize refrigeration of the passenger compartment and the battery pack at the same time.

[0193] In some embodiments, as shown in FIG. 9, the air conditioning module further includes a ninth on-off valve 990, the first end of the ninth on-off valve 990 is connected to the first end of the vehicle interior evaporator 130 and the fourth ejector inlet 620 respectively, and the second end of the ninth on-off valve 990 is connected to the inlet 111, so as to control the on-off between the vehicle interior evaporator 130 and the inlet 111. The ninth on-off valve 990 can be an electromagnetic valve.

[0194] Thus, the flow direction of the refrigerant flowing through the in-vehicle evaporator 130 can be controlled by controlling the opening and closing of the ninth on-off valve 990. For example, when cooling the passenger compartment is needed but cooling the battery pack is not needed, the ninth on-off valve 990 can be opened so that the refrigerant flowing through the in-vehicle evaporator 130 can directly flow back to the compressor 110 through the ninth on-off valve 990; when cooling the passenger compartment and the battery pack is needed, the ninth on-off valve 990 can be closed so that the refrigerant flowing through the in-vehicle evaporator 130 can flow to the second ejector 600 through the fourth injection inlet 620, the refrigerant is combined with the refrigerant flowing into the second ejector 600 from the out-of-vehicle heat exchanger 120 in the second ejector 600, and then flows to the battery pack heat exchanger 510 to cool the battery pack through the battery pack heat exchanger 510, achieving cooling of the passenger compartment and the battery pack at the same time.

[0195] In some embodiments, as shown in FIG. 9, the out-of-vehicle heat exchanger 120 includes a first out-of-vehicle heat exchanger 121 and a second out-of-vehicle heat exchanger 122.

[0196] The first end of the first out-of-vehicle heat exchanger 121 is connected to the second end of the in-vehicle condenser 140, and the second end of the first out-of-vehicle heat exchanger 121 is connected to the first end of the second on-off valve 910, the first end of the fourth on-off valve 940, the first end of the eighth on-off valve 980, and the first end of the second throttling element 820, respectively. The second out-of-vehicle heat exchanger 122 is connected in parallel with the first out-of-vehicle heat exchanger 121.

[0197] In this way, the thermal management system 1 can absorb heat from the external environment through the first out-of-vehicle heat exchanger 121 or the second out-of-vehicle heat exchanger 122, or the thermal management system 1 can also simultaneously absorb heat from the external environment through the first out-of-vehicle heat exchanger 121 and the second out-of-vehicle heat exchanger 122, and the heat absorption from the external environment can be more sufficient.

[0198] In some embodiments, as shown in FIG. 9, the thermal management system 1 further includes a motor cooling module 700, and the motor cooling module 700 includes a three-way valve 710, a motor cooling channel 720, and a motor heat exchanger 730.

[0199] The three-way valve 710 includes a first connection port 711, a second connection port 712, and a third connection port 713. The first end of the motor cooling channel 720 is connected to the first connection port 711, and the first end of the motor heat exchanger 730 is connected to the second connection port 712. The second vehicle exterior heat exchanger 122 has a first heat exchange channel and a second heat exchange channel that exchange heat with each other. The first end of the first heat exchange channel is connected to the third connection port 713 and the second end of the motor heat exchanger 730, respectively. The second end of the first heat exchange channel is connected to the second end of the motor cooling channel 720. The first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 510, and the second end of the second heat exchange channel is connected to the first end of the second on-off valve 910, the first end of the fourth on-off valve 940, and the first end of the second throttling element 820, respectively.

[0200] The motor heat exchanger 730 is a motor radiator. The motor cooling module 700 can release heat of the motor to the outside air through the motor heat exchanger 730 to cool the motor cooling module 700.

[0201] The second vehicle exterior heat exchanger 122 can be a plate heat exchanger. That is, the first heat exchange channel can be connected to the motor cooling module 700, and the second heat exchange channel can be connected to the refrigerant circuit. Thus, heat exchange between the refrigerant in the refrigerant circuit and the coolant in the motor cooling module 700 can be achieved, so that heat in the motor cooling module 700 can be exchanged to the refrigerant circuit through the second vehicle exterior heat exchanger 122. That is, the thermal management system 1 can utilize waste heat of the motor cooling module 700, which is beneficial to improve the energy utilization rate of the thermal management system 1. When the outside temperature is low, the motor cooling module 700 can be used to heat the passenger compartment or the refrigerator to improve the heating efficiency of the thermal management system 1.

[0202] In some embodiments, as shown in FIG. 9, the air conditioning module further includes a tenth on-off valve 1000 and an eleventh on-off valve 1010. The first end of the tenth on-off valve 1000 is connected to the second end of the vehicle interior condenser 140, and the second end of the tenth on-off valve 1000 is connected to the first end of the first vehicle exterior heat exchanger 121. The first end of the eleventh on-off valve 1010 is connected to the second end of the vehicle interior condenser 140, and the second end of the eleventh on-off valve 1010 is connected to the first end of the second vehicle exterior heat exchanger 122. The tenth on-off valve 1000 and the eleventh on-off valve 1010 can be solenoid valves.

[0203] Thus, by cooperation of the tenth on-off valve 1000 and the eleventh on-off valve 1010, the refrigerant can flow through at least one of the first vehicle exterior heat exchanger 121 or the second vehicle exterior heat exchanger 122. For example, when the refrigerant needs to flow through both the first vehicle exterior heat exchanger 121 and the second vehicle exterior heat exchanger 122, the tenth on-off valve 1000 and the eleventh on-off valve 1010 can be opened simultaneously; when the refrigerant needs to flow through the first vehicle exterior heat exchanger 121 but not the second vehicle exterior heat exchanger 122, the tenth on-off valve 1000 can be opened and the eleventh on-off valve 1010 can be closed; and when the refrigerant needs to flow through the second vehicle exterior heat exchanger 122 but not the first vehicle exterior heat exchanger 121, the eleventh on-off valve 1010 can be opened and the tenth on-off valve 1000 can be closed.

[0204] In some embodiments, as shown in FIG. 10, the thermal management system 1 further comprises a refrigerator heating module 320. The vehicle interior condenser 140 is connected in series with a third throttling element 830, and both are connected in parallel with the refrigerator heating module 320. In this way, the vehicle interior condenser 140 and the refrigerator heating module 320 can not interfere with each other. The thermal management system 1 can be implemented for vehicle interior heating without refrigerator heating, or can be implemented for only refrigerator heating without vehicle interior heating, or can be implemented for both vehicle interior and refrigerator heating.

[0205] In some embodiments, as shown in FIG. 10, the refrigerator heating module 320 comprises a refrigerator heating heat exchanger 321, a seventh throttling element 870, and an eighth throttling element 880. The first end of the seventh throttling element 870 is connected to the outlet 114, and the second end of the seventh throttling element 870 is connected to the first end of the refrigerator heating heat exchanger 321. The first end of the eighth throttling element 880 is connected to the second end of the refrigerator heating heat exchanger 321, and the second end of the eighth throttling element 880 is connected to the first end of the vehicle exterior heat exchanger 120. The seventh throttling element 870 and the eighth throttling element 880 can be electronic expansion valves, and the seventh throttling element 870 can be a large-diameter electronic expansion valve.

[0206] In this way, the eighth throttling element 880 can throttle and depressurize the refrigerant flowing out of the refrigerator heating heat exchanger 321, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling, so that the refrigerant can fully absorb the heat of the vehicle exterior environment through the vehicle exterior heat exchanger 120, and the heat absorption of the refrigerant is more sufficient.

[0207] In addition, when the inlet temperature of the refrigerator heating heat exchanger 321 exceeds a certain range, the local temperature in the refrigerator is likely to exceed the working temperature range of the refrigerator, so the demand 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 321 reaches the upper limit (for example, the upper limit temperature is 65°C), by setting the seventh throttling element 870 and reducing the opening degree of the seventh throttling element 870, the inlet temperature of the refrigerator heating heat exchanger 321 can be reduced, thereby achieving control of different heating temperatures of the refrigerator heating heat exchanger 321 and the in-vehicle condenser 140.

[0208] In the present embodiment, 12 working conditions such as in-vehicle refrigeration, battery cooling, refrigerator refrigeration, in-vehicle refrigeration plus battery cooling, in-vehicle refrigeration plus refrigerator refrigeration, battery cooling plus refrigerator refrigeration, in-vehicle refrigeration plus battery cooling and refrigerator refrigeration, in-vehicle heating, battery heating, in-vehicle heating plus battery heating, air conditioner dehumidification, and air conditioner defogging can also be achieved, and the in-vehicle refrigeration or heating is independent of the battery pack and the refrigerator, and there is no interaction or influence.

[0209] Some embodiments of the second aspect of the present disclosure also provide a thermal management system 1. As shown in FIG. 12, the thermal management system 1 can also not be provided with a refrigerator heating module 400. As shown in FIG. 12, the thermal management system 1 includes an air conditioning module, a first ejector 200, and a refrigerator refrigeration module 300.

[0210] The air conditioning module includes a compressor 110, an in-vehicle evaporator 130, and an in-vehicle condenser 120 connected to form a refrigerant circuit. The compressor 110 has an inlet 111 and an outlet 114, the inlet 111 of the compressor 110 is connected to the first end of the in-vehicle evaporator 130, and the outlet 114 of the compressor 110 is connected to the first end of the in-vehicle condenser 120. The first ejector 200 has a first ejector inlet 211, a second ejector inlet 212, and a first ejector outlet 231. The second end of the in-vehicle condenser 120 is connected to the first ejector inlet 211, and the second end of the in-vehicle evaporator 130 is connected to the first ejector outlet 231. The first end of the refrigerator refrigeration module 300 is connected to the second end of the in-vehicle condenser 120, and the second end of the refrigerator refrigeration module 300 is connected to the second ejector inlet 212.

[0211] The air conditioning module in some embodiments of the present disclosure can perform refrigeration or heating for the passenger compartment, the first ejector 200 can entrain low-pressure fluid through the entraining action of high-pressure fluid, thereby achieving mixing of fluids and exchange of energy, and the refrigerator refrigeration module 300 can refrigerate food or articles.

[0212] In the thermal management system 1 according to some embodiments of the present disclosure, the first ejector inlet 211 is connected to the second end of the vehicle external heat exchanger 120, the second end of the vehicle internal evaporator 130 is connected to the first ejector outlet 231, the first end of the refrigerator refrigeration module 300 is connected to the second end of the vehicle external heat exchanger 120, and the second end of the refrigerator refrigeration module 300 is connected to the second ejector inlet 212.

[0213] Thus, the high-pressure medium-temperature refrigerant flowing from the vehicle external heat exchanger 120 to the first ejector 200 can be isentropically expanded in the first ejector inlet 211, the flow velocity of the refrigerant increases (the refrigerant at the first ejector outlet 231 can generally reach supersonic speed, and a series of shock waves can be generated), and the pressure decreases, that is, the conversion from pressure energy to kinetic energy is achieved. Moreover, since there is a large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 211 from the vehicle external heat exchanger 120) and the ejector fluid (the refrigerant flowing from the refrigerator refrigeration module 300 into the second ejector inlet 212), the ejector fluid is continuously entrained into the working fluid and gradually begins to mix with the working fluid, achieving the transfer of momentum and energy. Moreover, as the two refrigerant fluids are uniformly mixed, the velocity and pressure of the fluids gradually tend to be consistent, and after the mixed fluid reaches the first ejector outlet 231, the fluid velocity decreases and the pressure increases, thereby achieving the conversion from kinetic energy to pressure energy. The pressure of the mixed fluid at the first ejector outlet 231 is between the pressures of the working fluid and the ejector fluid, that is, the first ejector 200 can function to increase the pressure of the ejector fluid, and the fluid pressure at the first ejector outlet 231 can meet the evaporation pressure requirement of the vehicle internal evaporator 130 for refrigerating the passenger compartment. After the refrigerant is refrigerated by the vehicle internal evaporator 130 to cool the passenger compartment, it flows into the compressor 110 through the gas-liquid separator 150, thereby completing the cycle.

[0214] Moreover, in the working condition in which the vehicle internal evaporator 130 and the refrigerator refrigeration module 300 operate simultaneously, the refrigerant can be mixed with the refrigerant entering the first ejector 200 from the vehicle external heat exchanger 120 after being refrigerated by the refrigerator refrigeration module 300 to cool the refrigerator, so that the refrigerant can reach a higher evaporation pressure, that is, some embodiments of the present disclosure can increase the pressure of the refrigerant flowing out of the refrigerator refrigeration module 300 through the first ejector 200. Then, the refrigerant is refrigerated by the vehicle internal evaporator 130 to cool the passenger compartment, and then flows back to the compressor 110 through the gas-liquid separator 150, thereby realizing the entire refrigeration cycle. In this way, the refrigerant pressure at the outlet of the vehicle internal evaporator 130 does not need to be artificially reduced before being combined with the refrigerant flowing out of the refrigerator refrigeration module 300, thereby reducing the pressure loss of the refrigerant flowing out of the vehicle internal evaporator 130, which is conducive to improving the refrigeration capacity and refrigeration efficiency of the thermal management system 1.

[0215] Therefore, the heat management system 1 according to some embodiments of the present disclosure can reduce the refrigerant pressure loss of the in-vehicle evaporator 130, and thus can ensure a high refrigeration capacity and a high refrigeration efficiency of the heat management system 1.

[0216] Some embodiments of the third aspect of the present disclosure also provide a heat management system 1. The heat management system 1 according to some embodiments of the third aspect of the present disclosure is described below with reference to the accompanying drawings.

[0217] As shown in FIGS. 13-25, the heat management system 1 includes an air conditioning module, a first ejector 200, a refrigerator refrigeration module 300, a second ejector 600, and a battery pack heat exchanger 500.

[0218] The air conditioning module includes a compressor 110, an out-vehicle heat exchanger 120, and an in-vehicle evaporator 130 connected to form a refrigerant circuit. The compressor 110 has an inlet 111 and an outlet 112, the inlet 111 of the compressor 110 is connected to a first end of the in-vehicle evaporator 130, and the outlet 112 of the compressor 110 is connected to a first end of the out-vehicle heat exchanger 120. The first ejector 200 has a first ejector inlet 211, a second ejector inlet 212, and a first ejector outlet 231. The first ejector inlet 211 is connected to a second end of the out-vehicle heat exchanger 120, and the first ejector outlet 231 is connected to a second end of the in-vehicle evaporator 130. A first end of the refrigerator refrigeration module 300 is connected to the second end of the out-vehicle heat exchanger 120, and a second end of the refrigerator refrigeration module 300 is connected to the second ejector inlet 212. The second ejector 600 has a third ejector inlet 610, a fourth ejector inlet 620, and a second ejector outlet 630. The third ejector inlet 610 is connected to the second end of the out-vehicle heat exchanger 120, the fourth ejector inlet 620 is connected to the first end of the in-vehicle evaporator 130, a first end of the battery pack heat exchanger 500 is connected to the second ejector outlet 630, and a second end of the battery pack heat exchanger 500 is connected to the inlet 111.

[0219] The air conditioning module in some embodiments of the present disclosure can perform refrigeration or heating for the passenger compartment, the first ejector 200 and the second ejector 600 can suck low-pressure fluid through the entrainment of high-pressure fluid, thereby achieving mixing of fluids and exchange of energy; and the refrigerator refrigeration module 300 can perform refrigeration for food or articles.

[0220] In the heat management system 1 according to some embodiments of the present disclosure, the first ejector inlet 211 is connected to the second end of the out-vehicle heat exchanger 120, the first ejector outlet 231 is connected to the second end of the in-vehicle evaporator 130, a first end of the refrigerator refrigeration module 300 is connected to the second end of the out-vehicle heat exchanger 120, and a second end of the refrigerator refrigeration module 300 is connected to the second ejector inlet 212.

[0221] Thus, the high-pressure medium-temperature refrigerant flowing from the vehicle exterior heat exchanger 120 to the first ejector 200 can be isentropically expanded at the first ejector inlet 211, the flow velocity of the refrigerant increases (the refrigerant at the first ejector outlet 231 can generally reach supersonic speed, and a series of shock waves can be generated), and the pressure decreases, i.e., the conversion of pressure energy to kinetic energy is achieved. Moreover, due to the large velocity difference and pressure difference between the working fluid (the refrigerant entering the first ejector inlet 211 from the vehicle exterior heat exchanger 120) and the ejector fluid (the refrigerant flowing from the refrigerator refrigeration module 300 into the second ejector inlet 212), the ejector fluid is continuously entrained into the working fluid and gradually begins to mix with the working fluid, achieving the transfer of momentum and energy. Moreover, as the two streams of refrigerant fluid mix evenly, the velocity and pressure of the fluid gradually tend to be consistent, and after the mixed fluid reaches the first ejector outlet 231, the fluid velocity decreases and the pressure increases, thereby achieving the conversion of kinetic energy to pressure energy. The pressure of the mixed fluid at the first ejector outlet 231 is between the pressures of the working fluid and the ejector fluid, i.e., the first ejector 200 can function to increase the pressure of the ejector fluid, and the fluid pressure at the first ejector outlet 231 can meet the evaporation pressure requirement of the vehicle interior evaporator 130 for refrigerating the passenger compartment, and the refrigerant can be fully refrigerated for the passenger compartment by the vehicle interior evaporator 130.

[0222] Moreover, in the working condition where the vehicle interior evaporator 130 and the refrigerator refrigeration module 300 operate simultaneously, the refrigerant can be mixed with the refrigerant entering the first ejector 200 from the vehicle exterior heat exchanger 120 after being refrigerated by the refrigerator refrigeration module 300, so that the refrigerant can reach a higher evaporation pressure. That is, the present disclosure can increase the pressure of the refrigerant flowing out of the refrigerator refrigeration module 300 by the first ejector 200, without artificially reducing the pressure of the refrigerant at the outlet of the vehicle interior evaporator 130 and then combining it with the refrigerant flowing out of the refrigerator refrigeration module 300, thereby reducing the pressure loss of the refrigerant flowing out of the vehicle interior evaporator 130 and further improving the refrigeration capacity and refrigeration efficiency of the thermal management system 1.

[0223] In addition, the third ejector inlet 610 is connected to the second end of the vehicle exterior heat exchanger 120, the fourth ejector inlet 620 is connected to the first end of the vehicle interior evaporator 130, the first end of the battery pack heat exchanger 500 is connected to the second ejector outlet 630, and the second end of the battery pack heat exchanger 500 is connected to the inlet 111.

[0224] Thus, the high-pressure medium-temperature refrigerant flowing from the vehicle exterior heat exchanger 120 to the second ejector 600 can be isentropically expanded at the third ejector inlet 610, the flow velocity of the refrigerant increases (the refrigerant at the third ejector outlet 112 can generally reach supersonic speed, and a series of shock waves can be generated), and the pressure decreases, that is, the conversion from pressure energy to kinetic energy is achieved. Moreover, because of the large velocity difference and pressure difference between the working fluid (the refrigerant entering the third ejector inlet 610 from the vehicle exterior heat exchanger 120) and the ejector fluid (the refrigerant flowing into the fourth ejector inlet 620 from the vehicle interior evaporator 130), the ejector fluid is continuously entrained into the working fluid and gradually begins to mix with the working fluid, momentum and energy are transferred, and as the two refrigerant fluids are uniformly mixed, the velocity and pressure of the fluids gradually become consistent. After the mixed fluid reaches the second ejector outlet 630, the fluid velocity decreases and the pressure increases, so that the conversion from kinetic energy to pressure energy is achieved. The pressure of the mixed fluid at the second ejector outlet 630 is between the pressure of the working fluid and the pressure of the ejector fluid, that is, the second ejector 600 can function to increase the pressure of the ejector fluid, and the pressure of the fluid at the second ejector outlet 630 can meet the evaporation pressure requirement when the battery pack heat exchanger 500 cools the battery pack, and the refrigerant can be fully cooled for the battery pack through the battery pack heat exchanger 500.

[0225] Moreover, in the working condition in which the vehicle interior evaporator 130 and the battery pack heat exchanger 500 operate simultaneously, the refrigerant can be mixed with the refrigerant entering the second ejector 600 from the vehicle exterior heat exchanger 120 after the refrigerant cools the passenger compartment through the vehicle interior evaporator 130, so that the refrigerant can reach a high evaporation pressure. That is, the present disclosure can increase the pressure of the refrigerant flowing out of the vehicle interior evaporator 130 through the second ejector 600, without artificially reducing the pressure of the refrigerant flowing out of the battery pack heat exchanger 500 and then mixing the refrigerant with the refrigerant flowing out of the vehicle interior evaporator 130, thereby reducing the pressure loss of the refrigerant flowing out of the battery pack heat exchanger 500, and further improving the refrigeration capacity and refrigeration efficiency of the thermal management system 1.

[0226] In summary, by arranging the first ejector 200 and the second ejector 600, the evaporation pressure requirement when the vehicle interior evaporator 130 cools the passenger compartment and the evaporation pressure requirement when the battery pack heat exchanger 500 cools the battery pack can be met, without artificially reducing the pressure of the refrigerant flowing out of the vehicle interior evaporator 130 and the refrigerant flowing out of the battery pack heat exchanger 500, thereby reducing the pressure loss of the refrigerant flowing out of the vehicle interior evaporator 130 and the refrigerant flowing out of the battery pack heat exchanger 500, so that the refrigeration capacity and refrigeration efficiency of the thermal management system 1 can be greatly improved.

[0227] Therefore, the heat management system 1 according to some embodiments of the present disclosure can reduce the refrigerant pressure loss of the battery pack heat exchanger 500 and the in-vehicle evaporator 130, and thus can ensure a high refrigeration capacity and a high refrigeration efficiency of the heat management system 1.

[0228] In some embodiments, as shown in FIG. 25, the first injection inlet 211 and the first injection outlet 231 are respectively arranged at opposite ends of the first ejector 200, and the second injection inlet 212 is arranged at the outer periphery of the first ejector 200.

[0229] The high-pressure refrigerant flowing from the out-of-vehicle heat exchanger 120 to the first ejector 200 can be a primary flow, i.e., the refrigerant entering the first injection inlet 211 of the first ejector 200 is a primary flow. The low-pressure refrigerant flowing from the refrigerator refrigeration module 300 to the first ejector 200 can be a secondary flow, i.e., the refrigerant entering the second injection inlet 212 of the first ejector 200 is a secondary flow. In this way, the first injection inlet 211 and the first injection outlet 231 can be coaxially arranged, so that the refrigerant entering the first injection inlet 211 of the first ejector 200 can be discharged through the first injection outlet 231 more smoothly, which is conducive to improving the flow smoothness of the refrigerant.

[0230] In some embodiments, as shown in FIG. 25, the third injection inlet 610 and the second injection outlet 630 are respectively arranged at opposite ends of the second ejector 600, and the fourth injection inlet 620 is arranged at the outer periphery of the second ejector 600. It should be noted that since the second ejector 600 is similar in structure to the first ejector 200, the second ejector 600 can also be described with reference to FIG. 25, which will not be described here.

[0231] The high-pressure refrigerant flowing from the out-of-vehicle heat exchanger 120 to the second ejector 600 can be a primary flow, i.e., the refrigerant entering the third injection inlet 610 of the second ejector 600 is a primary flow. The low-pressure refrigerant flowing from the in-vehicle evaporator 130 to the second ejector 600 can be a secondary flow, i.e., the refrigerant entering the fourth injection inlet 620 of the second ejector 600 is a secondary flow. In this way, the third injection inlet 610 and the second injection outlet 630 can be coaxially arranged, so that the refrigerant entering the third injection inlet 610 of the second ejector 600 can be discharged through the second injection outlet 630 more smoothly, which is conducive to improving the flow smoothness of the refrigerant.

[0232] In some embodiments, as shown in FIG. 25, each of the first ejector 200 and the second ejector 600 includes a suction section 210, a mixing section 220, and a diffuser section 230.

[0233] The suction section 210 is provided with a first injection inlet 211 and a second injection inlet 212, or the suction section 210 is provided with a third injection inlet 610 and a fourth injection inlet 620. The mixing section 220 is connected to the suction section 210, and the diffuser section 230 is connected to the mixing section 220 and is provided with a first injection outlet 231 or a second injection outlet 630.

[0234] In this way, the high-pressure refrigerant can enter the suction section 210 through the first injection inlet 211 or the third injection inlet 610, and the low-temperature low-pressure refrigerant can be continuously sucked into the suction section 210 from the second injection inlet 212 or the fourth injection inlet 620. Then the two parts of the refrigerant can be fully mixed in the mixing section 220 to realize the transfer of momentum and energy. After reaching the diffuser section 230, the flow velocity of the refrigerant decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Finally, the refrigerant can be discharged from the first injection outlet 231 or the second injection outlet 630.

[0235] In some embodiments, as shown in FIG. 25, the cross-sectional area of the diffuser section 230 gradually increases in the direction away from the mixing section 220.

[0236] When the fluid passes through the diffuser section 230, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 230. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 230, 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 of the refrigerant discharged from the diffuser section 230.

[0237] In some embodiments, as shown in FIG. 13, the air conditioning module further includes a first on-off valve 910 and a second on-off valve 920.

[0238] The first end of the first on-off valve 910 is connected to the second end of the external heat exchanger 120, and the second end of the first on-off valve 910 is connected to the first injection inlet 211, so as to control the on-off between the external heat exchanger 120 and the first injection inlet 211. The first end of the second on-off valve 920 is connected to the first end of the internal evaporator 130, and the second end of the second on-off valve 920 is connected to the inlet 111, so as to control the on-off between the internal evaporator 130 and the inlet 111. The first on-off valve 910 can be an electromagnetic valve.

[0239] In this way, the flow direction of the refrigerant flowing out of the vehicle exterior heat exchanger 120 can be controlled by controlling the opening and closing of the first on-off valve 910. For example, when the first on-off valve 910 is opened, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211, and mix with the refrigerant flowing into the first ejector 200 from the refrigerator cooling module 300 through the second ejector inlet 212, so that the refrigerant can reach a higher evaporation pressure and then enter the vehicle interior evaporator 130. Alternatively, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow into the first ejector 200 through the first ejector inlet 211, and then directly enter the vehicle interior evaporator 130 after being throttled and cooled by the first ejector 200. When the first on-off valve 910 is closed, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can not flow through the first ejector 200. For example, when the vehicle interior is being heated, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can directly flow back to the compressor 110. Alternatively, when the refrigerator is being cooled, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow to the refrigerator cooling module 300 to cool the refrigerator, and then flow back to the compressor 110. Alternatively, when the battery pack is being cooled, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow to the battery pack heat exchanger 500 to cool the battery pack, and then flow back to the compressor 110.

[0240] In addition, by controlling the opening and closing of the second on-off valve 920, the flow direction of the refrigerant flowing out of the vehicle interior evaporator 130 can be controlled. For example, when the passenger compartment needs to be cooled and the battery pack does not need to be cooled, the second on-off valve 920 can be opened so that the refrigerant flowing through the vehicle interior evaporator 130 can directly flow back to the compressor 110 through the second on-off valve 920; when the passenger compartment and the battery pack need to be cooled, the second on-off valve 920 can be closed so that the refrigerant flowing through the vehicle interior evaporator 130 can flow to the second ejector 600 through the fourth ejector inlet 620. The refrigerant is combined with the refrigerant flowing into the second ejector 600 from the vehicle exterior heat exchanger 120 in the second ejector 600, and then flows to the battery pack heat exchanger 500 to cool the battery pack through the battery pack heat exchanger 500, thereby cooling the passenger compartment and the battery pack at the same time.

[0241] In some embodiments, as shown in FIG. 13, the air conditioning module further includes a first throttling element 810. The first end of the first throttling element 810 is connected to the second end of the first on-off valve 910, and the second end of the first throttling element 810 is connected to the second end of the vehicle interior evaporator 130. The first throttling element 810 is connected in parallel with the first ejector 200. The first throttling element 810 can be an electronic expansion valve.

[0242] In this way, when the heat management system 1 only needs to cool the passenger compartment and does not need to cool the refrigerator, the first throttling element 810 can be opened. At this time, the low-temperature medium-pressure refrigerant flowing out of the vehicle exterior heat exchanger 120 can be throttled and decompressed by the first throttling element 810 to become low-temperature low-pressure wet steam or supercooled liquid, and the low-temperature low-pressure refrigerant can fully absorb the heat of the passenger compartment through the vehicle interior evaporator 130 to complete the cooling of the passenger compartment.

[0243] In some embodiments, as shown in FIG. 13, the refrigerator cooling module 300 includes a refrigerator cooling heat exchanger 310, a second throttling element 820, a third on-off valve 930, and a fourth on-off valve 940.

[0244] The first end of the second throttling element 820 is connected to the second end of the vehicle exterior heat exchanger 120, and the second end of the second throttling element 820 is connected to the first end of the refrigerator cooling heat exchanger 310. The first end of the third on-off valve 930 is connected to the second end of the refrigerator cooling heat exchanger 310, and the second end of the third on-off valve 930 is connected to the second ejector inlet 212 to control the opening and closing between the refrigerator cooling heat exchanger 310 and the second ejector inlet 212. The first end of the fourth on-off valve 940 is connected to the second end of the refrigerator cooling heat exchanger 310, and the second end of the fourth on-off valve 940 is connected to the inlet 111 to control the opening and closing between the refrigerator cooling heat exchanger 310 and the inlet 111.

[0245] The third on-off valve 930 and the fourth on-off valve 940 can be solenoid valves, and the second throttling element 820 can be an electronic expansion valve.

[0246] In this way, the second throttling element 820 can throttle and decompress the refrigerant flowing into the refrigerator cooling heat exchanger 310, so that the refrigerant can become low-temperature low-pressure wet steam or supercooled liquid after throttling and decompression, so that the refrigerant can fully absorb the heat of the refrigerator through the refrigerator cooling heat exchanger 310, and the cooling effect of the refrigerator is better.

[0247] And, by cooperating with the third on-off valve 930 and the fourth on-off valve 940, the refrigerant flowing through the refrigerator heat exchanger 310 can be controlled to flow to the first ejector 200 through the third on-off valve 930 or to flow back to the compressor 110 through the fourth on-off valve 940. For example, when only the refrigerator needs to be refrigerated and the passenger compartment does not need to be refrigerated, the third on-off valve 930 can be closed and the fourth on-off valve 940 can be opened, so that the refrigerant flowing through the refrigerator heat exchanger 310 can directly flow back to the compressor 110 through the fourth on-off valve 940; and when the refrigerator and the passenger compartment need to be refrigerated, the third on-off valve 930 can be opened and the fourth on-off valve 940 can be closed, so that the refrigerant flowing through the refrigerator heat exchanger 310 can flow to the first ejector 200 through the third on-off valve 930, and the part of the refrigerant is combined with the refrigerant flowing into the first ejector 200 from the vehicle external heat exchanger 120 in the first ejector 200, and then flows to the vehicle internal evaporator 130 to refrigerate the vehicle interior through the vehicle internal evaporator 130.

[0248] In some embodiments, as shown in FIG. 13, the battery pack heat exchanger 500 further comprises a fifth on-off valve 950 and a third throttling element 830.

[0249] The first end of the fifth on-off valve 950 is connected to the second end of the vehicle external heat exchanger 120, and the second end of the fifth on-off valve 950 is connected to the third ejector inlet 610, to control the on-off between the vehicle external heat exchanger 120 and the third ejector inlet 610. The fifth on-off valve 950 is in series with the second ejector 600, and both are in parallel with the third throttling element 830. When the fifth on-off valve 950 disconnects the vehicle external heat exchanger 120 and the third ejector inlet 610, the refrigerant of the vehicle external heat exchanger 120 enters the battery pack heat exchanger 500 through the third throttling element 830.

[0250] The fifth on-off valve 950 can be a solenoid valve, and the third throttling element 830 can be an electronic expansion valve.

[0251] In this way, when the thermal management system 1 only needs to refrigerate the battery pack and does not need to refrigerate the passenger compartment, the fifth on-off valve 950 can be closed and the third throttling element 830 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 reduced in pressure by the third throttling element 830 to become low-temperature low-pressure wet vapor or supercooled liquid, and then the low-temperature low-pressure refrigerant can fully absorb the heat of the battery pack through the battery pack heat exchanger 500.

[0252] When the thermal management system 1 needs to cool the battery pack and the passenger cabin at the same time, the fifth on-off valve 950 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 third entrainment inlet 610 through the fifth on-off valve 950, and the low-temperature low-pressure refrigerant flowing out of the vehicle internal evaporator 130 can enter the second entrainer 600 through the fourth entrainment inlet 620. The two parts of the refrigerant are mixed in the second entrainer 600 to form a wet steam or a supercooled liquid with a higher evaporation pressure, and flow to the battery pack heat exchanger 500 through the second entrainment outlet 630, so as to fully absorb the heat of the battery pack through the battery pack heat exchanger 500, and realize the cooling of the passenger cabin and the battery pack at the same time.

[0253] In some embodiments, as shown in FIG. 13, the battery pack heat exchanger 500 further comprises a sixth on-off valve 960.

[0254] The first end of the sixth on-off valve 960 is connected with the second end of the battery pack heat exchanger 500, and the second end of the sixth on-off valve 960 is connected with the inlet 111, so as to control the on-off between the battery pack heat exchanger 500 and the inlet 111.

[0255] The sixth on-off valve 960 can be an electromagnetic valve. Thus, when the battery pack needs to be cooled through the battery pack heat exchanger 500, the sixth on-off valve 960 can be opened, so that the refrigerant can flow to the inlet 111 through the sixth on-off valve 960, and then the refrigerant can flow back to the compressor 110.

[0256] In some embodiments, as shown in FIG. 13, the air conditioning module further comprises a vehicle internal condenser 140 and a seventh on-off valve 970.

[0257] The first end of the vehicle internal condenser 140 is connected with the outlet 112, and the second end of the vehicle internal condenser 140 is connected with the vehicle external heat exchanger 120. The first end of the seventh on-off valve 970 is connected with the second end of the vehicle external heat exchanger 120, and the second end of the seventh on-off valve 970 is connected with the inlet 111, so as to control the on-off between the vehicle external heat exchanger 120 and the inlet 111. The seventh on-off valve 970 can be an electromagnetic valve.

[0258] Thus, when the thermal management system 1 only heats the passenger cabin, the seventh on-off valve 970 can be opened, and at this time the refrigerant flows through the vehicle internal condenser 140 to release heat to the passenger cabin, so as to heat the vehicle. Then the refrigerant absorbs the heat outside the vehicle through the vehicle external heat exchanger 120. The refrigerant flowing through the vehicle external heat exchanger 120 can directly flow back to the compressor 110 through the seventh on-off valve 970, completing the heating cycle of the passenger cabin, and the refrigerant flow path is simpler.

[0259] In some embodiments, as shown in FIG. 13, the air conditioning module further comprises a fourth throttling element 840 and an eighth on-off valve 980.

[0260] The first end of the fourth throttling element 840 is connected to the second end of the in-vehicle condenser 140, and the second end of the fourth throttling element 840 is connected to the first end of the out-of-vehicle heat exchanger 120. The eighth on-off valve 980 is connected in parallel with the fourth throttling element 840 to control the on-off between the in-vehicle condenser 140 and the out-of-vehicle heat exchanger 120. The eighth on-off valve 980 can be an electromagnetic valve, and the fourth throttling element 840 can be an electronic expansion valve.

[0261] In this way, when the thermal management system 1 releases heat to the in-vehicle cabin through the in-vehicle condenser 140 to heat the in-vehicle cabin, the fourth throttling element 840 can be opened and the eighth on-off valve 980 can be closed. In this way, the refrigerant released heat through the in-vehicle condenser 140 can be throttled and cooled by the fourth throttling element 840, so that the refrigerant can become low-temperature and low-pressure wet steam or subcooled liquid after throttling and cooling, so that the refrigerant can fully absorb the heat of the external environment through the out-of-vehicle heat exchanger 120, and the heat absorption of the refrigerant is more sufficient; and when heating the passenger cabin is not required, the in-vehicle condenser 140 is not winded, and the in-vehicle condenser 140 acts as a pipeline. At this time, the fourth throttling element 840 can be closed and the eighth on-off valve 980 can be opened, and the refrigerant flowing through the in-vehicle condenser 140 can directly flow to the out-of-vehicle heat exchanger 120 through the eighth on-off valve 980.

[0262] In other embodiments, as shown in FIG. 24, the thermal management system 1 further includes a refrigerator heating module 320.

[0263] The in-vehicle condenser 140 is connected in series with the fourth throttling element 840, and both are connected in parallel with the refrigerator heating module 320. In this way, the in-vehicle condenser 140 and the refrigerator heating module 320 can not interfere with each other, and the thermal management system 1 can be implemented to heat the in-vehicle cabin without heating the refrigerator, or can be implemented to only heat the refrigerator without heating the in-vehicle cabin, or can be implemented to simultaneously heat the in-vehicle cabin and the refrigerator.

[0264] In some embodiments, as shown in FIG. 24, the refrigerator heating module 320 includes a refrigerator heating heat exchanger 321, a fifth throttling element 850, and a sixth throttling element 860.

[0265] The first end of the fifth throttling element 850 is connected to the outlet 112, and the second end of the fifth throttling element 850 is connected to the first end of the refrigerator heating heat exchanger 321. The first end of the sixth throttling element 860 is connected to the second end of the refrigerator heating heat exchanger 321, and the second end of the sixth throttling element 860 is connected to the first end of the out-of-vehicle heat exchanger 120. The fifth throttling element 850 and the sixth throttling element 860 can be electronic expansion valves, and the fifth throttling element 850 can be a large-diameter electronic expansion valve.

[0266] In this way, the sixth throttling element 860 can throttle and depress the refrigerant flowing out of the refrigerator heating heat exchanger 321, so that the refrigerant can become low-temperature and low-pressure wet vapor or supercooled liquid after throttling and cooling, so that the refrigerant can fully absorb the heat of the outside environment through the outside heat exchanger 120, and the refrigerant can be more sufficient.

[0267] In addition, when the inlet temperature of the refrigerator heating heat exchanger 321 exceeds a certain range, the local temperature in the refrigerator is easy to exceed the working temperature range of the refrigerator, 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 321 reaches the upper limit (for example, the upper limit temperature is 65°C), by setting the fifth throttling element 850 and reducing the opening of the fifth throttling element 850, the inlet temperature of the refrigerator heating heat exchanger 321 can be reduced, and different heating temperatures of the refrigerator heating heat exchanger 321 and the in-vehicle condenser 140 can be controlled.

[0268] In the embodiment, 16 working conditions can be realized, such as in-vehicle refrigeration, battery cooling, refrigerator refrigeration, in-vehicle refrigeration plus battery cooling, in-vehicle refrigeration plus refrigerator refrigeration, battery cooling plus refrigerator refrigeration, in-vehicle refrigeration plus battery cooling and refrigerator refrigeration, in-vehicle heating, battery heating, refrigerator heating, in-vehicle heating plus battery heating, in-vehicle heating plus refrigerator heating, in-vehicle heating plus battery heating and refrigerator heating, etc.

[0269] In some embodiments, as shown in FIG. 24, the battery pack heat exchanger 500 further includes a seventh throttling element 870 and a ninth on-off valve 990.

[0270] The first end of the seventh throttling element 870 is connected to the first end of the battery pack heat exchanger 500, and the second end of the seventh throttling element 870 is connected to the first end of the sixth on-off valve 960. The first end of the ninth on-off valve 990 is connected to the outlet 112, and the second end of the ninth on-off valve 990 is connected to the second end of the seventh throttling element 870. The ninth on-off valve 990 can be a solenoid valve, the seventh throttling element 870 can be an electronic expansion valve, and the seventh throttling element 870 can be a large-diameter electronic expansion valve.

[0271] Thus, when the battery pack needs to be heated, the ninth on-off valve 990 can be opened and the sixth on-off valve 960 can be closed, so that the refrigerant flowing out of the compressor 110 can flow directly to the battery pack heat exchanger 500 through the ninth on-off valve 990, so as to heat the battery pack through the battery pack heat exchanger 500; when the battery pack needs to be cooled, the sixth on-off valve 960 can be opened and the ninth on-off valve 990 can be closed, so that the refrigerant can flow to the inlet 111 through the sixth on-off valve 960, and then the refrigerant can flow back to the compressor 110; when neither the battery pack needs to be heated nor the battery pack needs to be cooled, the sixth on-off valve 960 and the seventh on-off valve 970 can be closed, and the refrigerant no longer flows through the battery pack heat exchanger 500.

[0272] In addition, since the inlet temperature of the battery pack heat exchanger 500 exceeds a certain range, the local temperature of the battery pack is easy to exceed the working temperature range of the battery pack, so when the demand temperature of the vehicle interior 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 500 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening degree of the seventh throttling element 870 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 500, so as to realize the control of different heating temperatures of the vehicle interior condenser 140 and the battery pack heat exchanger 500.

[0273] In some embodiments, as shown in FIG. 13, the battery pack heat exchanger 500 further comprises a first one-way valve 510 and a second one-way valve 520.

[0274] The first end of the first one-way valve 510 is connected to the first end of the third throttling element 830, and the second end of the first one-way valve 510 is connected to the first end of the first on-off valve 910, the first end of the seventh on-off valve 970, and the first end of the second throttling element 820, respectively. The first one-way valve 510 only allows the refrigerant to flow from the battery pack heat exchanger 500 to at least one of the first on-off valve 910, the seventh on-off valve 970, or the second throttling element 820. The first end of the second one-way valve 520 is connected to the first end of the fifth on-off valve 950, and the second end of the second one-way valve 520 is connected to the second end of the vehicle exterior heat exchanger 120. The second one-way valve 520 only allows the refrigerant to flow from the vehicle exterior heat exchanger 120 to the third ejector inlet 610. In this way, when the battery pack is heated, the refrigerant flowing out of the battery pack heat exchanger 500 can flow to at least one of the first on-off valve 910, the seventh on-off valve 970, or the second throttling element 820 through the first one-way valve 510, and when the battery pack is refrigerated, the refrigerant flowing out of the vehicle exterior heat exchanger 120 can flow to the battery pack heat exchanger 500 through the second one-way valve 520, and the flow path does not interfere, and the refrigerant flow can be more smooth.

[0275] In some embodiments, as shown in FIG. 13, the vehicle external heat exchanger 120 includes a first vehicle external heat exchanger 121 and a second vehicle external heat exchanger 122.

[0276] The first end of the first vehicle external heat exchanger 121 is connected to the first end of the vehicle internal condenser 140, and the second end of the first vehicle external heat exchanger 121 is connected to the first end of the first on-off valve 910, the first end of the fifth on-off valve 950, the first end of the seventh on-off valve 970, and the first end of the second throttling element 820, respectively. The second vehicle external heat exchanger 122 is connected in parallel with the first vehicle external heat exchanger 121. In this way, the heat management system 1 can absorb heat from the external environment through the first vehicle external heat exchanger 121 or the second vehicle external heat exchanger 122, or the heat management system 1 can also simultaneously absorb heat from the external environment through the first vehicle external heat exchanger 121 and the second vehicle external heat exchanger 122, so that the heat absorption from the external environment can be more sufficient.

[0277] In some embodiments, as shown in FIG. 13, the heat management system 1 further includes a motor cooling module 700, and the motor cooling module 700 includes a three-way valve 710, a motor cooling channel 720, and a motor heat exchanger 730.

[0278] The three-way valve 710 includes a first connection port 711, a second connection port 712, and a third connection port 713. The first end of the motor cooling channel 720 is connected to the first connection port 711, and the first end of the motor heat exchanger 730 is connected to the second connection port 712. The second vehicle external heat exchanger 122 has a first heat exchange channel and a second heat exchange channel that exchange heat with each other. The first end of the first heat exchange channel is connected to the third connection port 713 and the second end of the motor heat exchanger 730, respectively, and the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 720. The first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 500, and the second end of the second heat exchange channel is connected to the first end of the first on-off valve 910, the first end of the seventh on-off valve 970, and the first end of the second throttling element 820, respectively.

[0279] The motor heat exchanger 730 is a motor radiator, and the motor cooling module 700 can release the heat of the motor to the external air through the motor heat exchanger 730 to cool the motor cooling module 700.

[0280] The second vehicle external heat exchanger 122 can be a plate heat exchanger. That is, the first heat exchange passage can be connected to the motor cooling module 700, and the second heat exchange passage 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 700 can be achieved, so that the heat in the motor cooling module 700 can be exchanged to the refrigerant circuit through the second vehicle external heat exchanger 122. That is, the thermal management system 1 can utilize the waste heat of the motor cooling module 700, which is beneficial to improve the energy utilization rate of the thermal management system 1, and when the external temperature is low, the motor cooling module 700 waste heat can be used to heat the passenger compartment or the refrigerator, so as to improve the heating efficiency of the thermal management system 1.

[0281] In some embodiments, as shown in FIG. 13, the air conditioning module further includes a tenth on-off valve 1000 and an eleventh on-off valve 1010.

[0282] The first end of the tenth on-off valve 1000 is connected to the vehicle internal condenser 140, and the second end of the tenth on-off valve 1000 is connected to the first end of the first vehicle external heat exchanger 121, so as to control the on-off between the vehicle internal condenser 140 and the first vehicle external heat exchanger 121. The first end of the eleventh on-off valve 1010 is connected to the second end of the vehicle internal condenser 140, and the second end of the eleventh on-off valve 1010 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 140 and the second vehicle external heat exchanger 122. The tenth on-off valve 1000 and the eleventh on-off valve 1010 can be solenoid valves.

[0283] Therefore, by cooperating the tenth on-off valve 1000 and the eleventh on-off valve 1010, the refrigerant can flow through at least one of the first vehicle external heat exchanger 121 or the second vehicle external heat exchanger 122. For example, 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 tenth on-off valve 1000 and the eleventh on-off valve 1010 can be opened at the same time; when the refrigerant needs to flow through the first vehicle external heat exchanger 121 and not flow through the second vehicle external heat exchanger 122, the tenth on-off valve 1000 can be opened and the eleventh on-off valve 1010 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 eleventh on-off valve 1010 can be opened and the tenth on-off valve 1000 can be closed.

[0284] In some embodiments, as shown in FIG. 14, the thermal management system 1 has an air cooling state.

[0285] When the thermal management system 1 is in the air cooling state, the first on-off valve 910, the second on-off valve 920, the eighth on-off valve 980, and the tenth on-off valve 1000 are opened, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the seventh on-off valve 970, the ninth on-off valve 990, and the eleventh on-off valve 1010 are closed, the first throttling element 810 is opened and throttled, the first vehicle exterior heat exchanger 121 acts as a condenser, and the vehicle interior evaporator 130 acts as an evaporator.

[0286] That is, when the thermal management system 1 is in the air cooling state, the first on-off valve 910, the second on-off valve 920, the eighth on-off valve 980, the tenth on-off valve 1000, and the first throttling element 810 are opened, and the other valve bodies can be in a closed state.

[0287] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 by the compressor 110. At this time, the vehicle interior condenser 140 is not wind passed, that is, the vehicle interior condenser 140 only acts 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 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle exterior heat exchanger 121. The refrigerant flowing out of the first vehicle exterior heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the environment temperature), which is cooled by the first throttling element 810 and the first ejector 200 respectively, and becomes a low-temperature and low-pressure wet steam or a supercooled liquid. The low-temperature and low-pressure refrigerant flows to the vehicle interior evaporator 130, and 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. Then, the refrigerant flows into the gas-liquid separator 150, which separates the flowing fluid into refrigerant and refrigeration oil, and acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air cooling state of the thermal management system 1.

[0288] In some embodiments, as shown in FIG. 15, the thermal management system 1 has an air cooling and electric cooling state.

[0289] When the thermal management system 1 is in the air cooling and electric cooling state, the first on-off valve 910, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, and the tenth on-off valve 1000 are opened, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the seventh on-off valve 970, the ninth on-off valve 990, and the eleventh on-off valve 1010 are closed, the first throttling element 810 is opened and throttled, the seventh throttling element 870 is opened, the first vehicle exterior heat exchanger 121 acts as a condenser, and the vehicle interior evaporator 130 and the battery pack heat exchanger 500 act as evaporators.

[0290] That is, when the thermal management system 1 is in the air cooling and electric cooling state, the first on-off valve 910, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the first throttling element 810 and the seventh throttling element 870 are open, and the other valve bodies can be in the closed state.

[0291] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 is not wind through, that is, the in-vehicle condenser 140 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 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle external heat exchanger 121. The refrigerant flowing out of the first vehicle external heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is divided into two branches:

[0292] Branch 1: The medium-temperature and high-pressure refrigerant in this branch is cooled and cooled by the first throttling element 810 and the first ejector 200 respectively, and becomes a low-temperature and low-pressure wet vapor or a supercooled liquid. The low-temperature and low-pressure refrigerant flows to the in-vehicle evaporator 130 and 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. Then, the low-temperature and low-pressure refrigerant enters the second ejector 600 through the fourth ejector inlet 620;

[0293] Branch 2: The medium-temperature and high-pressure refrigerant in this branch flows to the third ejector inlet 610 through the second check valve 520 and the fifth on-off valve 950, and the refrigerant flowing from the third ejector inlet 610 and the refrigerant flowing from the fourth ejector inlet 620 can be mixed in the second ejector 600 to become a wet vapor or a supercooled liquid with a higher evaporation pressure. Then the refrigerant flows from the second ejector outlet 630 to the battery pack heat exchanger 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding the temperature of the battery pack being too high, achieving cooling of the battery pack.

[0294] Then, the refrigerant flows into the gas-liquid separator 150, which separates the flowing fluid into refrigerant and refrigeration oil, and serves as a refrigerant gas intermediate storage to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air cooling and electric cooling state of the thermal management system 1.

[0295] In some embodiments, as shown in FIG. 16, the thermal management system 1 has an air cooling, electric cooling and ice cooling state.

[0296] When the thermal management system 1 is in the air cooling-electric cooling-ice cooling state, the first on-off valve 910, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the second on-off valve 920, the fourth on-off valve 940, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the first throttling element 810 and the second throttling element 820 are opened and throttled, the seventh throttling element 870 is opened, the first vehicle exterior heat exchanger 121 acts as a condenser, and the vehicle interior evaporator 130, the battery pack heat exchanger 500 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0297] That is, when the thermal management system 1 is in the air cooling-electric cooling-ice cooling state, the first on-off valve 910, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the first throttling element 810 and the second throttling element 820 are opened, and the other valve bodies can be in a closed state.

[0298] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 through the compressor 110. At this time, the vehicle interior condenser 140 is not wind through, that is, the vehicle interior condenser 140 only acts 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 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle exterior heat exchanger 121. The refrigerant flowing out of the first vehicle exterior heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is divided into three branches:

[0299] Branch 1: The medium-temperature and high-pressure refrigerant in this branch is throttled and cooled by the second throttling element 820 to become low-temperature and low-pressure wet steam or supercooled liquid, which absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator and achieving refrigeration for the refrigerator. Then, the refrigerant flows into the first ejector 200 through the third on-off valve 930 and the second injection inlet 212;

[0300] Branch 2: The first part of the medium-temperature high-pressure refrigerant in this branch is cooled by the first throttling element 810 to become low-temperature low-pressure wet vapor or supercooled liquid, and then flows to the in-vehicle evaporator 130. The second part of the refrigerant in this branch flows into the first ejector 200 through the first suction inlet 211, and the refrigerant flowing in from the first suction inlet 211 and the refrigerant flowing in from the second suction inlet 212 can be mixed in the first ejector 200 to become wet vapor or supercooled liquid with a higher evaporation pressure, and then flow to the in-vehicle evaporator 130 to absorb heat in the vehicle cabin, thereby reducing the temperature of the passenger compartment and achieving cooling for the vehicle interior. Then, the low-temperature low-pressure refrigerant enters the second ejector 600 through the fourth suction inlet 620;

[0301] Branch 3: The medium-temperature high-pressure refrigerant in this branch flows to the third suction inlet 610 through the second one-way valve 520 and the fifth on-off valve 950, and the refrigerant flowing in from the third suction inlet 610 and the refrigerant flowing in from the fourth suction inlet 620 can be mixed in the second ejector 600 to become wet vapor or supercooled liquid with a higher evaporation pressure, and then flow from the second discharge outlet 630 to the battery pack heat exchanger 500 to absorb heat from the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding excessive temperature of the battery pack, achieving cooling for the battery pack.

[0302] Then, the refrigerant flows into the gas-liquid separator 150 through the sixth on-off valve 960, the gas-liquid separator 150 separates the incoming fluid into refrigerant and refrigeration oil, and serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air-cooling, ice-cooling and cold-cooling state of the thermal management system 1.

[0303] In some embodiments, as shown in FIG. 17, the thermal management system 1 has an air-cooling, ice-cooling and cold-cooling state.

[0304] When the thermal management system 1 is in the air-cooling, ice-cooling and cold-cooling state, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the eighth on-off valve 980 and the tenth on-off valve 1000 are open, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the first throttling element 810 and the second throttling element 820 are open and function as throttling elements, the first vehicle external heat exchanger 121 functions as a condenser, and the in-vehicle evaporator 130 and the refrigerator refrigeration heat exchanger 310 function as evaporators.

[0305] That is, when the thermal management system 1 is in the air cooling ice cooling state, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the eighth on-off valve 980, the tenth on-off valve 1000, the first throttling element 810 and the second throttling element 820 are open, and other valves can be in the closed state.

[0306] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 is not wind through, that is, the in-vehicle condenser 140 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 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle external heat exchanger 121. The refrigerant flowing out of the first vehicle external heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is divided into two branches:

[0307] Branch 1: The medium-temperature and high-pressure refrigerant in this branch is throttled and cooled by the second throttling element 820 to become low-temperature and low-pressure wet vapor or supercooled liquid, which absorbs heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator to achieve refrigeration for the refrigerator, and then the refrigerant flows into the first ejector 200 through the third on-off valve 930 and the second injection inlet 212;

[0308] Branch 2: The first part of the medium-temperature and high-pressure refrigerant in this branch is cooled and cooled by the first throttling element 810 to become low-temperature and low-pressure wet vapor or supercooled liquid, and then flows to the in-vehicle evaporator 130. The second part of the refrigerant in this branch flows into the first ejector 200 through the first injection inlet 211, and the refrigerant flowing from the first injection inlet 211 and the refrigerant flowing from the second injection inlet 212 can be mixed in the first ejector 200 to become wet vapor or supercooled liquid with high evaporation pressure, and then flow to the in-vehicle evaporator 130 and absorb heat inside the vehicle through the in-vehicle evaporator 130, thereby reducing the temperature of the passenger compartment to achieve refrigeration for the vehicle.

[0309] Then, the refrigerant flows into the gas-liquid separator 150 through the second on-off valve 920, the gas-liquid separator 150 separates the flowing fluid into refrigerant and refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 110; finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the air cooling ice cooling state of the thermal management system 1.

[0310] In some embodiments, as shown in FIG. 18, the thermal management system 1 has an electric cooling ice cooling state.

[0311] When the thermal management system 1 is in the electric cooling and refrigeration state, the first on-off valve 910, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980 and the tenth on-off valve 1000 are opened, the second on-off valve 920, the fourth on-off valve 940, the seventh on-off valve 970, the ninth on-off valve 990 and the eleventh on-off valve 1010 are closed, the second throttling element 820 and the third throttling element 830 are opened and throttled, the seventh throttling element 870 is opened, the first vehicle external heat exchanger 121 acts as a condenser, and the battery pack heat exchanger 500 and the refrigerator refrigeration heat exchanger 310 act as evaporators.

[0312] That is, when the thermal management system 1 is in the electric cooling and refrigeration state, the first on-off valve 910, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the second throttling element 820, the third throttling element 830 and the seventh throttling element 870 are opened, and the other valve bodies can be in a closed state.

[0313] Therefore, the high-temperature and high-pressure gaseous refrigerant can be discharged to the vehicle interior condenser 140 through the compressor 110. At this time, the vehicle interior condenser 140 is not wind through, that is, the vehicle interior 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 eighth on-off valve 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle external heat exchanger 121. The refrigerant flowing out of the first vehicle external heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is divided into three branches:

[0314] Branch 1: The medium-temperature and high-pressure refrigerant in this branch is throttled and cooled to become low-temperature and low-pressure wet steam or supercooled liquid through the second throttling element 820, and the low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator to achieve refrigeration for the refrigerator, and then the refrigerant flows into the first ejector 200 through the third on-off valve 930 and the second injection inlet 212;

[0315] Branch 2: The medium-temperature and high-pressure refrigerant in this branch flows into the first ejector 200 through the first injection inlet 211, and the refrigerant flowing from the first injection inlet 211 and the refrigerant flowing from the second injection inlet 212 can be mixed into wet steam or supercooled liquid with high evaporation pressure in the first ejector 200, and then flows to the vehicle interior evaporator 130; At this time, there is no wind through the vehicle interior evaporator 130, that is, the vehicle interior evaporator 130 only acts as a flow passage, and the refrigerant does not exchange heat with the vehicle interior through the vehicle interior evaporator 130, and then the low-temperature and low-pressure refrigerant enters the second ejector 600 through the fourth injection inlet 620;

[0316] Branch 3: The first part of the medium-temperature high-pressure refrigerant in this branch can be throttled by the third throttling element 830 to become low-temperature low-pressure wet steam or subcooled liquid and then flow to the indoor evaporator 130, while the second part of the medium-temperature high-pressure refrigerant in this branch flows to the third ejector inlet 610 through the second check valve 520 and the fifth on-off valve 950, and the refrigerant flowing into the third ejector inlet 610 and the refrigerant flowing into the fourth ejector inlet 620 can be mixed in the second ejector 600 to become wet steam or subcooled liquid with a higher evaporation pressure, and then flow from the second ejector outlet 630 to the battery pack heat exchanger 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding the temperature of the battery pack being too high, achieving cooling of the battery pack.

[0317] Next, the refrigerant flows into the gas-liquid separator 150 through the sixth on-off valve 960, the gas-liquid separator 150 separates the refrigerant and the refrigeration oil from the fluid flowing in, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 110; finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the electric cold ice cold state of the thermal management system 1.

[0318] By opening the third throttling element 830, the third throttling element 830 can supplement part of the refrigerant to the battery pack heat exchanger 500 to prevent insufficient refrigerant flow for cooling the battery pack.

[0319] In some embodiments, as shown in FIG. 19, the thermal management system 1 has an ice cold state.

[0320] When the thermal management system 1 is in the ice cold state, the fourth on-off valve 940, the eighth on-off valve 980, and the tenth on-off valve 1000 are open, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fifth on-off valve 950, the sixth on-off valve 960, the seventh on-off valve 970, the ninth on-off valve 990, and the eleventh on-off valve 1010 are closed, the second throttling element 820 is open and functions as a throttling element, the first vehicle external heat exchanger 121 acts as a condenser, and the refrigerator refrigeration heat exchanger 310 acts as an evaporator.

[0321] That is, when the thermal management system 1 is in the ice cold state, the fourth on-off valve 940, the eighth on-off valve 980, the tenth on-off valve 1000, and the second throttling element 820 are open, and the other valve bodies can be in a closed state.

[0322] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 is not blown by the wind, that is, the in-vehicle condenser 140 only serves 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 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle exterior heat exchanger 121. The refrigerant flowing out of the first vehicle exterior heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which is throttled and cooled by the second throttling element 820 to become a low-temperature and low-pressure wet vapor or a supercooled liquid. The low-temperature and low-pressure refrigerant absorbs the heat inside the refrigerator through the refrigerator refrigeration heat exchanger 310, thereby reducing the temperature inside the refrigerator and achieving refrigeration for the refrigerator. After that, the refrigerant flows into the gas-liquid separator 150 through the fourth on-off valve 940, the gas-liquid separator 150 separates the refrigerant and the refrigeration oil from the fluid flowing in, and acts as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the ice-cold state of the thermal management system 1.

[0323] In some embodiments, as shown in FIG. 20, the thermal management system 1 has an electric cooling state.

[0324] When the thermal management system 1 is in the electric cooling state, the sixth on-off valve 960, the eighth on-off valve 980, and the tenth on-off valve 1000 are open, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the seventh on-off valve 970, the ninth on-off valve 990, and the eleventh on-off valve 1010 are closed, the third throttling element 830 is open and throttles, the seventh throttling element 870 is open, the first vehicle exterior heat exchanger 121 acts as a condenser, and the battery pack heat exchanger 500 acts as an evaporator.

[0325] That is, when the thermal management system 1 is in the electric cooling state, the sixth on-off valve 960, the eighth on-off valve 980, the tenth on-off valve 1000, the third throttling element 830, and the seventh throttling element 870 are open, and the other valve bodies can be in a closed state.

[0326] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged to the in-vehicle condenser 140 through the compressor 110. At this time, the in-vehicle condenser 140 is not blown by the wind, that is, the in-vehicle condenser 140 only serves 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 980 and the tenth on-off valve 1000, and releases heat to the environment through the first vehicle exterior heat exchanger 121. The refrigerant flowing out of the first vehicle exterior heat exchanger 121 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature), which flows to the third throttling element 830 through the second check valve 520, and becomes a low-temperature and low-pressure wet vapor or a supercooled liquid after throttling through the third throttling element 830. The low-temperature and low-pressure refrigerant flows to the battery pack heat exchanger 500 to absorb the heat of the battery pack through the battery pack heat exchanger 500, thereby reducing the temperature of the battery pack and avoiding the temperature of the battery pack being too high, achieving the cooling of the battery pack. Then, the refrigerant flows into the gas-liquid separator 150 through the sixth on-off valve 960, the gas-liquid separator 150 separates the refrigerant from the refrigeration oil flowing in, and acts as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, completing the cycle of the electric cooling state of the thermal management system 1.

[0327] In some embodiments, as shown in FIG. 21, the thermal management system 1 has an air cooling state.

[0328] When the thermal management system 1 is in the air cooling state, the seventh on-off valve 970 and the eleventh on-off valve 1010 are opened, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, the ninth on-off valve 990 and the tenth on-off valve 1000 are closed, the fourth throttling element 840 is opened and throttled, the in-vehicle condenser 140 acts as a condenser, and the second vehicle exterior heat exchanger 122 acts as an evaporator.

[0329] That is, when the thermal management system 1 is in the air cooling state, the seventh on-off valve 970, the eleventh on-off valve 1010 and the fourth throttling element 840 are opened, and the other valve bodies can be in a closed state.

[0330] Thus, the high-temperature and high-pressure gaseous refrigerant can be discharged from the compressor 110 to the in-vehicle condenser 140, and release heat to the passenger compartment through the in-vehicle condenser 140 to achieve heating for the passenger compartment. At the same time, the refrigerant is cooled to a medium-temperature and high-pressure fluid through the in-vehicle condenser 140, and the medium-temperature and high-pressure refrigerant is throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid through the fourth throttling element 840. The low-temperature and low-pressure refrigerant flows into the second vehicle external heat exchanger 122 through the eleventh on-off valve 1010, and absorbs heat from the motor cooling module 700 or the environment through the second vehicle external heat exchanger 122 to complete the heat absorption process from the motor cooling module 700 or the environment. Then, the refrigerant flows to the gas-liquid separator 150 through the seventh on-off valve 970, the gas-liquid separator 150 separates the flowing fluid into refrigerant and refrigeration oil, and acts as a refrigerant gas intermediate storage to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111 to complete the cycle of the air-heat state of the thermal management system 1.

[0331] In some embodiments, as shown in FIG. 22, the thermal management system 1 has an air-heat-electricity state.

[0332] When the thermal management system 1 is in the air-heat-electricity state, the seventh on-off valve 970, the ninth on-off valve 990, and the eleventh on-off valve 1010 are open, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, and the tenth on-off valve 1000 are closed, the third throttling element 830 and the fourth throttling element 840 are open and throttling, the seventh throttling element 870 is open, the in-vehicle condenser 140 and the battery pack heat exchanger 500 act as condensers, and the second vehicle external heat exchanger 122 acts as an evaporator.

[0333] That is, when the thermal management system 1 is in the air-heat-electricity state, the seventh on-off valve 970, the ninth on-off valve 990, the eleventh on-off valve 1010, the third throttling element 830, the fourth throttling element 840, and the seventh throttling element 870 are open, and the other valve bodies can be in a closed state.

[0334] Thus, the high-temperature and high-pressure gaseous refrigerant flows out of the compressor 110 and is divided into two branches:

[0335] Branch 1: The refrigerant in this branch is discharged from the compressor 110 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; at the same time, 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 throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid, and then flows to the second vehicle external heat exchanger 122;

[0336] Branch 2: The refrigerant in this branch is discharged from the compressor 110, flows to the battery pack heat exchanger 500 through the ninth on-off valve 990, and releases heat to the battery pack through the battery pack heat exchanger 500 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 is cooled into a medium-temperature high-pressure fluid after passing through the battery pack heat exchanger 500, the medium-temperature high-pressure refrigerant is throttled and cooled into low-temperature low-pressure wet steam or supercooled liquid by the third throttling element 830, and then flows to the second vehicle external heat exchanger 122.

[0337] Then, the refrigerant flowing to the second vehicle external heat exchanger 122 from the branch 1 and the refrigerant flowing to the second vehicle external heat exchanger 122 from the branch 2 are combined at the eleventh on-off valve 1010 and flow into the second vehicle external heat exchanger 122, and absorb heat from the motor cooling module 700 or the environment through the second vehicle external heat exchanger 122, thereby completing the process of absorbing heat from the motor cooling module 700 or the environment. Subsequently, the refrigerant flows to the gas-liquid separator 150 through the seventh on-off valve 970, the gas-liquid separator 150 separates the incoming fluid into refrigerant and refrigeration oil, and acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111, thereby completing the cycle of the heat management system 1 in the air-heat-electricity state.

[0338] It should be noted that when the inlet temperature of the battery pack heat exchanger 500 exceeds a certain range, the local temperature of the battery pack is likely to exceed the working temperature range of the battery pack, so when the demand temperature of the 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 500 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the seventh throttling element 870 can be reduced to reduce the inlet temperature of the battery pack heat exchanger 500, thereby achieving control of different heating temperatures of the vehicle condenser 140 and the battery pack heat exchanger 500.

[0339] In some embodiments, as shown in FIG. 23, the heat management system 1 has an electricity-heat state.

[0340] When the heat management system 1 is in the electricity-heat state, the seventh on-off valve 970, the ninth on-off valve 990, and the eleventh on-off valve 1010 are open, the first on-off valve 910, the second on-off valve 920, the third on-off valve 930, the fourth on-off valve 940, the fifth on-off valve 950, the sixth on-off valve 960, the eighth on-off valve 980, and the tenth on-off valve 1000 are closed, the third throttling element 830 is open and functions as a throttling element, the seventh throttling element 870 is open, the battery pack heat exchanger 500 functions as a condenser, and the second vehicle external heat exchanger 122 functions as an evaporator.

[0341] That is, when the thermal management system 1 is in the electric heating state, the seventh on-off valve 970, the ninth on-off valve 990, the eleventh on-off valve 1010, the third throttling element 830 and the seventh throttling element 870 are open, and the other valve bodies can be in the closed state.

[0342] In this way, the high-temperature and high-pressure gaseous refrigerant flowing out of the compressor 110 can flow to the battery pack heat exchanger 500 through the ninth on-off valve 990, and release heat to the battery pack through the battery pack heat exchanger 500 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 is cooled to a medium-temperature and high-pressure fluid after passing through the battery pack heat exchanger 500, the medium-temperature and high-pressure refrigerant is throttled and cooled to a low-temperature and low-pressure wet vapor or supercooled liquid by the third throttling element 830, and then flows to the second vehicle exterior heat exchanger 122 and absorbs heat from the motor cooling module 700 or the environment through the second vehicle exterior heat exchanger 122 to complete the heat absorption process from the motor cooling module 700 or the environment. Then, the refrigerant flows to the gas-liquid separator 150 through the seventh on-off valve 970, the gas-liquid separator 150 separates the flowing fluid into refrigerant and refrigeration oil, and acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 110. Finally, the refrigerant returns to the compressor 110 through the inlet 111 to complete the cycle of the electric heating state of the thermal management system 1.

[0343] The fourth aspect of the present disclosure also provides a thermal management system 100. The thermal management system 100 according to some embodiments of the present disclosure is described below with reference to FIGS. 26-45. The thermal management system can realize the refrigeration and heating functions of the refrigerator respectively, can also optimize the matching degree of the refrigerator and the thermal management system 100, and can also alleviate the problem of reduced refrigeration efficiency due to pressure loss on the passenger compartment air conditioning side.

[0344] As shown in FIGS. 26-45, the thermal management system 100 includes an air conditioning module 1, an ejector 2, a first on-off valve 3, a refrigerator refrigeration module 4, and a refrigerator heating module 5.

[0345] The air conditioning module 1 can function to perform refrigeration or heating on the passenger compartment air conditioning side. The ejector 2 can mix and exchange energy by entraining low-pressure fluid through the entraining action of high-pressure fluid. The refrigerator refrigeration module 4 and the refrigerator heating module 5 can respectively function to refrigerate and heat food or articles. The first on-off valve 3 can function to open or close the flow path.

[0346] As shown in FIGS. 26-29, the air conditioning module 1 includes a compressor 11, an outdoor heat exchanger 12, and an indoor evaporator 13 connected to form a refrigerant loop. The compressor 11 has an inlet connected to a first end of the indoor evaporator 13 and an outlet connected to a first end of the outdoor heat exchanger 12. The ejector 2 has a first ejector inlet 21 connected to a second end of the outdoor heat exchanger 12, a second ejector inlet 22, and an ejector outlet 23 connected to a second end of the indoor evaporator 13. A first on-off valve 3 is connected to the second end of the outdoor heat exchanger 12, a second end of the first on-off valve 3 is connected to the inlet, and the first on-off valve 3 is connected in parallel to the indoor evaporator 13. A first end of the refrigerator cooling module 4 is connected to the second end of the outdoor heat exchanger 12, a second end of the refrigerator cooling module 4 is connected to the second ejector inlet 22, a first end of the refrigerator heating module 5 is connected to the outlet of the compressor 11, and a second end of the refrigerator heating module 5 is connected to the first end of the outdoor heat exchanger 12.

[0347] The compressor 11, the outdoor heat exchanger 12, and the indoor evaporator 13 are sequentially connected to form a closed refrigerant loop (i.e., the refrigerant can repeatedly circulate between the three). The compressor 11 can lift low-pressure gas to high-pressure gas (the compressor 11 sucks in low-temperature and low-pressure refrigerant gas from its own gas inlet, compresses the refrigerant gas by a motor operation to drive a piston, and discharges high-temperature and high-pressure refrigerant gas to its own outlet to provide power for the refrigeration cycle); the outdoor heat exchanger 12 can correspondingly function as a condenser or an evaporator according to the refrigeration or heating mode of the thermal management system 100 to assist the heat exchange effect of the indoor evaporator 13.

[0348] For example, when the thermal management system 100 is in the refrigeration mode, the indoor evaporator 13 absorbs heat in the passenger compartment. At this time, the refrigerant in the indoor evaporator 13 gradually warms up, and the outdoor heat exchanger 12 can function as a condenser to exchange heat between the high-temperature refrigerant and the air outside the vehicle, so that the cooled refrigerant can be recycled to the indoor evaporator 13 for heat absorption.

[0349] The inlet and outlet of the compressor 11 are respectively connected to the indoor evaporator 13 and the outdoor heat exchanger 12, so that the refrigerant can circulate between the three.

[0350] The ejector 2 can mix and exchange energy of the low-pressure fluid by the entraining action of the high-pressure fluid, so as to realize the mixing and energy exchange of the fluid. The high-pressure fluid is also called working fluid or main flow, and the low-pressure fluid is also called entraining fluid or secondary flow. From the working process, the two-phase flow ejector 2 does not contain moving parts, and the thermodynamic and kinetic processes of the two-phase flow ejector 2 are only completed by the exchange and conversion between the two-phase fluids, so that the two-phase flow ejector 2 does not directly consume mechanical energy, and can improve the fluid pressure.

[0351] The ejector 2 is provided with a first ejector inlet 21, a second ejector inlet 22 and an ejector outlet 23. The high-pressure medium-temperature refrigerant flowing into the refrigerant circuit from the vehicle exterior heat exchanger 12 is subjected to isentropic expansion in the first ejector inlet 21, in which process the refrigerant velocity increases (the refrigerant at the ejector outlet 23 can generally reach supersonic velocity and be accompanied by a series of shock waves), and the pressure decreases, realizing the conversion of pressure energy into kinetic energy. Because of the large velocity difference and pressure difference between the working fluid (the refrigerant described above flowing into the first ejector inlet 21 from the vehicle exterior heat exchanger 12) and the ejector fluid (the refrigerant flowing into the second ejector inlet 22 from the refrigerator refrigeration module), 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. With the mixing of the two refrigerant fluids, the velocity and pressure of the fluids gradually become consistent; after the mixed fluid reaches the ejector outlet 23, the fluid velocity decreases and the pressure increases, thereby realizing the conversion of kinetic energy into pressure energy. Because the pressure of the two-phase flow at the ejector outlet 23 is between the pressures of the working fluid and the ejector fluid, the ejector 2 functions to raise the pressure of the ejector fluid.

[0352] In addition, the ejector outlet 23 is connected to the vehicle interior evaporator 13, and the fluid pressure at the ejector outlet 23 satisfies the evaporating pressure requirement of the air conditioner refrigeration. After the refrigerant cools the passenger compartment and flows into the compressor 11 after passing through the gas-liquid separator 9, the entire cycle is completed. That is, in the dual-on mode of the refrigerator refrigeration module 4 and the air conditioner module 1, the refrigerant can be mixed after being refrigerated in the refrigerator and after being mixed by the refrigerant flowing into the refrigerant circuit from the vehicle exterior heat exchanger 12 after passing through the ejector 2, so that the refrigerant fluid reaches a high evaporating pressure. Then, after the refrigerant cools the passenger compartment, the refrigerant enters the inlet of the compressor 11, thereby realizing the entire refrigeration cycle. In this arrangement, the refrigerant flow path of the passenger compartment air conditioner module 1 does not need to be artificially lowered in pressure before being combined with the refrigeration flow path of the refrigerator refrigeration module 4, which can reduce the reduction in refrigeration capacity and refrigeration efficiency of the refrigerant flow path of the passenger compartment air conditioner module 1 due to pressure loss.

[0353] In the cooling mode of the thermal management system 100, the target evaporation temperatures of the passenger cabin and the refrigerator are not the same, the target evaporation temperature of the passenger cabin is about 0°C (corresponding to an evaporation pressure of 300 kPa), and the target evaporation temperature of the refrigerator is generally about -15°C (corresponding to an evaporation pressure of 160 kPa). The evaporation temperature and the evaporation pressure are coupled, and the lower the evaporation temperature, the lower the evaporation pressure. In the dual-opening mode of the air conditioning module 1 and the refrigerator cooling module 4, the evaporation pressure of the refrigerator cooling module 4 is set to about 160 kPa, and the evaporation pressure of the in-vehicle evaporator 13 is set to about 300 kPa. At this time, it is necessary to reduce the pressure at the outlet of the in-vehicle evaporator 13 on the passenger cabin air conditioning side to about 160 kPa. That is, after the pressure at the outlet of the in-vehicle evaporator 13 is consistent with the evaporation pressure of the refrigerator cooling module 4, the refrigerant at the outlet of the refrigerator evaporator is combined with the refrigerant, and enters the suction port of the compressor 11. This will cause the refrigeration capacity and the refrigeration efficiency to decrease due to the pressure loss of the in-vehicle evaporator 13 on the passenger cabin air conditioning side, thereby sacrificing the refrigeration performance of the passenger cabin air conditioning side. Compared with the traditional arrangement of combining the refrigerator into the automobile air conditioning system, the thermal management system of some embodiments of the present disclosure can increase the evaporation pressure of the refrigerator cooling module 4 through the ejector 2, thereby reducing the problem of reduction of refrigeration capacity and refrigeration efficiency caused by the pressure loss of the in-vehicle evaporator 13 on the passenger cabin side, and improving the practicability and comprehensive matching of the thermal management system 100.

[0354] Along the flow direction of the compressor 11, the low-temperature and low-pressure gas at the inlet is compressed into high-temperature and high-pressure gas at the outlet of the compressor 11. The vehicle external heat exchanger 12 is connected with the first injection inlet 21 and the refrigerator cooling module 4, respectively, and the refrigerator cooling module 4 is connected with the second injection inlet 22. The injection outlet 23 of the ejector 2 is connected with the in-vehicle evaporator 13, and the in-vehicle evaporator 13 is connected with the inlet of the compressor 11. In this way, the refrigerator cooling module 4 can be combined into the refrigerant flow path of the thermal management system 100. Moreover, due to the addition of the flow guide, when the air conditioning module 1 and the refrigerator cooling module 4 are opened at the same time, the evaporation pressure on the in-vehicle evaporator 13 side of the passenger cabin can be increased, and the problem of low refrigeration efficiency of the air conditioning module 1 caused by low evaporation pressure due to the refrigerator cooling can be reduced, thereby meeting the needs of users for air conditioning and refrigerator cooling.

[0355] In addition, along the flow direction of the compressor 11 compressing the low-temperature and low-pressure gas at the inlet into the high-temperature and high-pressure gas at the outlet of the compressor 11, the vehicle external heat exchanger 12 is connected with the first on-off valve 3, and the first on-off valve 3 is connected with the vehicle internal evaporator 13 in parallel with each other. In this way, the refrigerant can flow back to the compressor 11 directly through the first on-off valve 3, so as to flow into the refrigerator heating module 5 directly after the high-temperature and high-pressure refrigerant flowing from the vehicle external heat exchanger 12 passes through the outlet of the compressor 11, thereby realizing the heating demand of the user for heating food and beverage.

[0356] Therefore, by arranging the system, the refrigeration and heating functions of the refrigerator can be realized respectively, and the matching degree of the refrigerator and the thermal management system 100 can be optimized, and the problem of reduced refrigeration efficiency caused by the pressure loss of the passenger compartment air conditioner side can be reduced.

[0357] In some embodiments, as shown in FIGS. 26-28, the first injection inlet 21 and the injection outlet 23 are arranged at opposite ends of the ejector 2 respectively, and the second injection inlet 22 is arranged at the outer periphery of the ejector 2. Since the refrigeration capacity of the refrigerator refrigeration module 4 is usually smaller than the refrigeration capacity of the air conditioner module 1, the first injection inlet 21 directly connected with the vehicle external heat exchanger 12 is directly opposite to the injection outlet 23 (the refrigerant passing through the first injection inlet 21 has a large speed and pressure, which can be referred to as working fluid), and the second injection inlet 22 connected with the refrigerator refrigeration module 4 is arranged at the outer periphery of the ejector 2 (the refrigerant passing through the second injection inlet 22 has a small speed and pressure, which can be referred to as injection fluid). In this way, the injection fluid can be continuously entrained into the working fluid and gradually mixed with the working fluid, so as to realize the transfer of momentum and energy. After the two refrigerant fluids are mixed uniformly, the speed and pressure of the fluid gradually tend to be consistent; after the mixed fluid reaches the injection outlet 23, the speed of the fluid is reduced and the pressure of the fluid is increased, thereby realizing the conversion of kinetic energy into pressure energy. In addition, since the two-phase flow pressure of the injection outlet 23 is between the pressures of the working fluid and the injection fluid, the ejector 2 plays a role in increasing the pressure of the injection fluid.

[0358] In some embodiments, as shown in FIG. 28, 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 injection inlet 21 and the second injection inlet 22, the mixing section 25 is connected with the suction section 24, the diffuser section 26 is connected with the mixing section 25, and the diffuser section 26 is provided with the injection outlet 23.

[0359] It can be understood that, in the direction of the refrigerant flowing from the outlet of the compressor 11 to the inlet of the compressor 11, the ejector 2 is sequentially configured with the suction section 24, the mixing section 25, and the diffuser section 26. The suction section 24 is provided with the first and second ejector inlets 21 and 22 for sucking different direction fluids. The mixing section 25 can mix the fluids sucked from the first and second ejector inlets 21 and 22. The diffuser section 26 can increase the pressure of the mixed fluids in the mixing section 25.

[0360] For example, the ejector fluid is continuously sucked into the suction section 24 through the second ejector inlet 22 and starts to mix with the working fluid through the first ejector inlet 21 in the mixing section 25, so as to realize the transfer of momentum and energy, and as the two fluids are mixed evenly, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluids reach the diffuser section 26, the velocity of the mixed fluids is reduced and the pressure is increased, so as to realize the conversion of kinetic energy into pressure energy.

[0361] In some embodiments, as shown in FIG. 28, the cross-sectional area of the diffuser section 26 gradually increases in the direction away from the mixing section 25. In this way, the distribution of the flow rate and pressure of the fluid can be adjusted by changing the cross-sectional area of the diffuser section 26, so as to realize the diffusion and control of the pressure.

[0362] That is, when the fluid passes through the diffuser section 26, the flow rate and pressure of the fluid will change due to the inconsistent diameter of the diffuser section 26. According to the Bernoulli equation and the continuity equation, when the fluid passes through the diffuser section 26, the flow rate of the fluid will decrease and the pressure will increase due to the increase of the cross-sectional area, so as to increase the evaporation pressure on the side of the evaporator 13 in the vehicle.

[0363] In some embodiments, as shown in FIGS. 26 and 29, the air conditioning module 1 further comprises a second on-off valve 6. The first end of the second on-off valve 6 is connected to the second end of the external heat exchanger 12, and the second end of the second on-off valve 6 is connected to the first ejector inlet 21, so as to control the on-off between the external heat exchanger 12 and the first ejector inlet 21.

[0364] The second on-off valve 6 can selectively turn on or turn off the fluid passage between the external heat exchanger 12 and the first ejector inlet 21 according to the control instruction of the thermal management system 100. For example, when the thermal management system 100 is in the cooling mode, the second on-off valve 6 is turned on to allow the refrigerant at the external heat exchanger 12 to flow to the first ejector inlet 21, so as to facilitate the refrigerant to flow through the complete heat exchange circulation loop. For another example, when the thermal management system 100 is in the heating mode or other modes that do not require cooling of the passenger compartment, the second on-off valve 6 is turned off, so that the refrigerant at the external heat exchanger 12 is not allowed to flow to the first ejector inlet 21 to cause the refrigerant to flow through the redundant path, thereby improving the scientificity of the thermal management system 100.

[0365] In some embodiments, as shown in FIG. 26 and FIG. 29, the air conditioning module 1 further comprises a first throttling element 14. The first end of the first throttling element 14 is connected to the first end of the first on-off valve 3, the second end of the first throttling element 14 is connected to the second end of the in-vehicle evaporator 13, and the first throttling element 14 is connected in parallel with the ejector 2.

[0366] It can be understood that the two ends of the first throttling element 14 are connected in parallel at the first ejector inlet 21 and the ejector outlet 23 of the ejector 2, and the out-of-vehicle heat exchanger 12 is connected to the first throttling element 14 and the ejector 2 at the same time. In this way, the high-temperature and high-pressure refrigerant from the out-of-vehicle heat exchanger 12 can be throttled and cooled, which is conducive to reducing the temperature of the refrigerant flowing to the side of the in-vehicle evaporator 13, and thus facilitating the refrigerant in the in-vehicle evaporator 13 to absorb heat from the surrounding air, achieving the effect of cooling and refrigeration.

[0367] For example, the out-of-vehicle heat exchanger 12 is connected to the first throttling element 14 and the ejector 2, and the compressor discharges high-temperature and high-pressure gas (refrigerant) from the outlet. The refrigerant exchanges heat with the environment through the out-of-vehicle heat exchanger 12, and the refrigerant releases heat. The refrigerant discharged from the outlet of the out-of-vehicle heat exchanger 12 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature); the refrigerant flowing through the out-of-vehicle heat exchanger 12 passes through the first throttling element 14 and the ejector 2, which can throttle and cool the refrigerant. The high-temperature and high-pressure refrigerant becomes low-temperature and low-pressure wet steam or supercooled liquid. The ejector 2 is connected in parallel with the first throttling element 14, and the ejector outlet 23 is connected to the in-vehicle evaporator 13. In this case, when the high-temperature air passes through the in-vehicle evaporator 13, the in-vehicle evaporator 13 functions as an evaporator, and the high-temperature air near the in-vehicle evaporator 13 is cooled to low-temperature air and provided to the passenger compartment for refrigeration. The refrigerant flowing out of the outlet of the in-vehicle evaporator 13 is a low-temperature and low-pressure fluid. The outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 9, so that the gas-liquid separator 9 can separate the incoming fluid into refrigerant and refrigeration oil, and serve as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0368] In some embodiments, as shown in FIG. 26 and FIG. 29, the refrigerator refrigeration module 4 comprises a refrigerator refrigeration heat exchanger 41, a second throttling element 42, a third on-off valve 43 and a fourth on-off valve 44. The first end of the second throttling element 42 is connected to the second end of the vehicle external heat exchanger 12, the second end of the second throttling element 42 is connected to the first end of the refrigerator refrigeration heat exchanger 41, the first end of the third on-off valve 43 is connected to the second end of the refrigerator refrigeration heat exchanger 41, the second end of the third on-off valve 43 is connected to the second ejection inlet 22 to control the on-off between the refrigerator refrigeration heat exchanger 41 and the second ejection inlet 22, the first end of the fourth on-off valve 44 is connected to the second end of the refrigerator refrigeration heat exchanger 41, and the second end of the fourth on-off valve 44 is connected to the inlet to control the on-off between the refrigerator refrigeration heat exchanger 41 and the inlet.

[0369] It can be understood that the third on-off valve 43 is connected between the refrigerator refrigeration heat exchanger 41 and the second ejection inlet 22, and the third on-off valve 43 can control whether the fluid passing through the refrigerator refrigeration heat exchanger 41 can flow to the second ejection inlet 22; the fourth on-off valve 44 is connected between the refrigerator refrigeration heat exchanger 41 and the inlet of the compressor 11, and the fourth on-off valve 44 can control whether the fluid passing through the refrigerator refrigeration heat exchanger 41 can flow to the inlet of the compressor 11; the second throttling element 42 is connected between the vehicle external heat exchanger 12 and the refrigerator refrigeration heat exchanger 41, and the second throttling element 42 can throttle and cool the high-temperature and high-pressure refrigerant flowing from the vehicle external heat exchanger 12 to the refrigerator refrigeration heat exchanger 41 to low-temperature and low-pressure refrigerant, thereby facilitating heat exchange between the refrigerant and the air near the refrigerator refrigeration module 4, and thereby achieving the heat absorption refrigeration effect of the refrigerator refrigeration module 4. The refrigerator refrigeration heat exchanger 41 can exchange heat between two fluids of different temperatures through heat conduction, that is, the refrigerant passing through the refrigerator refrigeration heat exchanger 41 can exchange heat with the air outside, thereby achieving the corresponding cooling effect.

[0370] In some embodiments, as shown in FIG. 26 and FIG. 29, the air conditioner module 1 further comprises a vehicle internal condenser 19. The first end of the vehicle internal condenser 19 is connected to the outlet, the second end of the vehicle internal condenser 19 is connected to the first end of the vehicle external heat exchanger 12, and the vehicle internal condenser 19 is connected in parallel with the refrigerator heating module 5.

[0371] That is, when the in-vehicle condenser 19 is working, the in-vehicle condenser 19 can cool and condense the superheated vapor in the high-temperature and high-pressure refrigerant discharged by the compressor 11 into liquid (the heat released by the refrigerant in the in-vehicle condenser 19 is taken away by the cooling medium (such as water or air) outside the in-vehicle condenser 19), the refrigerant inside the in-vehicle condenser 19 is condensed and cooled, and the air medium outside the in-vehicle condenser 19 is heated; when the in-vehicle condenser 19 is not working, the in-vehicle condenser 19 can also only serve as a flow path for the refrigerant. The in-vehicle condenser 19 is connected in parallel with the refrigerator heating module 5 between the outlet of the compressor 11 and the vehicle external heat exchanger 12, so that the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 can flow through two branches of the in-vehicle condenser 19 and the refrigerator heating module 5 and then converge to flow to the vehicle external heat exchanger 12. In this way, the heating effect of the refrigerator heating module 5 and the heating effect of the in-vehicle condenser 19 on the passenger compartment can be taken into account, thereby improving the versatility of the thermal management system 100.

[0372] In some embodiments, as shown in FIGS. 26 and 29, the air conditioning module 1 further includes a third throttling element 15 and a fifth on-off valve 16. The first end of the third throttling element 15 is connected to the second end of the in-vehicle condenser 19, the second end of the third throttling element 15 is connected to the first end of the vehicle external heat exchanger 12, and the fifth on-off valve 16 is connected in parallel with the third throttling element 15 to control the on-off between the in-vehicle condenser 19 and the vehicle external heat exchanger 12.

[0373] It can be understood that the fifth on-off valve 16 is connected in series between the in-vehicle condenser 19 and the vehicle external heat exchanger 12, and the third throttling element 15 is connected in parallel across the fifth on-off valve 16, so that the refrigerant flowing out of the in-vehicle condenser 19 can flow through one or both of the two branches according to the corresponding instructions during the process of flowing to the vehicle external heat exchanger 12. The fifth on-off valve 16 can close or conduct the refrigerant flow path between the in-vehicle condenser 19 and the vehicle external heat exchanger 12, and the third throttling element 15 can throttle and cool the refrigerant flowing between the in-vehicle condenser 19 and the fifth on-off valve 16 and then directly flow to the vehicle external heat exchanger 12. In this way, when the in-vehicle condenser 19 is working, the third throttling element 15 can further continue to cool the low-temperature and high-pressure refrigerant and then make the refrigerant flow to the vehicle external heat exchanger 12 to exchange heat with the outside air, which is conducive to improving the heating work of the in-vehicle condenser 19.

[0374] In some embodiments, as shown in FIGS. 26 and 29, the refrigerator heating module 5 includes a refrigerator heating heat exchanger 51, a fourth throttling element 52, and a fifth throttling element 53. The first end of the fourth throttling element 52 is connected to the outlet of the compressor 11, and the second end of the fourth throttling element 52 is connected to the first end of the refrigerator heating heat exchanger 51. The first end of the fifth throttling element 53 is connected to the second end of the refrigerator heating heat exchanger 51, and the second end of the fifth throttling element 53 is connected to the first end of the vehicle external heat exchanger 12.

[0375] That is, in the flow direction of the refrigerant flowing from the outlet side of the compressor 11 to the vehicle exterior heat exchanger 12, the fourth throttling element 52, the refrigerator heating heat exchanger 51 and the fifth throttling element 53 are connected in series between the outlet of the compressor 11 and the vehicle exterior heat exchanger 12. In this way, the high-temperature and high-pressure refrigerant flowing out of the outlet of the compressor 11 can be throttled and cooled down for the first time before flowing into the refrigerator heating heat exchanger 51 and for the second time after flowing out of the refrigerator heating heat exchanger 51. In this way, on the one hand, the refrigerant can be cooled to provide heating effect for the refrigerator heating module 5, and on the other hand, the low-temperature and high-pressure refrigerant can be further cooled down and then made to flow to the vehicle exterior heat exchanger 12 to exchange heat with the outside air. This is conducive to improving the heating work of the refrigerator heating heat exchanger 51.

[0376] In some embodiments, as shown in FIGS. 26 and 29, the thermal management system 100 further includes a battery heat exchange module 7. A first end of the battery heat exchange module 7 is selectively connected to the vehicle exterior heat exchanger 12, and a second end of the battery heat exchange module 7 is selectively connected to the inlet and outlet of the compressor 11, respectively.

[0377] It can be understood that the first end of the battery heat exchange module 7 can be selectively connected to one of the two ends (one of the first end and the second end of the vehicle exterior heat exchanger 12) of the vehicle exterior heat exchanger 12. In this way, the vehicle exterior heat exchanger 12 can cooperate with the battery heat exchange module 7 to achieve cooling effect or only the battery heat exchange module 7 can achieve heating effect. The second end of the battery heat exchange module 7 can be selectively connected to the outlet or the inlet of the compressor 11 according to the heating mode or the cooling mode of the battery, so as to independently form a complete refrigerant circulation loop, respectively.

[0378] In some embodiments, as shown in FIGS. 26 and 29, the battery heat exchange module 7 includes a battery pack heat exchanger 71, a sixth on-off valve 72 and a seventh on-off valve 73. A first end of the battery pack heat exchanger 71 is selectively connected to the vehicle exterior heat exchanger 12, a first end of the sixth on-off valve 72 is connected to a second end of the battery pack heat exchanger 71, a second end of the sixth on-off valve 72 is connected to the inlet of the compressor 11 to control the on-off between the battery pack heat exchanger 71 and the inlet, and the seventh on-off valve 73 is connected between the second end of the battery pack heat exchanger 71 and the outlet of the compressor 11 to control the on-off between the battery pack heat exchanger 71 and the outlet.

[0379] The sixth on-off valve 72 and the seventh on-off valve 73 are connected in series between the inlet of the compressor 11 and the battery pack heat exchanger 71 and between the outlet of the compressor 11 and the battery pack heat exchanger 71, respectively. Therefore, the sixth on-off valve 72 and the seventh on-off valve 73 can control the on-off of the flow path of the refrigerant between the compressor 11 and the battery pack heat exchanger 71, so as to facilitate the thermal management system 100 to adjust the on-off of the sixth on-off valve 72 and the seventh on-off valve 73 according to different operating modes.

[0380] In addition, the first end of the battery pack heat exchanger 71 is selectively connected with one of the two ends of the vehicle external heat exchanger 12 (one of the first end and the second end of the vehicle external heat exchanger 12). In this way, the vehicle external heat exchanger 12 cooperates with the battery heat exchange module 7 to achieve a cooling effect or only the battery heat exchange module 7 to achieve a heating effect.

[0381] In some embodiments, as shown in FIGS. 26 and 29, the battery heat exchange module 7 includes a sixth throttling element 74 and a seventh throttling element 75. The first end of the sixth throttling element 74 is connected with the first end of the battery pack heat exchanger 71, and the second end of the sixth throttling element 74 is selectively connected with the vehicle external heat exchanger 12. The first end of the seventh throttling element 75 is connected with the second end of the battery pack heat exchanger 71, and the second end of the seventh throttling element 75 is connected with the sixth on-off valve 72 and the seventh on-off valve 73, respectively.

[0382] It can be understood that the second end of the sixth throttling element 74 is selectively connected with one of the two ends of the vehicle external heat exchanger 12 (one of the first end and the second end of the vehicle external heat exchanger 12), that is, the refrigerant can flow through the sixth throttling element 74 before flowing through the vehicle external heat exchanger 12, or the refrigerant can flow through the sixth throttling element 74 after flowing through the vehicle external heat exchanger 12. Moreover, the first end of the sixth throttling element 74 is connected to the battery pack heat exchanger 71, so that the refrigerant flowing out of the outlet of the compressor 11 can form a flow path that flows to the battery pack heat exchanger 71 through the vehicle external heat exchanger 12 or without flowing through the vehicle external heat exchanger 12, thereby matching different thermal system management modes (such as battery heating and battery cooling).

[0383] In some embodiments, as shown in FIG. 26 and FIG. 29, the battery heat exchange module 7 further comprises a first one-way valve 76 and a second one-way valve 77. The first end of the first one-way valve 76 is connected to the second end of the sixth throttling element 74, and the second end of the first one-way valve 76 is connected to the first end of the second throttling element 42, the first end of the second on-off valve 6, and the first end of the first on-off valve 3, respectively. The first one-way valve 76 only allows the refrigerant to flow from the battery pack heat exchanger 71 to at least one of the second throttling element 42, the second on-off valve 6, and the first on-off valve 3. The first end of the second one-way valve 77 is connected to the second end of the sixth throttling element 74, and the second end of the second one-way valve 77 is connected to the second end of the vehicle external heat exchanger 12. The second one-way valve 77 only allows the refrigerant to flow from the vehicle external heat exchanger 12 to the battery pack heat exchanger 71.

[0384] That is, the first one-way valve 76 and the second one-way valve 77 can control the flow direction of the refrigerant fluid (such as liquid or gas), only allowing the fluid to flow in a certain direction while preventing the fluid from flowing in the opposite direction. In this way, when heating the battery pack, the refrigerant flowing out of the battery pack heat exchanger 71 can flow through the first one-way valve 76 to at least one of the second throttling element 42, the second on-off valve 6, or the first on-off valve 3; while when refrigerating the battery pack, the refrigerant flowing out of the vehicle external heat exchanger 12 can flow through the second one-way valve 77 to the battery pack heat exchanger 71, and the flow path does not interfere, and the refrigerant flow can be more unobstructed.

[0385] The high-temperature and high-pressure gas is discharged from the outlet of the compressor 11, and the compressor 11 is connected to the vehicle internal condenser 19 (without air passing through), which only serves as a flow channel. At this time, the refrigerant discharged from the outlet of the vehicle internal condenser 19 is still a high-temperature and high-pressure gas. The vehicle internal condenser 19 is connected to the vehicle external heat exchanger 12, and the refrigerant exchanges heat with the environment through the vehicle external heat exchanger 12, and the refrigerant releases heat. The refrigerant flowing out of the outlet of the vehicle external heat exchanger 12 is a medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature); the vehicle external heat exchanger 12 is connected to the sixth throttling element 74 through the second one-way valve 77, and the refrigerant is throttled and cooled by the sixth throttling element 74 to become a low-temperature and low-pressure wet vapor or supercooled liquid; the sixth throttling element 74 is connected to the battery pack heat exchanger 71, so that the refrigerant flows into the battery pack heat exchanger 71. At this time, the battery pack heat exchanger 71 functions as an evaporator, and the high-temperature fluid near the battery pack heat exchanger 71 is cooled to a low-temperature fluid by the evaporation of the battery pack heat exchanger 71, thereby providing refrigeration to the battery pack. The outlet of the battery pack heat exchanger 71 is connected to the gas-liquid separator 9, and the refrigerant flows into the gas-liquid separator 9. The gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and the gas-liquid separator 9 acts as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0386] In some embodiments, as shown in FIGS. 26, 27 and 29, the vehicle outside heat exchanger 12 includes a first vehicle outside heat exchanger 121 and a second vehicle outside heat exchanger 122. The first end of the first vehicle outside heat exchanger 121 is connected to the second end of the vehicle inside condenser 19, and the second end of the first vehicle outside heat exchanger 121 is connected to the first end of the first on-off valve 3, the first end of the second on-off valve 6, the first end of the second throttling element 42 and the second end of the sixth throttling element 74, respectively. The second vehicle outside heat exchanger 122 is connected in parallel with the first vehicle outside heat exchanger 121. For example, the second vehicle outside heat exchanger 122 can be a plate heat exchanger.

[0387] It can be understood that the refrigerant flowing out of the outlet of the compressor 11 can flow to the first end of the first vehicle outside heat exchanger 121 after flowing through the vehicle inside condenser 19, and the refrigerant flowing through the first vehicle outside heat exchanger 121 can flow to the first on-off valve 3, the second on-off valve 6, the second throttling element 42 and the sixth throttling element 74, respectively, from the second end of the first vehicle outside heat exchanger 121, so that the refrigerant flows to different modules. After the refrigerant performs heat exchange effect, the refrigerant flows back to the inlet of the compressor 11, realizing the circulation effect of the refrigerant flowing to different paths.

[0388] In addition, the second vehicle outside heat exchanger 122 is connected in parallel with the first vehicle outside heat exchanger 121, so that the heat exchange effect of the first vehicle outside heat exchanger 121 in the vehicle outside can be enhanced, thereby improving the heat exchange efficiency of the refrigerant and the outside air.

[0389] In some embodiments, as shown in FIGS. 26, 27 and 29, the thermal management system 100 further includes a motor cooling module 8. The motor cooling module 8 includes a three-way valve 81, a motor cooling channel 82 and a motor heat exchanger 83. The three-way valve 81 includes a first connecting port 811, a second connecting port 812 and a third connecting port 813. The first end of the motor cooling channel 82 is connected to the first connecting port 811, and the first end of the motor heat exchanger 83 is connected to the second connecting port 812. The second vehicle outside 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 813 and the second end of the motor heat exchanger 83, respectively, and the second end of the first heat exchange channel is connected to the second end of the motor cooling channel 82. The first end of the second heat exchange channel is connected to the first end of the battery pack heat exchanger 71, and the second end of the second heat exchange channel is connected to the first end of the second throttling element 42, the first end of the second on-off valve 6 and the first end of the first on-off valve 3, respectively.

[0390] It can be understood that the motor heat exchanger 83 can play a certain degree of heat dissipation effect on the motor, and the motor heat exchanger 83 is connected with the second vehicle external heat exchanger 122, and the second vehicle external heat exchanger 122 is connected in the refrigerant circuit of the thermal management system 100. In this way, the waste heat of the motor can be used to heat the refrigerant, and the circulating heat dissipation efficiency of the motor heat exchanger 83 can be improved, thereby improving the versatility of the thermal management system 100.

[0391] In addition, the three-way valve 81 can form a mutual flowable refrigerant flow path between the motor heat exchanger 83, the motor cooling channel 82 and the second vehicle external heat exchanger 122 through the first connecting port 811, the second connecting port 812 and the third connecting port 813, and the refrigerant in the flow path can also participate in the refrigerant circuit of the thermal management system 100, so that the refrigerant forms a complete circulation.

[0392] 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 8, 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 8 can be realized, so that the heat in the motor cooling module 8 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 8, which is beneficial to improve the energy utilization rate of the thermal management system 100, and when the external temperature is low, the waste heat of the motor cooling module 8 can be used to heat the passenger compartment or the refrigerator, so as to improve the heating efficiency of the thermal management system 100.

[0393] In some embodiments, as shown in FIGS. 26, 27 and 29, the air conditioning module 1 further comprises an eighth on-off valve 17 and a ninth on-off valve 18. The first end of the eighth on-off valve 17 is connected to the second end of the vehicle internal condenser 19, and the second end of the eighth on-off valve 17 is connected to the first end of the first vehicle external heat exchanger 121. The first end of the ninth on-off valve 18 is connected to the second end of the vehicle internal condenser 19, and the second end of the ninth on-off valve 18 is connected to the first end of the second vehicle external heat exchanger 122.

[0394] That is, the eighth on-off valve 17 is connected between the vehicle internal condenser 19 and the first vehicle external heat exchanger 121, and the eighth on-off valve 17 can control the on-off of the refrigerant flowing out of the vehicle internal condenser 19 to the first vehicle external heat exchanger 121; the ninth on-off valve 18 can control the on-off of the refrigerant flowing out of the vehicle internal condenser 19 to the second vehicle external heat exchanger 122.

[0395] In some embodiments, as shown in Fig. 30, the thermal management system 100 has an air cooling state. When the thermal management system 100 is in the air cooling state, the second on-off valve 6, the fifth on-off valve 16 and the eighth on-off valve 17 are open (i.e. the valves are open, the refrigerant flow path is in a conducting state, the same below), the first on-off valve 3, the third on-off valve 43, the fourth on-off valve 44, the sixth on-off valve 72, the seventh on-off valve 73 and the ninth on-off valve 18 are closed (i.e. the valves are closed, the refrigerant flow path is in a blocked state, the same below), the first throttling element 14 is open and throttles, the vehicle outside heat exchanger 12 acts as a condenser, and the vehicle inside heat exchanger 13 acts as an evaporator.

[0396] For example, when the thermal management system 100 switches to the air cooling state, the working process of the refrigerant is as follows.

[0397] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the vehicle inside condenser 19 (without wind passing through), and the vehicle inside condenser 19 only acts as a flow channel. At this time, the refrigerant flowing out of the vehicle inside condenser 19 outlet is still high-temperature and high-pressure gas. The vehicle inside condenser 19 outlet is connected to the vehicle outside heat exchanger 12 through the fifth on-off valve 16 and the eighth on-off valve 17, i.e. the refrigerant exchanges heat with the environment through the first vehicle outside heat exchanger 121, and the refrigerant releases heat. The refrigerant flowing out of the vehicle outside heat exchanger 12 outlet is medium-temperature and high-pressure fluid (may be liquid or gas, determined by the environment temperature). The vehicle outside heat exchanger 12 is connected to the first throttling element 14 and the ejector 2. The refrigerant is throttled and cooled by the first throttling element 14 and the ejector 2, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The ejector 2 is connected in parallel with the first throttling element 14, and the fluid outlets of the two are connected to the vehicle inside heat exchanger 13. At this time, the vehicle inside heat exchanger 13 can act as an evaporator in the case of high-temperature air passing through the vehicle inside heat exchanger 13, the high-temperature air exchanges heat with the low-temperature and low-pressure refrigerant, and the high-temperature air is cooled to low-temperature air to provide cooling to the vehicle interior. The refrigerant at the outlet of the vehicle inside heat exchanger 13 is low-temperature and low-pressure fluid. The vehicle inside heat exchanger 13 outlet is connected to the gas-liquid separator 9, which separates the flowing fluid into refrigerant and refrigeration oil, and acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11. Finally, the refrigerant flows back to the inlet of the compressor 11.

[0398] In some embodiments, as shown in FIG. 31, 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 6, the fifth on-off valve 16, the sixth on-off valve 72, and the eighth on-off valve 17 are open, the first on-off valve 3, the third on-off valve 43, the fourth on-off valve 44, the seventh on-off valve 73, and the ninth on-off valve 18 are closed, the first throttling element 14 and the sixth throttling element 74 are open and throttling, the seventh throttling element 75 is open, the vehicle outside heat exchanger 12 functions as a condenser, the vehicle inside heat exchanger 13 and the battery pack heat exchanger 71 function as evaporators. The seventh throttling element 75 can be a large-diameter electronic expansion valve.

[0399] For example, when the thermal management system 100 switches to the air cooling and electric cooling state, the working process of the refrigerant is as follows.

[0400] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the vehicle inside condenser 19 (without air passing through), and the vehicle inside condenser 19 only functions as a flow channel. At this time, the refrigerant at the outlet of the vehicle inside condenser 19 is still high-temperature and high-pressure gas. The outlet of the vehicle inside condenser 19 is connected to the vehicle outside heat exchanger 12 through the fifth on-off valve 16 and the eighth on-off valve 17, and the refrigerant exchanges heat with the environment through the vehicle outside heat exchanger 12. The refrigerant releases heat, and the refrigerant at the outlet of the vehicle outside heat exchanger 12 is medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature). After passing through the vehicle outside heat exchanger 12, the refrigerant forms two branches.

[0401] Branch 1: The vehicle outside heat exchanger 12 is connected to the first throttling element 14 and the ejector 2, and the refrigerant is throttled and cooled by the first throttling element 14 and the ejector 2, becoming low-temperature and low-pressure wet steam or supercooled liquid; the ejector 2 is connected in parallel with the first throttling element 14, and the flow path outlet of the ejector 2 is connected to the vehicle inside heat exchanger 13; at this time, the vehicle inside heat exchanger 13 can function as an evaporator in the case of high-temperature air passing through the vehicle inside heat exchanger 13, and the high-temperature air and the low-temperature and low-pressure refrigerant exchange heat, the high-temperature air is cooled to low-temperature air to provide cooling to the vehicle interior, and the refrigerant at the outlet of the vehicle inside heat exchanger 13 is low-temperature and low-pressure fluid.

[0402] Branch 2: The vehicle outside heat exchanger 12 is connected to the sixth throttling element 74, and the refrigerant is throttled and cooled by the sixth throttling element 74, becoming low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the sixth throttling element 74 is connected to the battery pack heat exchanger 71, and at this time, the battery pack heat exchanger 71 functions as an evaporator, and through direct contact with the power battery, the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby cooling the battery pack. The refrigerant at the outlet of the battery pack heat exchanger 71 is low-temperature and low-pressure fluid.

[0403] The refrigerant from the outlet of the in-vehicle evaporator 13 is combined with the refrigerant from the outlet of the battery pack heat exchanger 71. The outlet of the in-vehicle evaporator 13 and the outlet of the battery pack heat exchanger 71 are connected to the gas-liquid separator 9. The gas-liquid separator 9 separates the refrigerant and the refrigeration oil from the fluid flowing in, and functions as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the electric compressor 11, thus forming a cycle.

[0404] In some embodiments, as shown in FIG. 32, the thermal management system 100 has an air cooling, electric cooling and ice cooling state. When the thermal management system 100 is in the air cooling, electric cooling and ice cooling state, the second on-off valve 6, the third on-off valve 43, the fifth on-off valve 16, the sixth on-off valve 72 and the eighth on-off valve 17 are open, the first on-off valve 3, the fourth on-off valve 44, the seventh on-off valve 73 and the ninth on-off valve 18 are closed, the first throttling element 14, the second throttling element 42 and the sixth throttling element 74 are open, and the seventh throttling element 75 is open. The out-vehicle heat exchanger 12 functions as a condenser, and the in-vehicle evaporator 13, the battery pack heat exchanger 71 and the refrigerator refrigeration heat exchanger 41 function as evaporators.

[0405] For example, when the thermal management system 100 switches to the air cooling, electric cooling and ice cooling three-open state, the working process of the refrigerant is as follows.

[0406] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the in-vehicle condenser 19 (without air passing through), and the in-vehicle condenser 19 only functions as a flow channel. At this time, the refrigerant at the outlet of the in-vehicle condenser 19 is still high-temperature and high-pressure gas. The outlet of the in-vehicle condenser 19 is connected to the out-vehicle heat exchanger 12 through the eighth on-off valve 17. The refrigerant exchanges heat with the environment through the out-vehicle heat exchanger 12, and the refrigerant releases heat. The refrigerant at the outlet of the out-vehicle heat exchanger 12 is medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature). The refrigerant after passing through the out-vehicle heat exchanger 12 forms three branches.

[0407] Branch 1: The out-vehicle heat exchanger 12 is connected to the second throttling element 42. The refrigerant is throttled and cooled by the second throttling element 42, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The outlet of the second throttling element 42 is connected to the refrigerator refrigeration heat exchanger 41. At this time, the refrigerator refrigeration heat exchanger 41 functions as an evaporator. High-temperature air and low-temperature and low-pressure refrigerant exchange heat. The high-temperature air is cooled to low-temperature air to provide refrigeration for the refrigerator refrigeration module 4. The refrigerant at the outlet of the refrigerator refrigeration heat exchanger 41 is low-evaporation pressure fluid. The outlet of the refrigerator refrigeration heat exchanger 41 is connected to the second injection inlet 22, and mixes with the high-pressure refrigerant of another branch (i.e., branch 2) to enter the in-vehicle evaporator 13.

[0408] Branch 2: The vehicle-outside heat exchanger 12 is connected to the parallel inlet of the first throttling element 14 and the ejector 2. The refrigerant is throttled and cooled by the first throttling inlet 21 of the ejector 2, and mixed with the low-pressure refrigerant from the outlet of the refrigerator refrigeration heat exchanger 41, becoming a wet vapor or subcooled liquid with a higher evaporation pressure. The refrigerant flows out of the ejector 2 through the ejecting outlet 23, and is combined with the fluid that has been throttled and cooled by the first throttling element 14, and then flows into the vehicle- inside evaporator 13. At this time, the vehicle- inside evaporator 13 functions as an evaporator in the case of high-temperature air passing through the vehicle- inside evaporator 13. The high-temperature air exchanges heat with the low-temperature and low-pressure refrigerant, and the high-temperature air is cooled to low-temperature air to provide refrigeration in the vehicle. The refrigerant at the outlet of the vehicle- inside evaporator 13 is a refrigerant fluid with a higher evaporation pressure.

[0409] Branch 3: The vehicle-outside heat exchanger 12 is connected to the sixth throttling element 74. The refrigerant is throttled and cooled by the sixth throttling element 74, becoming a wet vapor or subcooled liquid with a low temperature and low pressure. The outlet of the sixth throttling element 74 is connected to the battery pack heat exchanger 71. At this time, the battery pack heat exchanger 71 functions as an evaporator, directly contacts the power battery, and exchanges heat with the power battery, so that the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby refrigerating the battery pack. The refrigerant at the outlet of the battery pack heat exchanger 71 is a fluid with a low temperature and low pressure.

[0410] The outlet of the battery pack heat exchanger 71 and the outlet of the vehicle- inside evaporator 13 are connected to the gas-liquid separator 9. The gas-liquid separator 9 separates the refrigerant and the refrigeration oil from the fluid flowing in, and acts as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0411] In some embodiments, as shown in FIG. 33, the thermal management system 100 has an air-cooling and ice-cooling state. When the thermal management system 100 is in the air-cooling and ice-cooling state, the second on-off valve 6, the third on-off valve 43, the fifth on-off valve 16, and the eighth on-off valve 17 are open, and the first on-off valve 3, the fourth on-off valve 44, the sixth on-off valve 72, the seventh on-off valve 73, and the ninth on-off valve 18 are closed. The first throttling element 14 and the second throttling element 42 are open, and the first throttling element 14 and the second throttling element 42 function as throttling elements. The vehicle-outside heat exchanger 12 functions as a condenser, and the vehicle- inside evaporator 13 and the refrigerator refrigeration heat exchanger 41 function as evaporators.

[0412] For example, when the thermal management system 100 switches to the air-cooling and refrigerator freezing (i.e., ice-cooling) dual-opening state, the working process of the refrigerant is as follows.

[0413] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the in-vehicle condenser 19 (without air passing through), and the in-vehicle condenser 19 only serves as a flow channel. At this time, the refrigerant at the outlet of the in-vehicle condenser 19 is still high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 19 is connected to the out-vehicle heat exchanger 12 through the eighth on-off valve 17, and the refrigerant exchanges heat with the environment through the out-vehicle heat exchanger 12, the refrigerant releases heat, and the refrigerant at the outlet of the out-vehicle heat exchanger 12 is medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature); the refrigerant forms two branches after passing through the out-vehicle heat exchanger 12.

[0414] Branch 1: The out-vehicle heat exchanger 12 is connected to the second throttling element 42, and the refrigerant is throttled and cooled by the second throttling element 42 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the second throttling element 42 is connected to the refrigerator refrigeration heat exchanger 41, at this time, the refrigerator refrigeration heat exchanger 41 functions as an evaporator, high-temperature air and low-temperature and low-pressure refrigerant exchange heat, the high-temperature air is cooled to low-temperature air to provide the refrigerator refrigeration module 4 for refrigeration, and the refrigerant at the outlet of the refrigerator refrigeration heat exchanger 41 is a fluid with a lower evaporation pressure; the outlet of the refrigerator refrigeration heat exchanger 41 is connected to the second injection inlet 22, and the high-pressure refrigerant of the other branch (i.e., branch 2) is mixed to enter the in-vehicle evaporator 13.

[0415] Branch 2: The out-vehicle heat exchanger 12 is connected to the parallel inlet of the first throttling element 14 and the ejector 2, the refrigerant is throttled and cooled by the first injection inlet 21 of the ejector 2, and is mixed with the low-pressure refrigerant at the outlet of the refrigerator refrigeration heat exchanger 41 to become wet steam or supercooled liquid with a higher evaporation pressure, the refrigerant flows out of the injection outlet 23 of the ejector 2, is mixed with the fluid after being throttled and cooled by the first throttling element 14, and flows into the in-vehicle evaporator 13, at this time, the in-vehicle evaporator 13 functions as an evaporator in the case of high-temperature air passing through the in-vehicle evaporator 13, high-temperature air and low-temperature and low-pressure refrigerant exchange heat, the high-temperature air is cooled to low-temperature air to provide the in-vehicle for refrigeration, and the refrigerant at the outlet of the in-vehicle evaporator 13 is refrigerant fluid with a higher evaporation pressure.

[0416] The outlet of the in-vehicle evaporator 13 is connected to the gas-liquid separator 9, the gas-liquid separator 9 separates the refrigerant and the refrigeration oil flowing in, and serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0417] In some embodiments, as shown in FIG. 34, the thermal management system 100 has an electric cooling and ice cooling state. When the thermal management system 100 is in the electric cooling and ice cooling state, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72 and the eighth on-off valve 17 are open, the first on-off valve 3, the second on-off valve 6, the third on-off valve 43, the seventh on-off valve 73 and the ninth on-off valve 18 are closed, the second throttling element 42 and the sixth throttling element 74 are open, and the first throttling element 14, the second throttling element 42 and the sixth throttling element 74 are throttled. The seventh throttling element 75 is open, the vehicle external heat exchanger 12 acts as a condenser, and the battery pack heat exchanger 71 and the refrigerator refrigeration heat exchanger 41 act as evaporators.

[0418] For example, when the thermal management system 100 switches to the electric cooling and refrigerator freezing dual-opening state, the working process of the refrigerant is as follows.

[0419] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the vehicle internal condenser 19 (without wind passing through), and the vehicle internal condenser 19 only acts as a flow channel. At this time, the refrigerant at the outlet of the vehicle internal condenser 19 is still high-temperature and high-pressure gas; the outlet of the vehicle internal condenser 19 is connected to the vehicle external heat exchanger 12 through the eighth on-off valve 17, and the refrigerant exchanges heat with the environment through the vehicle external heat exchanger 12. The refrigerant releases heat, and the refrigerant at the outlet of the vehicle external heat exchanger 12 is medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature); the refrigerant forms two branches after passing through the vehicle external heat exchanger 12.

[0420] Branch 1: The vehicle external heat exchanger 12 is connected to the second throttling element 42, the refrigerant is throttled and cooled by the second throttling element 42, and becomes low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the second throttling element 42 is connected to the refrigerator refrigeration heat exchanger 41, at this time, the refrigerator refrigeration heat exchanger 41 acts as an evaporator, and high-temperature air and low-temperature and low-pressure refrigerant exchange heat. The high-temperature air is cooled to low-temperature air to provide the refrigerator refrigeration module 4 for refrigeration, and the refrigerant at the outlet of the refrigerator refrigeration heat exchanger 41 is a fluid at a lower evaporation pressure; the outlet of the refrigerator refrigeration heat exchanger 41 is connected to the first end of the fourth on-off valve 44, and the second end of the fourth on-off valve 44 is connected to the gas-liquid separator 9.

[0421] Branch 2: The vehicle external heat exchanger 12 is connected to the sixth throttling element 74, the refrigerant is throttled and cooled by the sixth throttling element 74, and becomes low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the sixth throttling element 74 is connected to the battery pack heat exchanger 71, at this time, the battery pack heat exchanger 71 acts as an evaporator, and directly contacts the power battery to conduct heat, so that the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby refrigerating the battery pack. The refrigerant at the outlet of the battery pack heat exchanger 71 is a low-temperature and low-pressure fluid.

[0422] The battery pack heat exchanger 71 outlet and the refrigerator refrigeration heat exchanger 41 outlet are connected to the gas-liquid separator 9, which separates the incoming fluid into refrigerant and refrigeration oil, and also serves as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0423] In some embodiments, as shown in FIG. 35, the thermal management system 100 has an ice-cold state. When the thermal management system 100 is in the ice-cold state, the fourth on-off valve 44, the fifth on-off valve 16, and the eighth on-off valve 17 are open, the first on-off valve 3, the second on-off valve 6, the third on-off valve 43, the sixth on-off valve 72, the seventh on-off valve 73, and the ninth on-off valve 18 are closed, the second throttling element 42 is open, and the second throttling element 42 throttles, the outside heat exchanger 12 acts as a condenser, and the refrigerator refrigeration heat exchanger 41 acts as an evaporator.

[0424] For example, when the thermal management system 100 switches to the refrigerator refrigeration state, the working process of the refrigerant is as follows.

[0425] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the in-vehicle condenser 19 (without air passing through), and the in-vehicle condenser 19 only serves as a flow channel. At this time, the refrigerant at the outlet of the in-vehicle condenser 19 is still a high-temperature and high-pressure gas; the outlet of the in-vehicle condenser 19 is connected to the outside heat exchanger 12 through the eighth on-off valve 17, and the refrigerant exchanges heat with the environment through the outside heat exchanger 12, the refrigerant releases heat, and the refrigerant at the outlet of the outside heat exchanger 12 is a medium-temperature and high-pressure fluid (which can be a liquid or a gas, determined by the ambient temperature); the outside heat exchanger 12 is connected to the second throttling element 42, and the refrigerant is throttled and cooled by the second throttling element 42, becoming a low-temperature and low-pressure wet vapor or supercooled liquid; the outlet of the second throttling element 42 is connected to the refrigerator refrigeration heat exchanger 41. At this time, the refrigerator refrigeration heat exchanger 41 acts as an evaporator to refrigerate the refrigerator refrigeration module 4, and the refrigerant at the outlet of the refrigerator refrigeration heat exchanger 41 is a low-temperature and low-pressure fluid. The refrigerator refrigeration heat exchanger 41 is connected to the gas-liquid separator 9 (although the resistance of the in-vehicle evaporator 13 branch is greater than that of the fourth on-off valve 44 branch, a small amount of refrigerant will still flow through the in-vehicle evaporator 13, but the in-vehicle evaporator 13 has no air passing through, which does not affect the passenger compartment), and the gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and also serves as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the low-pressure cavity of the compressor 11, thereby forming a cycle.

[0426] In some embodiments, as shown in FIG. 36, the thermal management system 100 has an electric cooling state. When the thermal management system 100 is in the electric cooling state, the fifth on-off valve 16, the sixth on-off valve 72, and the eighth on-off valve 17 are open, the first on-off valve 3, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the seventh on-off valve 73, and the ninth on-off valve 18 are closed, the sixth throttling element 74 is open and throttling, and the seventh throttling element 75 is open. The vehicle exterior heat exchanger 12 functions as a condenser, and the battery pack heat exchanger 71 functions as an evaporator.

[0427] For example, when the thermal management system 100 switches to the electric cooling state, the working process of the refrigerant is as follows.

[0428] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the vehicle interior condenser 19 (without wind passing through), and the vehicle interior condenser 19 only functions as a flow channel. At this time, the refrigerant at the outlet of the vehicle interior condenser 19 is still high-temperature and high-pressure gas; the outlet of the vehicle interior condenser 19 is connected to the vehicle exterior heat exchanger 12 through the eighth on-off valve 17, and the refrigerant exchanges heat with the environment through the vehicle exterior heat exchanger 12, the refrigerant releases heat, and the refrigerant at the outlet of the vehicle exterior heat exchanger 12 is medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature); the vehicle exterior heat exchanger 12 is connected to the sixth throttling element 74 through the second check valve 77, and the refrigerant is throttled and cooled by the sixth throttling element 74 to become low-temperature and low-pressure wet steam or supercooled liquid; the outlet of the sixth throttling element 74 is connected to the battery pack heat exchanger 71. At this time, the battery pack heat exchanger 71 functions as an evaporator, and the battery pack heat exchanger 71 is in direct contact with the power battery to conduct heat, so that the low-temperature and low-pressure refrigerant can exchange heat with the power battery, thereby refrigerating the battery pack. The refrigerant at the outlet of the battery pack heat exchanger 71 is low-temperature and low-pressure fluid; the outlet of the battery pack heat exchanger 71 is connected to the gas-liquid separator 9, which separates the incoming fluid into refrigerant and refrigeration oil, and functions as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0429] In some embodiments, as shown in FIG. 37, 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 3 and the ninth on-off valve 18 are open, and the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, the seventh on-off valve 73, and the eighth on-off valve 17 are closed. The third throttling element 15 is open and throttling, the vehicle interior condenser 19 functions as a condenser, and the vehicle exterior heat exchanger 12 functions as an evaporator.

[0430] For example, when the thermal management system 100 switches to the air cooling state, the working process of the refrigerant is as follows.

[0431] The compressor 11 discharges high-temperature and high-pressure gas after compression. The compressor 11 is connected to the in-vehicle condenser 19 (with air passing through), low-temperature air is heated into high-temperature air by the in-vehicle condenser 19, and the refrigerant is cooled into medium-temperature and high-pressure fluid by the in-vehicle condenser 19. The outlet of the in-vehicle condenser 19 is connected to the third throttling element 15, the refrigerant is throttled and cooled by the third throttling element 15, and becomes low-temperature and low-pressure wet steam or supercooled liquid. The outlet of the third throttling element 15 is connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18, at this time, the second vehicle external heat exchanger 122 is an evaporator. The refrigerant is heated by ambient air or motor waste heat, and the heat absorption process from the environment is completed. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is low-temperature and low-pressure fluid. The outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3, the gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and also acts as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0432] In some embodiments, as shown in FIG. 38, the thermal management system 100 has an air-heat-electricity heating state. When the thermal management system 100 is in the air-heat-electricity heating state, the first on-off valve 3, the seventh on-off valve 73, and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, and the eighth on-off valve 17 are closed, the third throttling element 15 and the sixth throttling element 74 are open, the third throttling element 15 and the sixth throttling element 74 have throttling effect, and the seventh throttling element 75 is open. The in-vehicle condenser 19 and the battery pack heat exchanger 71 act as condensers, and the vehicle external heat exchanger 12 acts as an evaporator.

[0433] For example, when the thermal management system 100 switches to the air-heat and electricity heating dual-opening state, the working process of the refrigerant is as follows.

[0434] The compressor 11 discharges high-temperature and high-pressure gas after compression, and the gas is divided into two branches.

[0435] Branch 1: The compressor 11 is connected to the in-vehicle condenser 19 (with air passing through), the refrigerant in the in-vehicle condenser exchanges heat with low-temperature air, the low-temperature air is heated into high-temperature air by the in-vehicle condenser 19, and the refrigerant is cooled into medium-temperature and high-pressure fluid by the in-vehicle condenser 19; the outlet of the in-vehicle condenser 19 is connected to the third throttling element 15, and the refrigerant is throttled and cooled by the third throttling element 15, and becomes low-temperature and low-pressure wet steam or supercooled liquid.

[0436] Branch 2: The refrigerant from the outlet of the compressor 11 enters the battery pack heat exchanger 71 through the seventh on-off valve 73 and the seventh throttling element 75. The low-temperature battery is heated by heat exchange with the battery pack heat exchanger 71, and the refrigerant is cooled to a medium-temperature high-pressure fluid by passing through the battery pack heat exchanger 71. The outlet of the battery pack heat exchanger 71 is connected to the sixth throttling element 74, and the refrigerant is throttled and cooled by the sixth throttling element 74 to become a low-temperature low-pressure wet vapor or subcooled liquid.

[0437] The outlet of the sixth throttling element 74 and the outlet of the third throttling element 15 are combined and connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18. At this time, the second vehicle external heat exchanger 122 is an evaporator. The refrigerant is heated by the ambient air or the motor waste heat, and the process of absorbing heat from the environment is completed. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is a low-temperature low-pressure fluid. The outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3. The gas-liquid separator 9 separates the refrigerant and the refrigeration oil from the incoming fluid, and also serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0438] In addition, since the temperature at the inlet of the battery pack heat exchanger 71 exceeds a certain range, the local temperature of the power battery is likely to exceed the working temperature range of the power battery, so the demand temperature of the vehicle condenser 19 needs to continue to rise (for example, the target temperature is 95°C), and when the temperature at the inlet of the battery pack heat exchanger 71 reaches the upper limit (for example, the upper limit temperature is 65°C), the opening of the seventh throttling element 75 is reduced to reduce the temperature at the inlet of the battery pack heat exchanger 71. In this way, the seventh throttling element 75 can realize the control of different heating temperatures when it is double-opened.

[0439] In some embodiments, as shown in FIG. 39, the thermal management system 100 has an air-heating-electric heating-refrigerator heating state. When the thermal management system 100 is in the air-heating-electric heating-refrigerator heating state, the first on-off valve 3, the seventh on-off valve 73, and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, and the eighth on-off valve 17 are closed, the third throttling element 15, the fifth throttling element 53, and the sixth throttling element 74 are open and function as throttling elements, the fourth throttling element 52 and the seventh throttling element 75 are open, the vehicle condenser 19, the battery pack heat exchanger 71, and the refrigerator heating heat exchanger 51 function as condensers, and the vehicle external heat exchanger 12 functions as an evaporator.

[0440] For example, when the thermal management system 100 switches to the air-heating, electric heating, and refrigerator heating three-open state, the working process of the refrigerant is as follows.

[0441] The compressor 11 discharges high-temperature high-pressure gas through compression and is divided into three branches.

[0442] Branch 1: The compressor 11 is connected with the indoor condenser 19 (with air passing through), the refrigerant in the indoor condenser 19 exchanges heat with low-temperature air, the low-temperature air is heated into high-temperature air by the indoor condenser 19 and is provided to the indoor for heating, and the refrigerant is cooled into medium-temperature high-pressure fluid by the indoor condenser 19; the outlet of the indoor condenser 19 is connected with the third throttling element 15, the refrigerant is throttled and cooled by the third throttling element 15, and becomes low-temperature low-pressure wet steam or supercooled liquid.

[0443] Branch 2: The refrigerant flowing out of the outlet of the compressor 11 enters the battery pack heat exchanger 71 through the seventh on-off valve 73 and the seventh throttling element 75, the low-temperature battery is heated by exchanging heat with the battery pack heat exchanger 71, and the refrigerant is cooled into medium-temperature high-pressure fluid by the battery pack heat exchanger 71; the outlet of the battery pack heat exchanger 71 is connected with the sixth throttling element 74, the refrigerant is throttled and cooled by the sixth throttling element 74, and becomes low-temperature low-pressure wet steam or supercooled liquid; the outlet of the sixth throttling element 74 and the outlet of the third throttling element 15 are combined, and are connected with the second outdoor heat exchanger 122 through the ninth on-off valve 18, at this time, the second outdoor heat exchanger 122 is an evaporator, the refrigerant is heated by ambient air or motor waste heat, and the process of absorbing heat from the environment is completed, and the refrigerant at the outlet of the second outdoor heat exchanger 122 is low-temperature low-pressure fluid.

[0444] Branch 3: The refrigerant flowing out of the outlet of the compressor 11 enters the refrigerator heating heat exchanger 51 through the fourth throttling element 52, at this time, the refrigerator heating heat exchanger 51 functions as a condenser, thereby heating the refrigerator heating module 5, and the refrigerant at the outlet of the refrigerator heating heat exchanger 51 is medium-temperature high-pressure fluid; the outlet of the refrigerator heating heat exchanger 51 is connected with the fifth throttling element 53, the refrigerant is throttled and cooled by the fifth throttling element 53, and becomes low-temperature low-pressure wet steam or supercooled liquid.

[0445] The outlets of the third throttling element 15, the fifth throttling element 53 and the sixth throttling element 74 are combined, and are connected with the second outdoor heat exchanger 122 through the ninth on-off valve 18, at this time, the second outdoor heat exchanger 122 is an evaporator, the refrigerant is heated by ambient air or motor waste heat, and the process of absorbing heat from the environment is completed, and the refrigerant at the outlet of the second outdoor heat exchanger 122 is low-temperature low-pressure fluid. The outlet of the second outdoor heat exchanger 122 is connected with the gas-liquid separator 9 through the first on-off valve 3, the gas-liquid separator 9 separates the refrigerant and refrigeration oil flowing in, and also functions as a refrigerant gas intermediate accumulator, thereby ensuring stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0446] In addition, since the battery pack heat exchanger 71 inlet and the refrigerator heating heat exchanger 51 inlet temperatures exceed a certain range, the local temperatures in the power battery and the refrigerator heating module 5 are likely to exceed the corresponding working temperature range, so when the vehicle interior condenser 19 demand temperature needs to continue to rise (for example, the target temperature is 95°C), and the battery pack heat exchanger 71 inlet and the refrigerator heating heat exchanger 51 inlet temperatures reach the upper limit (for example, the upper limit temperature is 65°C), the opening of the fourth throttling element 52 and the seventh throttling element 75 can be reduced to reduce the battery pack heat exchanger 71 inlet and the refrigerator heating heat exchanger 51 inlet temperatures. In this way, the fourth throttling element 52 and the seventh throttling element 75 can realize the control of different heating temperatures when they are opened.

[0447] In some embodiments, as shown in combination with FIG. 40, the thermal management system 100 has an air-heating and ice-making state. When the thermal management system 100 is in the air-heating and ice-making state, the first on-off valve 3 and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, the seventh on-off valve 73 and the eighth on-off valve 17 are closed, the third throttling element 15 and the fifth throttling element 53 are open and function as throttling elements, the fourth throttling element 52 is open, the vehicle interior condenser 19 and the refrigerator heating heat exchanger 51 function as condensers, and the vehicle exterior heat exchanger 12 functions as an evaporator.

[0448] For example, when the thermal management system 100 switches to the air-heating and ice-making state, the working process of the refrigerant is as follows.

[0449] The compressor 11 discharges high-temperature and high-pressure gas after compression, which is divided into two branches.

[0450] Branch 1: The compressor 11 is connected to the vehicle interior condenser 19 (with air passing through), the refrigerant in the vehicle interior condenser 19 exchanges heat with low-temperature air, the low-temperature air is heated into high-temperature air by the vehicle interior condenser 19 to provide heating for the vehicle interior, and the refrigerant is cooled into medium-temperature and high-pressure fluid by the vehicle interior condenser 19; the outlet of the vehicle interior condenser 19 is connected to the third throttling element 15, the refrigerant is throttled and cooled by the third throttling element 15, and becomes low-temperature and low-pressure wet steam or supercooled liquid.

[0451] Branch 2: The refrigerant flowing out of the compressor 11 outlet enters the refrigerator heating heat exchanger 51 through the fourth throttling element 52, at this time, the refrigerator heating heat exchanger 51 functions as a condenser to heat the refrigerator heating module 5, and the refrigerant at the outlet of the refrigerator heating heat exchanger 51 is medium-temperature and high-pressure fluid; the outlet of the refrigerator heating heat exchanger 51 is connected to the fifth throttling element 53, the refrigerant is throttled and cooled by the fifth throttling element 53, and becomes low-temperature and low-pressure wet steam or supercooled liquid.

[0452] The third throttling element 15 and the fifth throttling element 53 are combined, connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18. At this time, the second vehicle external heat exchanger 122 is an evaporator, and the refrigerant is heated by the ambient air or the motor waste heat to complete the heat absorption process from the environment. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is a low-temperature and low-pressure fluid; the outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3, and the gas-liquid separator 9 separates the refrigerant and the refrigeration oil from the flowing fluid, and also serves as a refrigerant gas intermediate storage tank to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0453] In some embodiments, as shown in FIG. 41, the thermal management system 100 has an electric heating ice cooling state. When the thermal management system 100 is in the electric heating ice cooling state, the first on-off valve 3, the seventh on-off valve 73 and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72 and the eighth on-off valve 17 are closed, the fifth throttling element 53 and the sixth throttling element 74 are open, and the fifth throttling element 53 and the sixth throttling element 74 function as throttling elements, the fourth throttling element 52 and the seventh throttling element 75 are open, the battery pack heat exchanger 71 and the refrigerator heating heat exchanger 51 function as condensers, and the vehicle external heat exchanger 12 functions as an evaporator.

[0454] For example, when the thermal management system 100 switches to the electric heating and refrigerator heating dual-opening state, the working process of the refrigerant is as follows.

[0455] The compressor 11 discharges high-temperature and high-pressure gas through compression, which is divided into two branches.

[0456] Branch 1: The refrigerant flowing out of the outlet of the compressor 11 enters the battery pack heat exchanger 71 through the seventh on-off valve 73 and the seventh throttling element 75, the temperature of the low-temperature battery is raised by heat exchange with the battery pack heat exchanger 71, and the refrigerant is cooled to a medium-temperature and high-pressure fluid by the battery pack heat exchanger 71; the outlet of the battery pack heat exchanger 71 is connected to the sixth throttling element 74, the refrigerant is throttled and cooled by the sixth throttling element 74 to become a low-temperature and low-pressure wet vapor or subcooled liquid; the outlet of the sixth throttling element 74 and the outlet of the third throttling element 15 are combined, connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18, at this time, the second vehicle external heat exchanger 122 is an evaporator, and the refrigerant is heated by the ambient air or the motor waste heat to complete the heat absorption process from the environment, and the refrigerant at the outlet of the second vehicle external heat exchanger 122 is a low-temperature and low-pressure fluid.

[0457] Branch 2: The refrigerant from the outlet of the compressor 11 enters the refrigerator heating heat exchanger 51 through the fourth throttling element 52. At this time, the refrigerator heating heat exchanger 51 functions as a condenser, thereby heating the refrigerator heating module 5. The refrigerant at the outlet of the refrigerator heating heat exchanger 51 is a medium-temperature high-pressure fluid. The outlet of the refrigerator heating heat exchanger 51 is connected to the fifth throttling element 53. The refrigerant is throttled and cooled by the fifth throttling element 53, thereby becoming a low-temperature low-pressure wet vapor or subcooled liquid. The outlets of the fifth throttling element 53 and the sixth throttling element 74 are combined and connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18. At this time, the second vehicle external heat exchanger 122 functions as an evaporator. The refrigerant is heated by ambient air or motor waste heat, thereby completing the process of absorbing heat from the environment. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is a low-temperature low-pressure fluid.

[0458] The outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3. The gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and functions as a refrigerant gas intermediate reservoir, thereby ensuring stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0459] In some embodiments, as shown in FIG. 42, the thermal management system 100 has an ice heating state. When the thermal management system 100 is in the ice heating state, the first on-off valve 3 and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, the seventh on-off valve 73, and the eighth on-off valve 17 are closed, the fifth throttling element 53 is open and functions as a throttling element, the fourth throttling element 52 is open, the refrigerator heating heat exchanger 51 functions as a condenser, and the vehicle external heat exchanger 12 functions as an evaporator.

[0460] For example, when the thermal management system 100 switches to the ice heating state, the working process of the refrigerant is as follows.

[0461] The refrigerant from the outlet of the compressor 11 enters the refrigerator heating heat exchanger 51 through the fourth throttling element 52. At this time, the refrigerator heating heat exchanger 51 functions as a condenser, thereby heating the refrigerator heating module 5. The refrigerant at the outlet of the refrigerator heating heat exchanger 51 is a medium-temperature high-pressure fluid; the outlet of the refrigerator heating heat exchanger 51 is connected to the fifth throttling element 53, and the refrigerant is throttled and cooled by the fifth throttling element 53 to become a low-temperature low-pressure wet vapor or supercooled liquid; the fifth throttling element 53 is connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18. At this time, the second vehicle external heat exchanger 122 is an evaporator, and the refrigerant is heated by ambient air or motor waste heat to complete the heat absorption process from the environment. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is a low-temperature low-pressure fluid. The outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3. The gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and also serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0462] In some embodiments, as shown in FIG. 43, the thermal management system 100 has an electric heating state. When the thermal management system 100 is in the electric heating state, the first on-off valve 3, the seventh on-off valve 73, and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, and the eighth on-off valve 17 are closed, the sixth throttling element 74 is open and functions as a throttling element, the seventh throttling element 75 is open, the battery pack heat exchanger 71 functions as a condenser, and the vehicle external heat exchanger 12 functions as an evaporator.

[0463] For example, when the thermal management system 100 switches to the electric heating state, the working process of the refrigerant is as follows.

[0464] The refrigerant from the outlet of the compressor 11 enters the battery pack heat exchanger 71 through the seventh on-off valve 73 and the seventh throttling element 75. The low-temperature battery is heated by heat exchange with the battery pack heat exchanger 71, and the refrigerant is cooled to a medium-temperature high-pressure fluid by the battery pack heat exchanger 71. The outlet of the battery pack heat exchanger 71 is connected to the sixth throttling element 74, and the refrigerant is throttled and cooled by the sixth throttling element 74 to become a low-temperature low-pressure wet vapor or supercooled liquid. The outlet of the sixth throttling element 74 is connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18. At this time, the second vehicle external heat exchanger 122 is an evaporator. The refrigerant is heated by ambient air or motor waste heat to complete the heat absorption process from the environment. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is a low-temperature low-pressure fluid; the outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3. The gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and also serves as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0465] In some embodiments, as shown in FIG. 44, the thermal management system 100 has an air dehumidification state. When the thermal management system 100 is in the air dehumidification state, the second on-off valve 6, the fifth on-off valve 16, and the eighth on-off valve 17 are open, the first on-off valve 3, the third on-off valve 43, the fourth on-off valve 44, the sixth on-off valve 72, the seventh on-off valve 73, and the ninth on-off valve 18 are closed, the first throttling element 14 is open and functions as a throttling element, and the vehicle interior condenser 19 functions as a condenser, the vehicle exterior heat exchanger 12 and the vehicle interior evaporator 13 function as evaporators.

[0466] For example, when the thermal management system 100 switches to the air conditioning dehumidification state, the working process of the refrigerant is as follows.

[0467] The compressor 11 discharges high-temperature and high-pressure gas, which is connected to the vehicle interior condenser 19 (whether the air circulation is open or closed is determined according to the need), and the vehicle interior condenser 19 performs heat release according to the need. At this time, the refrigerant at the outlet of the vehicle interior condenser 19 is still high-temperature and high-pressure gas. The outlet of the vehicle interior condenser 19 is connected to the vehicle exterior heat exchanger 12 through the eighth on-off valve 17, and the refrigerant exchanges heat with the environment through the vehicle exterior heat exchanger 12, the refrigerant releases heat, and the refrigerant at the outlet of the vehicle exterior heat exchanger 12 is medium-temperature and high-pressure fluid (which can be liquid or gas, determined by the ambient temperature). The vehicle exterior heat exchanger 12 is connected to the first throttling element 14 and the ejector 2, and the refrigerant is throttled and cooled by the first throttling element 14 and the ejector 2, becoming low-temperature and low-pressure wet steam or supercooled liquid. The outlet of the ejector 2 is connected to the vehicle interior evaporator 13, and at this time, the vehicle interior evaporator 13 functions as an evaporator in the case of high-temperature air passing through the vehicle interior evaporator 13, and the high-humidity air is cooled to condense water, and the absolute humidity in the vehicle interior is reduced. If temperature compensation is required after the vehicle interior air is dehumidified through the vehicle interior evaporator 13, part of the air flows through the vehicle interior condenser 19 to be heated, so as to achieve the purpose of controlling the temperature in the vehicle interior while reducing the humidity in the vehicle interior. The refrigerant at the outlet of the vehicle interior evaporator 13 is low-temperature and low-pressure fluid. The outlet of the vehicle interior evaporator 13 is connected to the gas-liquid separator 9, which separates the refrigerant and the refrigeration oil from the fluid flowing in, and also functions as a refrigerant gas intermediate storage device to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0468] In some embodiments, as shown in FIG. 45, the thermal management system 100 has an air dehumidification state. When the thermal management system 100 is in the air dehumidification state, the first on-off valve 3 and the ninth on-off valve 18 are open, the second on-off valve 6, the third on-off valve 43, the fourth on-off valve 44, the fifth on-off valve 16, the sixth on-off valve 72, the seventh on-off valve 73, and the eighth on-off valve 17 are closed, the third throttling element 15 is open and functions as a throttling element, and the vehicle interior condenser 19 functions as a condenser, and the second vehicle exterior heat exchanger 122 functions as an evaporator.

[0469] For example, when the thermal management system 100 switches to the air-conditioning defogging state, the working process of the refrigerant is as follows.

[0470] The compressor 11 discharges high-temperature and high-pressure gas after compression, and is connected to the in-vehicle condenser 19 (with air passing through). Low-temperature air is heated to high-temperature air by the in-vehicle condenser 19, and the mist on the glass is blown away by the defogging air duct. The refrigerant is cooled to medium-temperature and high-pressure fluid by the in-vehicle condenser 19. The outlet of the in-vehicle condenser 19 is connected to the third throttling element 15, and the refrigerant is throttled and cooled by the third throttling element 15 to become low-temperature and low-pressure wet steam or supercooled liquid. The outlet of the third throttling element 15 is connected to the second vehicle external heat exchanger 122 through the ninth on-off valve 18, and at this time, the second vehicle external heat exchanger 122 is an evaporator. The refrigerant is heated by ambient air or motor waste heat to complete the heat absorption process from the environment. The refrigerant at the outlet of the second vehicle external heat exchanger 122 is low-temperature and low-pressure fluid. The outlet of the second vehicle external heat exchanger 122 is connected to the gas-liquid separator 9 through the first on-off valve 3, and the gas-liquid separator 9 separates the incoming fluid into refrigerant and refrigeration oil, and also acts as a refrigerant gas intermediate reservoir to ensure stable suction of the compressor 11. Finally, the refrigerant returns to the compressor 11, thereby forming a cycle.

[0471] Some embodiments of the fifth aspect of the present disclosure also provide a thermal management system.

[0472] The thermal management system 100 according to some embodiments of the present disclosure is described below with reference to FIGS. 46-67. The thermal management system 100 can realize efficient three-open or two-open states of air-conditioning refrigeration, refrigerator cooling, and battery cooling, and can also optimize the matching of the refrigerator and the battery with the thermal management system 100.

[0473] As shown in FIGS. 46-67, the thermal management system 100 includes an air-conditioning module 1, an ejector 2, a refrigerator refrigeration module 3, and a battery heat exchange module 4.

[0474] The air-conditioning module 1 can function to perform refrigeration or heating on the passenger cabin air-conditioning side. The ejector 2 can absorb low-pressure fluid by the entraining action of high-pressure fluid, thereby realizing mixing of fluids and exchange of energy. The refrigerator refrigeration module 3 can function to refrigerate food or articles. The battery heat exchange module 4 can function to heat or cool the power battery.

[0475] For example, as shown in FIGS. 46-51, the air-conditioning module 1 includes a compressor 11, a vehicle external heat exchanger 12, and an in-vehicle evaporator 13 connected to form a refrigerant circuit.

[0476] The compressor 11 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 evaporator 13, and the outlet 113 is connected to a first end of the vehicle condenser 12. 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 second end of the vehicle condenser 12, and the ejector outlet 23 is connected to a second end of the vehicle evaporator 13. A first end of the refrigerator cooling module 3 is connected to the second end of the vehicle condenser 12, and a second end of the refrigerator cooling module 3 is connected to the second ejector inlet 22. A first end of the battery cooling module 4 is connected to the second end of the vehicle condenser 12, and a second end of the battery cooling module 4 is connected to the second inlet 112.

[0477] The compressor 11 can be a scroll compressor 11, the first inlet 111 can be a low-pressure suction port of the compressor 11, and the second inlet 112 can be a medium-pressure suction port of the compressor 11. In this way, the first inlet 111 and the second inlet 112 can correspond to cavities of different compression profiles inside the compressor 11, i.e., the first inlet 111 and the second inlet 112 can correspond to different gas compression stages inside the compressor 11, respectively.

[0478] The heat management system 100 according to some embodiments of the present disclosure, by connecting the first inlet 111 of the compressor 11 to the vehicle evaporator 13, and connecting the refrigerator cooling module 3 between the second end of the vehicle condenser 12 connected to the vehicle evaporator 13 and the first inlet 111 of the compressor 11, and connecting the battery cooling module 4 between the second end of the vehicle condenser 12 and the second inlet 112. In this way, under at least one of the following conditions: the air conditioning module 1 needs to cool the passenger compartment, the refrigerator cooling module 3 needs to cool the refrigerator, or the battery cooling module 4 needs to cool the battery, the refrigerant flowing out of the compressor 11 can release heat to the outside through the vehicle condenser 12 to reduce the temperature of the refrigerant, and then the refrigerant flows into at least one of the vehicle evaporator 13, the refrigerator cooling module 3, or the battery cooling module 4 to absorb heat from the inside of the vehicle evaporator 13, or the inside of the refrigerator cooling module 3, or the battery cooling module 4, thereby achieving cooling of the passenger compartment, cooling of the refrigerator, and cooling of the battery pack.

[0479] Further, the in-vehicle evaporator 13, the refrigerator refrigeration module 3 and the battery heat exchange module 4 are respectively connected with different inlets of the compressor 11. The first inlet 111 of the compressor 11 can correspond to a cavity with a lower pressure, and the second inlet 112 can correspond to a cavity with a higher pressure. In the working condition that the in-vehicle evaporator 13, the refrigerator refrigeration module 3 and the battery heat exchange module 4 operate simultaneously, the refrigerant with a higher pressure flowing out of the battery heat exchange module 4 can directly flow into the compressor 11 through the second inlet 112, and the refrigerant with a lower pressure flowing out of the refrigerator refrigeration module 3 and the in-vehicle evaporator 13 can flow into the compressor 11 through the first inlet 111. Then, the above two parts of refrigerant are pressurized in the compressor 11 and then discharged from the compressor 11 through the outlet 113, so as to complete the entire refrigeration cycle of the thermal management system 100, realize refrigeration for the passenger compartment, the refrigerator and the battery pack at the same time, and the refrigerant flowing out of the in-vehicle evaporator 13 or the battery heat exchange module 4 does not need to be artificially reduced in pressure and then flowed back to the compressor 11, so as to greatly reduce the pressure loss of the refrigerant in the air conditioning module 1 and the battery heat exchange module 4, and be beneficial to maintaining the refrigeration capacity and the refrigeration efficiency of the air conditioning module 1 and the battery heat exchange module 4. In this way, the refrigeration capacities of the in-vehicle evaporator 13, the refrigerator refrigeration module 3 and the battery heat exchange module 4 are all sufficient, and the thermal management system 100 can meet the refrigeration requirements of the passenger compartment, the vehicle-mounted refrigerator and the battery pack in hot weather.

[0480] For example, the compressor 11, the out-vehicle heat exchanger 12 and the in-vehicle evaporator 13 are sequentially connected to form a closed refrigerant circuit (that is, the refrigerant can repeatedly circulate between the three), and the compressor 11, the out-vehicle heat exchanger 12 and the battery heat exchange module 4 can also be sequentially connected to form a closed refrigerant circuit. The compressor 11 can lift low-pressure gas to high-pressure gas (the compressor 11 sucks low-temperature and low-pressure refrigerant gas from the gas inlet of itself, and then discharges high-temperature and high-pressure refrigerant gas to the gas outlet of itself after the refrigerant gas is compressed by the operation of the motor to drive the piston, so as to provide power for the refrigeration cycle). The out-vehicle heat exchanger 12 can correspondingly play the role of a condenser or an evaporator according to the refrigeration or heating state of the thermal management system 100, so as to assist the heat exchange effect of the in-vehicle evaporator 13.

[0481] For example, when the thermal management system 100 is in a refrigeration state, the in-vehicle evaporator 13 absorbs the heat in the passenger compartment. At this time, the refrigerant in the in-vehicle evaporator 13 gradually warms up, and the out-vehicle heat exchanger 12 can act as a condenser to exchange heat between the high-temperature refrigerant and the air outside the vehicle, so that the refrigerant after being cooled can be recycled to the in-vehicle evaporator 13 for heat absorption.

[0482] The first inlet 111 and the outlet 113 of the compressor 11 are connected to the vehicle evaporator 13 and the vehicle external heat exchanger 12 respectively, so as to facilitate the circulation of the refrigerant among the three. In addition, the second inlet 112 and the outlet 113 of the compressor 11 are connected to the battery heat exchange module 4 and the vehicle external heat exchanger 12 respectively, so as to facilitate the circulation of the refrigerant among the three.

[0483] The ejector 2 can entrain the low-pressure fluid by the entraining action of the high-pressure fluid, so as to realize the mixing and energy exchange of the fluids. The high-pressure fluid is also called working fluid or main flow, and the low-pressure fluid is also called entraining fluid or secondary flow. From the working process, the two-phase flow ejector 2 does not contain moving parts, and the thermodynamic and dynamic processes of the ejector 2 are only completed by the exchange and conversion between the two-phase fluids, so that the ejector 2 does not directly consume mechanical energy, and the fluid pressure can be improved.

[0484] In some embodiments, as shown in FIGS. 46, 47 and 49, the ejector 2 is provided with a first entraining inlet 21, a second entraining inlet 22 and an entraining outlet 23. The high-pressure medium-temperature refrigerant flowing from the vehicle external heat exchanger 12 into the refrigerant circuit is isentropically expanded in the first entraining inlet 21, in which process the refrigerant velocity increases (the refrigerant at the entraining outlet 23 can generally reach supersonic speed, and a series of shock waves will be generated), and the pressure decreases, realizing the conversion of pressure energy into kinetic energy; due to the large velocity difference and pressure difference between the working fluid (the refrigerant flowing from the vehicle external heat exchanger 12 into the first entraining inlet 21) and the entraining fluid (the refrigerant flowing from the cold box refrigeration module 3 into the second entraining inlet 22), the entraining fluid is continuously entrained into the working fluid, and gradually begins to mix with the working fluid, realizing the transfer of momentum and energy. With the uniform mixing of the two refrigerant fluids, the velocity and pressure of the fluids gradually tend to be consistent. After the mixed fluid reaches the entraining outlet 23, the fluid velocity decreases and the pressure increases, so as to realize the conversion of kinetic energy into pressure energy. Since the two-phase flow pressure of the entraining outlet 23 is between the pressures of the working fluid and the entraining fluid, the ejector 2 plays a role in improving the pressure of the entraining fluid.

[0485] In addition, the ejector outlet 23 is connected to the vehicle evaporator 13, and the fluid pressure at the ejector outlet 23 meets the evaporating pressure requirement when the air conditioner is cooling. After the refrigerant cools the passenger compartment, it flows into the compressor 11 after passing through the gas-liquid separator 86, completing the entire cycle. That is, in the dual-open state of the refrigerator cooling module 3 and the air conditioner module 1, the refrigerant can be at a lower evaporating pressure after cooling the refrigerator, and then enters the refrigerant circuit from the vehicle external heat exchanger 12. After the refrigerant mixes with the ejector 2, the refrigerant can reach a higher evaporating pressure. Then, after the refrigerant cools the passenger compartment, the refrigerant enters the first inlet 111 of the compressor 11 again, thereby realizing the entire refrigeration cycle. In this way, the refrigerant flow path ...

Claims

A thermal management system (1) comprising: an air conditioning module comprising a compressor (110), an outdoor heat exchanger (120) and an indoor evaporator (130) connected into a refrigerant circuit, the compressor (110) having an inlet (111) and an outlet (114), the inlet (111) of the compressor (110) being connected to a first end of the indoor evaporator (130), the outlet (114) of the compressor (110) being connected to a first end of the outdoor heat exchanger (120); a first ejector (200) having a first ejector inlet (211), a second ejector inlet (212) and a first ejector outlet (231), the second end of the outdoor heat exchanger (120) being connected to the first ejector inlet (211), the second end of the indoor evaporator (130) being connected to the first ejector outlet (231); a refrigerator cooling module (300) having a first end connected to the second end of the outdoor heat exchanger (120) and a second end connected to the second ejector inlet (212); and a refrigerator heating module (400) configured to heat a refrigerator interior space. The thermal management system (1) according to claim 1, wherein The first ejector inlet (211) and the first ejector outlet (231) are respectively provided at opposite ends of the first ejector (200), and the second ejector inlet (212) is provided at an outer periphery of the first ejector (200). The thermal management system (1) according to claim 1 or 2, wherein The first ejector (200) comprises: a suction section (210) provided with the first ejector inlet (211) and the second ejector inlet (212); a mixing section (220) connected to the suction section (210); and a diffuser section (230) connected to the mixing section (220) and provided with the first ejector outlet (231). The thermal management system (1) according to claim 3, wherein A cross-sectional area of the diffuser section (230) gradually increases in a direction away from the mixing section (220). The thermal management system (1) according to any one of claims 1 to 4, further comprising: a first on-off valve (930) having a first end connected to the second end of the refrigerator cooling module (300) and a second end connected to the inlet (111), the first on-off valve (930) being configured to control on-off between the refrigerator cooling module (300) and the inlet (111). The thermal management system (1) according to claim 5, wherein The air conditioning module further comprises: a second on-off valve (910) having a first end connected to the second end of the outdoor heat exchanger (120) and a second end connected to the first ejector inlet (211), the second on-off valve (910) being configured to control on-off between the outdoor heat exchanger (120) and the first ejector inlet (211). The thermal management system (1) according to claim 6, wherein The air conditioning module further comprises: a first throttling element (810) having a first end connected to the second end of the second on-off valve (910) and a second end connected to the second end of the in-vehicle evaporator (130). The thermal management system (1) according to claim 7, wherein The refrigerator refrigeration module (300) comprises: a refrigerator refrigeration heat exchanger (310); a second throttling element (820) having a first end connected to the second end of the out-of-vehicle heat exchanger (120) and a second end connected to a first end of the refrigerator refrigeration heat exchanger (310); and a third on-off valve (920) having a first end connected to a second end of the refrigerator refrigeration heat exchanger (310) and a second end connected to the second ejector inlet (212), the third on-off valve (920) being configured to control the on-off between the refrigerator refrigeration heat exchanger (310) and the second ejector inlet (212). The thermal management system (1) according to claim 8, wherein The air conditioning module further comprises: an in-vehicle condenser (140) having a first end connected to the outlet (114) and a second end connected to the first end of the out-of-vehicle heat exchanger (120); and a fourth on-off valve (940) having a first end connected to the second end of the out-of-vehicle heat exchanger (120) and a second end connected to the inlet (111), the fourth on-off valve (940) being configured to control the on-off between the out-of-vehicle heat exchanger (120) and the inlet (111). The thermal management system (1) according to claim 9, wherein The air conditioning module further comprises: a third throttling element (830) 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 fifth on-off valve (950) connected in parallel to the third throttling element (830) and configured to control the on-off between the in-vehicle condenser (140) and the out-of-vehicle heat exchanger (120). The thermal management system (1) according to claim 10, wherein The thermal management system (1) has an air cooling state; When the thermal management system (1) is in the air cooling state, the second on-off valve (910) and the fifth on-off valve (950) are open, the third on-off valve (920), the first on-off valve (930) and the fourth on-off valve (940) are closed, the first throttling element (810) is 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. The thermal management system (1) according to claim 10 or 11, wherein The thermal management system (1) has an ice cooling state; When the thermal management system (1) is in the ice cold state, the first on-off valve (930) and the fifth on-off valve (950) are open, the second on-off valve (910), the third on-off valve (920) and the fourth on-off valve (940) are closed, the second throttling element (820) is open and throttling, the outside heat exchanger (120) acts as a condenser, and the refrigerator refrigeration heat exchanger (310) acts as an evaporator. The thermal management system (1) according to any one of claims 10 to 12, wherein The thermal management system (1) has an air cooling ice cold state; When the thermal management system (1) is in the air cooling ice cold state, the second on-off valve (910), the third on-off valve (920) and the fifth on-off valve (950) are open, the first on-off valve (930) and the fourth on-off valve (940) are closed, the first throttling element (810) and the second throttling element (820) are open and throttling, the outside heat exchanger (120) acts as a condenser, and the inside evaporator (130) and the refrigerator refrigeration heat exchanger (310) act as evaporators. The thermal management system (1) according to any one of claims 10 to 13, wherein The thermal management system (1) has an air cooling ice cold state; When the thermal management system (1) is in the air cooling ice cold state, the second on-off valve (910), the third on-off valve (920) and the fifth on-off valve (950) are open, the first on-off valve (930) and the fourth on-off valve (940) are closed, the first throttling element (810) and the second throttling element (820) are open and throttling, the outside heat exchanger (120) acts as a condenser, and the inside evaporator (130) and the refrigerator refrigeration heat exchanger (310) act as evaporators. The thermal management system (1) according to any one of claims 10 to 14, further comprising: a battery heat exchange module (500), a first end of the battery heat exchange module (500) being connected with the second end of the outside heat exchanger (120), and a second end of the battery heat exchange module (500) being connected with the inlet (111) and the outlet (114) respectively. The thermal management system (1) according to claim 15, wherein The battery heat exchange module (500) comprises: at least one battery pack heat exchanger (510), a first end of the battery pack heat exchanger (510) being connected with the second end of the outside heat exchanger (120); a sixth on-off valve (960), a first end of the sixth on-off valve (960) being connected with the second end of the battery pack heat exchanger (510), and a second end of the sixth on-off valve (960) being connected with the inlet (111), the sixth on-off valve (960) being configured to control the on-off between the battery pack heat exchanger (510) and the inlet (111); and a seventh on-off valve (970), a first end of the seventh on-off valve (970) being connected with the outlet (114), and a second end of the seventh on-off valve (970) being connected with the second end of the battery pack heat exchanger (510), the seventh on-off valve (970) being configured to control the on-off between the battery pack heat exchanger (510) and the outlet (114). The thermal management system (1) according to claim 16, wherein The battery heat exchange module (500) further comprises: at least one fourth throttling element (840) having a first end connected to the second end of the vehicle-outside heat exchanger (120) and a second end connected to the first end of the battery pack heat exchanger (510); and at least one fifth throttling element (850) having a first end connected to the second end of the battery pack heat exchanger (510) and a second end connected to the first end of the sixth on-off valve (960) and the second end of the seventh on-off valve (970), respectively. The thermal management system (1) according to claim 17, wherein The battery heat exchange module (500) further comprises: a first one-way valve (520) having a first end connected to the first end of the fourth throttling element (840) and a second end connected to the first end of the second on-off valve (910), the first end of the second throttling element (820), and the first end of the fourth on-off valve (940), respectively, the first one-way valve (520) being configured to allow refrigerant to flow from the battery pack heat exchanger (510) to at least one of the second on-off valve (910), the second throttling element (820), or the fourth on-off valve (940); and a second one-way valve (530) having a first end connected to the first end of the fourth throttling element (840) and a second end connected to the second end of the vehicle-outside heat exchanger (120), the second one-way valve (530) being configured to allow refrigerant to flow from the vehicle-outside heat exchanger (120) to the battery pack heat exchanger (510). The thermal management system (1) according to claim 17 or 18, wherein The at least one battery pack heat exchanger (510) comprises a plurality of battery pack heat exchangers (510), the at least one fourth throttling element (840) comprises a plurality of fourth throttling elements (840), and the at least one fifth throttling element (850) comprises a plurality of fifth throttling elements (850), the plurality of battery pack heat exchangers (510) being connected in parallel, and each of the plurality of battery pack heat exchangers (510) having two ends connected to a corresponding fourth throttling element (840) of the plurality of fourth throttling elements (840) and a corresponding fifth throttling element (850) of the plurality of fifth throttling elements (850) in series, respectively. The thermal management system (1) according to any one of claims 16 to 19, wherein The inlet (111) comprises a first inlet (112) and a second inlet (113) spaced apart, the first end of the vehicle-in heat exchanger (130), the second end of the first on-off valve (930), and the second end of the fourth on-off valve (940) are connected to the first inlet (112), and the second end of the sixth on-off valve (960) is connected to the second inlet (113). The thermal management system (1) according to any one of claims 16 to 20, further comprising: a second ejector (600) having a third ejector inlet (610), a fourth ejector inlet (620), and a second ejector outlet (630), the third ejector inlet (610) being connected with the second end of the vehicle exterior heat exchanger (120), the fourth ejector inlet (620) being connected with the first end of the vehicle interior evaporator (130), the second ejector outlet (630) being connected with the first end of the battery pack heat exchanger (510). The thermal management system (1) according to claim 21, wherein The battery heat exchange module (500) further comprises: an eighth on-off valve (980), a first end of the eighth on-off valve (980) being connected with the second end of the vehicle exterior heat exchanger (120), and a second end of the eighth on-off valve (980) being connected with the third ejector inlet (610), the eighth on-off valve (980) being configured to control the on-off between the vehicle exterior heat exchanger (120) and the third ejector inlet (610); and a sixth throttling element (860), the eighth on-off valve (980) being connected in series with the second ejector (600), and the eighth on-off valve (980) and the second ejector (600) being connected in parallel with the sixth throttling element (860), when the eighth on-off valve (980) disconnects the vehicle exterior heat exchanger (120) and the third ejector inlet (610), the refrigerant of the vehicle exterior heat exchanger (120) enters the battery pack heat exchanger (510) through the sixth throttling element (860). The thermal management system (1) according to claim 22, wherein The air conditioning module further comprises: a ninth on-off valve (990), a first end of the ninth on-off valve (990) being connected with the first end of the vehicle interior evaporator (130) and the fourth ejector inlet (620) respectively, and a second end of the ninth on-off valve (990) being connected with the inlet (111), the ninth on-off valve (990) being configured to control the on-off between the vehicle interior evaporator (130) and the inlet (111). The thermal management system (1) according to claim 22 or 23, wherein The vehicle exterior heat exchanger (120) comprises: a first vehicle exterior heat exchanger (121), a first end of the first vehicle exterior heat exchanger (121) being connected with the second end of the vehicle interior condenser (140), a second end of the first vehicle exterior heat exchanger (121) being connected with the first end of the second on-off valve (910), the first end of the fourth on-off valve (940), the first end of the eighth on-off valve (980), and the first end of the second throttling element (820) respectively; and a second vehicle exterior heat exchanger (122), the second vehicle exterior heat exchanger (122) being connected in parallel with the first vehicle exterior heat exchanger (121). The thermal management system (1) according to claim 24, further comprising a motor cooling module (700), the motor cooling module (700) comprising: a three-way valve (710), the three-way valve (710) comprising a first connecting port (711), a second connecting port (712), and a third connecting port (713); a motor cooling channel (720), a first end of the motor cooling channel (720) being connected with the first connecting port (711); and a motor cooling channel (720), a first end of the motor cooling channel (720) being connected with the first connecting port (711); and a motor heat exchanger (730), a first end of the motor heat exchanger (730) being connected with the second connection port (712); wherein the second vehicle-outside heat exchanger (122) has 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 (713) and a second end of the motor heat exchanger (730) respectively, a second end of the first heat exchange channel being connected with a second end of the motor cooling channel (720), a first end of the second heat exchange channel being connected with the first end of the battery pack heat exchanger (510), and a second end of the second heat exchange channel being connected with the first end of the second on-off valve (910), the first end of the fourth on-off valve (940) and the first end of the second throttling element (820) respectively. The thermal management system (1) according to claim 24 or 25, wherein The air conditioning module further comprises: a tenth on-off valve (1000), a first end of the tenth on-off valve (1000) being connected with the second end of the vehicle inside condenser (140), and a second end of the tenth on-off valve (1000) being connected with the first end of the first vehicle-outside heat exchanger (121); and an eleventh on-off valve (1010), a first end of the eleventh on-off valve (1010) being connected with the second end of the vehicle inside condenser (140), and a second end of the eleventh on-off valve (1010) being connected with a first end of the second vehicle-outside heat exchanger (122). The thermal management system (1) according to any one of claims 10 to 26, further comprising: a refrigerator heating module (320), the vehicle inside condenser (140) being connected with the third throttling element (830) in series, and being connected with the refrigerator heating module (320) in parallel. The thermal management system (1) according to claim 27, wherein The refrigerator heating module (320) comprises: a refrigerator heating heat exchanger (321); a seventh throttling element (870), a first end of the seventh throttling element (870) being connected with the outlet (114), and a second end of the seventh throttling element (870) being connected with a first end of the refrigerator heating heat exchanger (321); and an eighth throttling element (880), a first end of the eighth throttling element (880) being connected with a second end of the refrigerator heating heat exchanger (321), and a second end of the eighth throttling element (880) being connected with the first end of the vehicle-outside heat exchanger (120). A vehicle (2000) comprising: The thermal management system (1) according to any one of claims 1 to 28.

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