Vehicle thermal management system and vehicle

Abstract

The invention discloses a vehicle thermal management system and a vehicle, and the vehicle thermal management system comprises a main refrigeration loop which is sequentially communicated with a compressor, a condenser, a throttling device and a plate heat exchanger; the cooling liquid distribution loop flows through the plate heat exchanger to exchange heat with the main refrigerating loop and comprises at least two parallel cooling branches, and the first cooling branch is configured to flow through the battery pack to cool the battery; the second cooling branch is configured to flow through the cold air core body, and an air blower is arranged at the cold air core body and used for providing cold air for the passenger compartment; and the refrigerator subsystem comprises a refrigerator body and a cold storage module arranged in the refrigerator body, and the refrigerator subsystem is configured to cool the interior of the refrigerator body through cold air from the second cooling branch or an independent refrigeration unit and store cold energy through the cold storage module so that the cold energy can be released when the main refrigeration loop stops running. The invention aims to decouple the direct coupling relationship between the vehicle-mounted refrigerator and thermal management loads such as a passenger compartment air conditioner and a battery cooling device, realize efficient distribution and comprehensive utilization of cooling capacity on the premise of ensuring independent and stable operation of each subsystem, and improve the continuous fresh-keeping capability of the refrigerator after the vehicle is shut down, so that the service life of the vehicle-mounted refrigerator is prolonged. Therefore, the comprehensive effects of system control optimization, energy consumption reduction and function experience improvement are achieved.

Description

Technical Field

[0001] This invention belongs to the field of automotive technology, specifically relating to a vehicle thermal management system and a vehicle. Background Technology

[0002] With the increasing demand for intelligent and comfortable vehicles, in-car refrigerators are becoming more and more widely used as a feature to enhance the driving experience. In-car refrigerators can provide a low-temperature preservation environment for food and beverages while driving, meeting the needs of users on long journeys or for leisure.

[0003] Currently, most common integrated solutions for vehicle refrigerators adopt a one-piece structure. This solution typically connects the refrigerator's evaporator in parallel to the refrigerant circuit of the vehicle's air conditioning system, allowing the vehicle refrigerator and the passenger compartment air conditioning system to share the same compressor, condenser, and piping. In other words, the refrigerator becomes an additional load in the vehicle's air conditioning refrigerant circuit. However, this architecture, which deeply couples the refrigerator and passenger compartment air conditioning into a single refrigerant circuit, has gradually revealed technical flaws in practice. First, there is a serious control coupling problem. The passenger compartment air conditioning aims to meet human comfort, and its cooling demand varies with the ambient temperature and set temperature, usually exhibiting intermittent and variable load characteristics, with the outlet air temperature generally maintained at ten to twenty degrees Celsius. On the other hand, the vehicle refrigerator needs to maintain a relatively constant low-temperature environment (usually around 0-5℃), requiring a continuous and stable supply of cooling capacity. The two have fundamentally different requirements for evaporation temperature and pressure. When these systems share a single direct expansion evaporator system and compressor, the evaporation pressure and compressor displacement cannot simultaneously meet two different demands, leading to suboptimal system operation and even oscillations. This manifests as unstable refrigerator insulation and fluctuating passenger compartment cooling. Secondly, this architecture causes system matching and energy consumption issues. To ensure continuous refrigerator operation, the compressor often needs frequent start-stop cycles or prolonged operation at high loads. This not only increases overall vehicle energy consumption but may also affect the stable heat dissipation of other components (such as the battery cooling system, if connected in the same circuit) due to difficulties in coordinating high and low pressures. Furthermore, once the vehicle is turned off, the entire vehicle air conditioning system shuts down completely, and the onboard refrigerator immediately loses its cold source, unable to maintain a low temperature, thus interrupting its function.

[0004] Therefore, existing integrated vehicle refrigerator solutions based on direct coupling of refrigerant circuits have significant shortcomings in terms of system control stability, energy efficiency optimization, and continued functionality after parking, which restricts further improvement of vehicle refrigerator performance and energy-saving development. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a vehicle thermal management system and vehicle. Its purpose is to decouple the direct coupling relationship between the vehicle refrigerator and thermal management loads such as passenger compartment air conditioning and battery cooling. Under the premise of ensuring the independent and stable operation of each subsystem, it achieves efficient distribution and comprehensive utilization of cooling capacity, and improves the refrigerator's continuous preservation capability after the vehicle is turned off, thereby achieving a comprehensive effect of system control optimization, energy consumption reduction and functional experience improvement.

[0006] To solve the above-mentioned technical problems, the present invention is achieved through the following technical solution: According to a first aspect of the present invention, a vehicle thermal management system is provided, comprising: The main refrigeration circuit is connected in sequence to a compressor, a condenser, a throttling device, and a plate heat exchanger; The coolant distribution circuit flows through the plate heat exchanger to exchange heat with the main refrigeration circuit, and includes at least two parallel cooling branches, wherein: The first cooling branch is configured to flow through the battery pack to cool the battery; The second cooling branch is configured to flow through a cold air core, where a blower is provided to supply cold air to the passenger compartment. A refrigerator subsystem includes a refrigerator body and a cold storage module disposed within the refrigerator body. The refrigerator subsystem is configured to cool the interior of the refrigerator body using cold air from a second cooling branch or an independent refrigeration unit, and to store cold energy using the cold storage module for release when the main refrigeration circuit stops operating.

[0007] In one possible implementation of the first aspect, the refrigerator subsystem is a direct-flow refrigerator, and further includes a blowing duct connected to the downstream air of the cold air core, wherein the refrigerator body is in fluid communication with the blowing duct to receive a portion of the air cooled by the cold air core.

[0008] In one possible implementation of the first aspect, the refrigerator subsystem is a semiconductor refrigerator, further comprising a cooling chip, a power controller for driving the cooling chip, a refrigerator heat exchanger thermally connected to the cold end of the cooling chip, and a first fan for causing air inside the refrigerator to flow through the refrigerator heat exchanger; the hot end of the cooling chip is provided with a refrigerator heat exchanger, and the refrigerator heat exchanger and the refrigerator heat exchanger are respectively located on both sides of the cooling chip.

[0009] In one possible implementation of the first aspect, the cold storage module is filled with a phase change material and disposed on the inner wall of the refrigerator body, and the inner wall of the refrigerator body is also provided with a heat insulation layer.

[0010] In one possible implementation of the first aspect, the main refrigeration circuit further includes a liquid receiver between the condenser and the throttling device; and / or, a coaxial tube is provided between the plate heat exchanger and the suction port of the compressor, the coaxial tube being configured to heat the low-pressure refrigerant from the plate heat exchanger using the high-pressure refrigerant from the condenser.

[0011] In one possible implementation of the first aspect, a heat dissipation circuit is further included, which flows through the condenser and forms an independent loop, and is sequentially connected to a radiator water pump and a low-temperature radiator, wherein a second fan is provided at the low-temperature radiator for cooling the condenser.

[0012] In one possible implementation of the first aspect, a first flow regulating valve is provided on the first cooling branch and a second flow regulating valve is provided on the second cooling branch, for independently regulating the flow rate of coolant flowing into each branch.

[0013] In one possible implementation of the first aspect, a control unit is further included, the control unit being configured to: acquire the maximum value among the temperature of the battery pack, the coolant temperature of the second cooling branch, and the internal temperature of the refrigerator body, and control the speed of the compressor according to the maximum value; and independently control the opening degree of the first flow regulating valve and the second flow regulating valve according to the respective temperature requirements of the first cooling branch and the second cooling branch.

[0014] In one possible implementation of the first aspect, the main refrigeration circuit is provided with an exhaust pressure and temperature sensor between the compressor's exhaust port and the condenser, and an intake pressure and temperature sensor is provided between the plate heat exchanger and the compressor's intake port.

[0015] According to a second aspect of the present invention, a vehicle is provided, including the aforementioned vehicle thermal management system.

[0016] Compared with the prior art, the present invention has at least the following beneficial effects: This invention provides a vehicle thermal management system that decouples the generation, distribution, and use of cooling capacity. The cooling function is accomplished by a single main refrigeration circuit, which transfers cooling capacity to the coolant distribution circuit via a plate heat exchanger. Battery cooling and passenger compartment cooling operate as parallel branches, drawing cooling capacity from the coolant circuit, while the refrigerator subsystem functions as an independent terminal, achieving cooling through either cold air or its own cooling capacity. This architecture prevents the heat loads of battery cooling, passenger compartment air conditioning, and the refrigerator from directly competing for and interfering with the evaporation pressure and compressor operation of the main refrigeration circuit. Each subsystem can operate and adjust independently according to its own needs, thus completely solving the problems of system oscillation and high / low pressure matching difficulties caused by control coupling in traditional solutions, ensuring that each functional module operates in an efficient and stable optimal state.

[0017] After system decoupling, the compressor speed can be optimized and adjusted according to the overall heat load, avoiding the inefficient operation of a high-power compressor to meet the low-load requirements of a single refrigerator, thus reducing overall vehicle energy consumption. The integrated cold storage module within the refrigerator subsystem absorbs and stores excess cold energy when the vehicle is in motion and the air conditioning system is operating. When the vehicle is turned off and the main refrigeration circuit completely stops working, the cold storage module slowly releases the stored cold energy, continuously providing a low-temperature environment inside the refrigerator, thereby achieving freshness preservation after parking. This solves the problem of traditional integrated refrigerators failing when parked, eliminating the need to keep the vehicle engine running for extended periods to maintain the refrigerator's low temperature. Due to the indirect cooling method from the main refrigeration circuit to the plate heat exchanger and then to the coolant distribution circuit, the refrigerant circuit is simplified, serving only one plate heat exchanger, without the need to directly lay complex refrigerant piping on the battery pack and multiple evaporator locations. This reduces the amount of refrigerant charged and the risk of leakage, reduces the number of refrigerant-side components, and lowers system complexity. The coolant circuit offers greater flexibility and safety in distributing cold energy, with a relatively simple piping layout. Overall, this architecture makes the vehicle's thermal management system more compact and frees up more effective space for vehicle layout. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the specific embodiments of the present invention, the drawings used in the description of the specific embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a vehicle thermal management system provided by an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the direct-blowing refrigerator subsystem according to an embodiment of the present invention; Figure 3This is a schematic diagram of the structure of the semiconductor refrigerator subsystem according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the arrangement of the cold storage module according to an embodiment of the present invention.

[0020] 1. Compressor; 2. Discharge pressure and temperature sensor; 3. Condenser; 4. Liquid receiver; 5. Radiator water pump; 6. Low-temperature radiator; 7. Second fan; 8. Coaxial tube; 9. Throttling device; 10. Plate heat exchanger; 11. Suction pressure and temperature sensor; 12. Battery pack; 13. Battery pack temperature sensor; 14. Coolant circuit water pump; 15. First flow control valve; 16. Second flow control valve; 17. Cooling core temperature sensor; 18. Cold air core; 19. Blower; 20. Air duct; 21. Refrigerator body; 22. Power controller; 23. First fan; 24. Refrigerator heat exchanger; 25. Cooling element; 26. Refrigerator cold exchanger; 27. Cold storage module; 28. Insulation layer; 100. Main refrigeration circuit; 200. Coolant distribution circuit; 210. First cooling branch; 220. Second cooling branch; 300. Refrigerator subsystem; 400. Heat dissipation circuit. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] Please see Figures 1 to 4 This invention provides a vehicle thermal management system and a vehicle.

[0023] The basic architecture of a vehicle thermal management system provided by the embodiments of the present invention is as follows: Figure 1 As shown, the vehicle thermal management system mainly includes the following three functional loops: The main refrigeration circuit 100 is connected in sequence to compressor 1, condenser 3, throttling device 9 and plate heat exchanger 10; The coolant distribution circuit 200 flows through the plate heat exchanger 10 to exchange heat with the main refrigeration circuit 100, and includes at least two parallel cooling branches, wherein: the first cooling branch 210 is configured to flow through the battery pack 12 to cool the battery; the second cooling branch 220 is configured to flow through the cold air core 18, where a blower 19 is provided for supplying cold air to the passenger compartment; The refrigerator subsystem 300 includes a refrigerator body 21 and a cold storage module 27 disposed within the refrigerator body 21. The refrigerator subsystem 300 is configured to cool the interior of the refrigerator using cold air from the second cooling branch 220 or an independent refrigeration unit, and to store cold energy using the cold storage module 27 for release when the main refrigeration circuit 100 stops operating.

[0024] In detail, the main refrigeration circuit 100 is the cold source of the system, responsible for generating cooling capacity. In this circuit, compressor 1 is an electric compressor, and its discharge port is connected to the refrigerant inlet of condenser 3 via a pipeline. The refrigerant outlet of condenser 3 is sequentially connected to an electronic expansion valve (serving as a throttling device 9) and the refrigerant passage inlet of plate heat exchanger 10. The refrigerant passage outlet of plate heat exchanger 10 ultimately returns to the suction port of compressor 1 via a pipeline, thus forming a complete vapor compression refrigeration cycle. The refrigerant circulates in this circuit, undergoing compression, condensation, throttling, and evaporation processes.

[0025] The coolant distribution circuit 200 is responsible for the transfer and distribution of cooling capacity. The coolant in this circuit flows through the coolant passages of the plate heat exchanger 10. Inside the plate heat exchanger 10, the coolant exchanges heat with the low-temperature, low-pressure refrigerant evaporating in the main refrigeration circuit 100, thereby being cooled. The cooled low-temperature coolant is then delivered to at least two parallel cooling branches. The first cooling branch 210 is arranged to flow through the vehicle's battery pack 12, directly cooling the battery with the low-temperature coolant. The second cooling branch 220 flows through a cooling core 18. Specifically, the cooling core 18 is essentially a liquid-gas heat exchanger with fins on its surface to increase the heat exchange area. A blower 19 is positioned upstream or downstream of the airflow from the cooling core 18 to force air (either recirculated air from inside the vehicle or fresh air from outside) across the surface of the cooling core 18. The air is cooled as it flows through the cold fins, and the resulting cool air is sent into the passenger compartment to achieve the air conditioning function.

[0026] The basic components of the refrigerator subsystem 300 include a refrigerator body 21 for storing items and a cold storage module 27 disposed inside the refrigerator body 21. The refrigerator subsystem 300 is designed to have two operating modes: in the first mode, it utilizes the final product from the second cooling branch 220, namely, cold air cooled by the cold air core 18, to cool the interior of the refrigerator body 21; in the second mode, it generates cooling capacity by relying on its own integrated refrigeration unit, independent of the main refrigeration circuit 100 and the coolant distribution circuit 200. Regardless of the operating mode, the cold storage module 27 absorbs and stores a portion of the cold capacity when the system is running. When the vehicle is turned off and the compressor 1 in the main refrigeration circuit 100 stops operating, the pre-stored cold capacity in the cold storage module 27 can be continuously released to provide a continuous cooling effect to the interior of the refrigerator body 21, thereby enabling the refrigerator to maintain a low temperature even after the vehicle is powered off, thus achieving continuous freshness preservation after parking.

[0027] In one possible implementation, such as Figure 2 As shown, the refrigerator subsystem 300 is a direct-blowing refrigerator, and also includes a blowing air duct 20 that is connected to the downstream air of the cold air core 18. The refrigerator body 21 is in fluid communication with the blowing air duct 20 to receive a portion of the air cooled by the cold air core 18.

[0028] In other words, the refrigerator subsystem 300 is specifically implemented as a direct-blowing refrigerator. Specifically, a branch interface or a pre-reserved air vent is provided on the air duct 20 used to deliver cold air to the rear of the passenger compartment. The refrigerator body 21 is fluidly connected to the air duct 20 via a duct or direct connection. When the air conditioning system is operating, part of the air cooled by the cold air core 18 flows along the original air duct 20 to the rear exhaust vent of the passenger compartment, while the other part is diverted into the refrigerator body 21. This cold air circulates within the body, directly exchanging heat with food, beverages, and the cold storage module 27, thereby achieving the purpose of cooling the refrigerator. This method reuses the cold air resources of the passenger compartment air conditioning system.

[0029] In one possible implementation, such as Figure 3 As shown, the refrigerator subsystem 300 is a semiconductor refrigerator, and also includes a cooling chip 25, a power controller 22 for driving the cooling chip 25, a refrigerator heat exchanger 26 thermally connected to the cold end of the cooling chip 25, and a first fan 23 for causing air inside the refrigerator to flow through the refrigerator heat exchanger 26; the hot end of the cooling chip 25 is provided with a refrigerator heat exchanger 24, and the refrigerator heat exchanger 24 and the refrigerator heat exchanger 26 are respectively located on both sides of the cooling chip 25.

[0030] Specifically, the refrigerator subsystem 300 employs a semiconductor refrigeration solution. The refrigerator integrates a complete semiconductor refrigeration unit. This unit includes: a cooling chip 25, a power controller 22 that supplies power to and controls the cooling chip 25, a refrigerator heat exchanger 26 tightly attached to the cold end (heat absorption end) of the cooling chip 25, and a first fan 23 that directs airflow from inside the refrigerator compartment 21 through the heat exchanger 26. To effectively expel the heat generated at the hot end (heat dissipation end) of the cooling chip 25, a refrigerator heat exchanger 24 is also attached to the hot end of the cooling chip 25. The heat exchanger 24 and the heat exchanger 26 are located on opposite sides of the cooling chip 25. During operation, current flows through the cooling chip 25, and its cold end absorbs heat from the heat exchanger 26, cooling the air flowing through it and circulating the cool air within the compartment. The heat generated at its hot end is dissipated to the external environment through the heat exchanger 24. This implementation makes the refrigerator operate completely independently of the vehicle's air conditioning refrigerant circuit and coolant circuit.

[0031] In one possible implementation, such as Figure 4 As shown, the cold storage module 27 is filled with phase change material and is disposed on the inner wall of the refrigerator body 21. The inner wall of the refrigerator body 21 is also provided with a heat insulation layer 28.

[0032] It should be understood that, whether it is the aforementioned direct-air-flow refrigerator or the semiconductor refrigerator, the internal structure of its refrigerator body 21 has been optimized to improve energy efficiency. For example... Figure 4 As shown, a cold storage module 27 is installed on the inner wall of the refrigerator body 21. The cold storage module 27 contains a phase change material with a suitable phase change temperature; for example, a material with a phase change temperature in the range of 0-5°C is selected. When there is a supply of cooling energy inside the refrigerator (whether from cold air or semiconductor refrigeration), the phase change material absorbs excess cooling energy and solidifies; when the cooling supply stops, the phase change material melts, releasing cooling energy to maintain the low temperature inside the refrigerator. To minimize cooling loss, an insulation layer 28 is laid on the inner wall of the refrigerator body 21. The insulation layer 28 is preferably located outside the cold storage module 27; for example, the insulation layer uses polyurethane foam material to insulate against external heat transfer.

[0033] In a preferred embodiment of the present invention, to meet higher environmental protection requirements, the refrigerant charged in the main refrigeration circuit 100 is R290 propane. R290 is a natural refrigerant that does not damage the ozone layer and meets the current green and low-carbon requirements of the automotive industry. It should be understood that the pressure-bearing and sealing design of each component of the system must be adapted to the characteristics of R290 refrigerant.

[0034] In one possible implementation, such as Figure 1As shown, the vehicle thermal management system also includes a heat dissipation circuit 400, which flows through the condenser 3 and forms an independent loop, and is sequentially connected to a radiator water pump 5 and a low-temperature radiator 6. A second fan 7 is provided at the low-temperature radiator 6 to cool the condenser 3.

[0035] Specifically, to ensure that the condenser 3 can efficiently and reliably dissipate the heat of the refrigerant in the main refrigeration circuit 100, especially when using R290 high-pressure refrigerant, this embodiment includes an independent heat dissipation circuit 400. This heat dissipation circuit 400 flows through the water channel side of the condenser 3, forming an independent coolant circulation. A radiator water pump 5 and a low-temperature radiator 6 are connected sequentially in the circuit. The radiator water pump 5 drives the coolant flow, absorbing the heat released during refrigerant condensation in the condenser 3. The high-temperature coolant, after absorbing heat, is pumped to the low-temperature radiator 6 located at the front of the vehicle. A second fan 7 is installed at the low-temperature radiator 6. When the second fan 7 operates, it draws in ambient air and forces it through the heat dissipation fins of the low-temperature radiator 6, thereby rapidly dissipating the heat carried by the coolant into the atmosphere, lowering the coolant temperature, and then returning it to the condenser 3 to continue absorbing heat.

[0036] In one possible implementation, such as Figure 1 As shown, a first flow regulating valve 15 is provided on the first cooling branch 210, and a second flow regulating valve 16 is provided on the second cooling branch 220, for independently regulating the flow rate of coolant flowing into each branch.

[0037] In other words, to achieve precise distribution of cooling capacity, independent flow control devices are installed on the two main branches of the coolant distribution circuit 200. Specifically, a first flow control valve 15, such as a three-way proportional valve, is installed on the first cooling branch 210, and a second flow control valve 16, such as another three-way proportional valve, is installed on the second cooling branch 220. The vehicle thermal management controller can independently adjust the opening of the first flow control valve 15 according to the actual temperature of the battery pack 12 and the cooling demand of the passenger compartment, thereby controlling the flow rate of coolant flowing into the battery pack 12; at the same time, it can independently adjust the opening of the second flow control valve 16, thereby controlling the flow rate of coolant flowing into the cooling air core 18. This allows the system to simultaneously but separately meet the potentially large differences in heat load demands for battery cooling and passenger compartment cooling.

[0038] In one possible implementation, such as Figure 1 As shown, intelligent control is achieved through an integrated control unit. This control unit is connected to multiple temperature sensor signals, including at least: a battery pack temperature sensor 13 mounted on the battery pack 12, a cold air core temperature sensor 17 mounted on the coolant inlet or outlet pipe of the cold air core 18, and a temperature sensor located inside the refrigerator body 21.

[0039] The control strategy executed by the control unit consists of two parts: the control unit continuously reads the detection values ​​from the battery pack temperature sensor 13, the cold air core temperature sensor 17, and the refrigerator interior temperature sensor. The control unit takes the maximum value among the three temperature values ​​as the overall heat load index of the current system. Then, based on the difference between the maximum value and the respective target temperatures, it calculates and adjusts the speed of compressor 1. This strategy ensures that if any of the battery, passenger compartment, or refrigerator needs cooling, compressor 1 can provide a matching cooling output.

[0040] Based on the total cooling capacity provided by compressor 1, the control unit independently adjusts the opening of the first flow regulating valve 15 according to the battery cooling demand reflected by battery pack temperature sensor 13 to distribute sufficient coolant to battery pack 12. Simultaneously, based on the air conditioning cooling demand reflected by air conditioning core temperature sensor 17, it independently adjusts the opening of the second flow regulating valve 16 to distribute an appropriate amount of coolant to air conditioning core 18. The control of the first flow regulating valve 15 and the second flow regulating valve 16 is independent and parallel, achieving decoupled control of the battery cooling circuit and the passenger compartment cooling circuit, ensuring that they do not interfere with each other and can both operate stably under optimal conditions.

[0041] In one possible implementation, such as Figure 1 As shown, the main refrigeration circuit 100 is provided with an exhaust pressure and temperature sensor 2 between the exhaust port of the compressor 1 and the condenser 3, and an intake pressure and temperature sensor 11 is provided between the plate heat exchanger 10 and the intake port of the compressor 1.

[0042] Specifically, to ensure the safe and stable operation of compressor 1 in the main refrigeration circuit 100, monitoring sensors are installed at key locations. A discharge pressure and temperature sensor 2 is installed on the high-pressure pipeline between the discharge port of compressor 1 and condenser 3 to monitor the discharge pressure and temperature of compressor 1 in real time, preventing excessively high system pressure or excessively high discharge temperature. A suction pressure and temperature sensor 11 is installed on the low-pressure pipeline between the refrigerant outlet of plate heat exchanger 10 and suction port of compressor 1 to monitor the suction pressure and temperature of compressor 1 in real time, preventing excessively low suction pressure that could lead to compressor liquid slugging or poor lubrication.

[0043] In one possible implementation, such as Figure 1 As shown, in the main refrigeration circuit 100, a liquid receiver 4 is installed between the condenser 3 and the throttling device 9. The liquid receiver 4 is used to store the excess refrigerant circulating in the system, which can adapt to the changing needs of the system for refrigerant circulation under different operating conditions, ensure stable liquid supply to the evaporator, and play a role in gas-liquid separation, filtration and drying.

[0044] Another optimization measure is to install a coaxial tube 8 in the pipeline between the plate heat exchanger 10 and the suction port of the compressor 1. The coaxial tube 8 has the following structure: the inner tube carries low-temperature, low-pressure gaseous refrigerant (from the plate heat exchanger outlet), while the outer tube annular gap carries high-temperature, high-pressure liquid refrigerant (from the condenser outlet). The two flow in opposite directions within the tube for heat exchange. This allows the high-temperature liquid refrigerant from the condenser 3 to be initially cooled, which helps improve the efficiency of the throttling device; while the low-temperature, low-pressure gaseous refrigerant from the plate heat exchanger is heated, increasing the superheat of the refrigerant entering the suction port of the compressor 1, preventing liquid slugging, and improving the compressor's gas delivery efficiency.

[0045] In one possible implementation, the coolant distribution circuit 200 further includes a coolant path pump 14 for driving coolant circulation, the coolant path pump 14 being located downstream of the coolant outlet of the plate heat exchanger 10.

[0046] In other words, the circulation power of the coolant distribution circuit 200 comes from the coolant pump 14. The coolant pump 14 is preferably located downstream of the coolant outlet of the plate heat exchanger 10. This arrangement ensures that the coolant pump 14 draws in the low-temperature coolant that has been cooled by the plate heat exchanger 10, which is beneficial for the pump's own cooling and extends its lifespan. After the coolant pump 14 starts, it pumps out the low-temperature coolant and pushes it through the subsequent parallel branches, completing the circulation of the entire coolant circuit.

[0047] This invention also provides a vehicle equipped with the vehicle thermal management system described in any of the above embodiments. The vehicle thermal management system can be located in the front compartment, chassis, or rear space of the vehicle. Specifically, the compressor 1, condenser 3, and cooling circuit 400 are located in the front compartment; the battery pack 12 and its cooling pipes are located in the chassis; the cold air core 18, blower 19, and air conditioning ducts are located behind the dashboard; the refrigerator compartment 21 can be located in the rear center armrest, trunk, or other positions depending on the vehicle model design. Because this vehicle is equipped with a thermal management system, it can achieve synergistic optimization of efficient battery cooling, comfortable passenger compartment air conditioning, and long-lasting food preservation by the onboard refrigerator.

[0048] In the description of this invention, it should be understood that the terms "upper", "lower", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0049] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0050] In this invention, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0051] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0052] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0053] Finally, it should be noted that the above-described embodiments are merely specific implementations of the present invention, used to illustrate the technical solutions of the present invention, and not to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments within the scope of the technology disclosed in the present invention, or make equivalent substitutions for some of the technical features; and these modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be covered within the scope of protection of the present invention.

Claims

1. A vehicle thermal management system, characterized in that, include: The main refrigeration circuit (100) is connected in sequence to a compressor (1), a condenser (3), a throttling device (9) and a plate heat exchanger (10). A coolant distribution circuit (200) flows through the plate heat exchanger (10) to exchange heat with the main refrigeration circuit (100), and includes at least two parallel cooling branches, wherein: The first cooling branch (210) is configured to flow through the battery pack (12) to cool the battery; The second cooling branch (220) is configured to flow through the cold air core (18), where a blower (19) is provided to provide cold air to the crew compartment; The refrigerator subsystem (300) includes a refrigerator body (21) and a cold storage module (27) disposed within the refrigerator body (21). The refrigerator subsystem (300) is configured to cool the interior of the refrigerator using cold air from the second cooling branch (220) or a separate refrigeration unit, and to store cold energy using the cold storage module (27) for release when the main refrigeration circuit (100) stops operating.

2. The vehicle thermal management system according to claim 1, characterized in that, The refrigerator subsystem (300) is a direct-blowing refrigerator and also includes a blowing air duct (20) connected to the downstream air of the cold air core (18). The refrigerator body (21) is in fluid communication with the blowing air duct (20) to receive part of the air cooled by the cold air core (18).

3. The vehicle thermal management system according to claim 1, characterized in that, The refrigerator subsystem (300) is a semiconductor refrigerator, and also includes a cooling chip (25), a power controller (22) for driving the cooling chip (25), a refrigerator heat exchanger (26) thermally connected to the cold end of the cooling chip (25), and a first fan (23) for causing air inside the refrigerator to flow through the refrigerator heat exchanger (26); the hot end of the cooling chip (25) is provided with a refrigerator heat exchanger (24), and the refrigerator heat exchanger (24) and the refrigerator heat exchanger (26) are respectively located on both sides of the cooling chip (25).

4. A vehicle thermal management system according to claim 2 or 3, characterized in that, The cold storage module (27) is filled with phase change material and is disposed on the inner wall of the refrigerator body (21). The inner wall of the refrigerator body (21) is also provided with a heat insulation layer (28).

5. A vehicle thermal management system according to claim 1, characterized in that, The main refrigeration circuit (100) is further provided with a liquid storage tank (4) between the condenser (3) and the throttling device (9); and / or, a coaxial tube (8) is provided between the plate heat exchanger (10) and the suction port of the compressor (1), the coaxial tube (8) being configured to heat the low-pressure refrigerant from the plate heat exchanger (10) using the high-pressure refrigerant from the condenser (3).

6. The vehicle thermal management system according to claim 1, characterized in that, It also includes a heat dissipation circuit (400), which flows through the condenser (3) and forms an independent loop, and is connected in sequence to a radiator water pump (5) and a low-temperature radiator (6). A second fan (7) is provided at the low-temperature radiator (6) for cooling the condenser (3).

7. A vehicle thermal management system according to claim 1, characterized in that, The first cooling branch (210) is provided with a first flow regulating valve (15), and the second cooling branch (220) is provided with a second flow regulating valve (16), which are used to independently regulate the flow rate of coolant flowing into each branch.

8. A vehicle thermal management system according to claim 7, characterized in that, It also includes a control unit configured to: acquire the maximum value among the temperature of the battery pack (12), the coolant temperature of the second cooling branch (220), and the internal temperature of the refrigerator body (21), and control the speed of the compressor (1) according to the maximum value; and independently control the opening degree of the first flow regulating valve (15) and the second flow regulating valve (16) according to the respective temperature requirements of the first cooling branch (210) and the second cooling branch (220).

9. A vehicle thermal management system according to claim 1, characterized in that, The main refrigeration circuit (100) is provided with an exhaust pressure and temperature sensor (2) between the exhaust port of the compressor (1) and the condenser (3), and an intake pressure and temperature sensor (11) between the plate heat exchanger (10) and the intake port of the compressor (1).

10. A vehicle, characterized in that, Including a vehicle thermal management system as described in any one of claims 1 to 9.

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