Thermal management system of vehicle and vehicle

Abstract

The invention discloses a thermal management system of a vehicle and the vehicle. The thermal management system of the vehicle comprises a compressor; one end of the in-vehicle condenser is connected with an exhaust port of the compressor; the first end of the first heat exchanger is connected with the other end of the in-vehicle condenser, the second end of the first heat exchanger is connected with an air suction port of the compressor, and the first heat exchanger is used for assisting or directly refrigerating the storage box. According to the heat management system of the vehicle, the first heat exchanger is used for conducting direct refrigeration or auxiliary refrigeration on the storage box, so that refrigeration of the storage box and heating of an air conditioner share one compressor, a compressor does not need to be independently arranged for the storage box, and the problems that in the industry, an independent vehicle-mounted refrigerator is large in peripheral size and high in cost are solved; meanwhile, the volume of the refrigerator is conveniently enlarged, and cost is reduced.

Description

Technical Field

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

[0002] With the upgrading of automobile consumption and the increasing demands of users for travel quality, in-car refrigerators, as a feature to enhance driving comfort, have gradually been applied in various passenger vehicles. However, the installation of in-car refrigerators will increase the cost of the vehicle. Summary of the Invention

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle thermal management system that utilizes a first heat exchanger to directly or indirectly cool the storage compartment, allowing the cooling of the storage compartment and the heating of the air conditioning to share a single compressor. This eliminates the need for a separate compressor for the storage compartment, solving the problem of large external volume and high cost of independent vehicle refrigerators in the industry. At the same time, it facilitates the expansion of the refrigerator's capacity and reduces costs.

[0004] The present invention also proposes a vehicle having the aforementioned thermal management system.

[0005] According to a first aspect of the present invention, a vehicle thermal management system includes: a compressor; an in-vehicle condenser, one end of which is connected to the exhaust port of the compressor; and a first heat exchanger, a first end of which is connected to the other end of the in-vehicle condenser, and a second end of which is connected to the intake port of the compressor, the first heat exchanger being used to assist or directly cool a storage compartment.

[0006] According to an embodiment of the present invention, the vehicle thermal management system utilizes a first heat exchanger to directly or indirectly cool the storage compartment, allowing the cooling of the storage compartment and the heating of the air conditioner to share a single compressor. This eliminates the need for a separate compressor for the storage compartment, solving the problem of large external volume and high cost of independent vehicle refrigerators in the industry. At the same time, it facilitates the expansion of the refrigerator's capacity and reduces costs.

[0007] In addition, the vehicle thermal management system according to the above embodiments of the present invention may also have the following additional technical features: According to some embodiments of the present invention, the thermal management system further includes a semiconductor temperature regulator, the semiconductor temperature regulator including a first end and a second end, the first end being used to cool or heat the storage box, and the first heat exchanger being used to cool the second end.

[0008] According to some embodiments of the present invention, the thermal management system further includes a second heat exchanger having a first heat exchange flow path and a second heat exchange flow path that exchange heat with each other. The first heat exchange flow path is adapted to exchange heat with a heating element. One end of the second heat exchange flow path is connected to the vehicle condenser through a first throttling element, and the other end is connected to the suction port of the compressor.

[0009] According to some optional embodiments of the present invention, the thermal management system further includes a heater core for heating the vehicle interior, the heater core being connected to the first heat exchange path.

[0010] According to some specific embodiments of the present invention, the thermal management system further includes a heating pipeline, the two ends of which are connected to the first heat exchange flow path, the heating element including a PTC heating element that heats the heating pipeline; and / or the thermal management system includes a third heat exchange flow path adapted to exchange heat with the vehicle's engine, the third heat exchange flow path being connected to the first heat exchange flow path.

[0011] According to some optional embodiments of the present invention, the thermal management system further includes an external heat exchanger, a first end of which is connected to the internal condenser via a second throttling element, and a second end of which is connected to the suction port of the compressor.

[0012] According to some specific embodiments of the present invention, the second end of the external heat exchanger is connected to the exhaust port of the compressor, and the first end of the external heat exchanger is connected to the first heat exchanger.

[0013] In some embodiments, the thermal management system further includes an in-vehicle evaporator, one end of which is connected to a first end of the external heat exchanger, and the other end of which is connected to the suction port of the compressor.

[0014] In some examples, the in-vehicle evaporator is connected in parallel or in series with the first heat exchanger, or the second heat exchanger is connected in parallel or in series with the first heat exchanger.

[0015] According to some specific embodiments of the present invention, the thermal management system further includes a third heat exchanger adapted to exchange heat with the vehicle's battery, wherein a first end of the third heat exchanger is optionally connected to a first end of an external heat exchanger and an internal condenser, and a second end of the third heat exchanger is connected to the suction port of the compressor.

[0016] In some embodiments, the second end of the third heat exchanger is connected to the exhaust port of the compressor, and the first end of the third heat exchanger is connected to the first end of the external heat exchanger.

[0017] In some embodiments, the second end of the third heat exchanger is connected to the exhaust port of the compressor, the first end of the third heat exchanger is connected to one end of the second heat exchange flow path, and the other end of the second heat exchange flow path is connected to the suction port of the compressor.

[0018] According to some embodiments of the present invention, the thermal management system further includes a fourth heat exchanger, the fourth heat exchanger including a fourth heat exchange flow path and a fifth heat exchange flow path, the fourth heat exchange flow path being connected to the exhaust port of the compressor, and the fifth heat exchange flow path being connected to the suction port of the compressor. Alternatively, the thermal management system further includes a liquid storage tank, and the fourth heat exchange flow path is connected to the liquid storage tank and the exhaust port of the compressor; or the thermal management system further includes a gas-liquid separator, and the fifth heat exchange flow path is connected to the gas-liquid separator and the suction port of the compressor.

[0019] According to some embodiments of the present invention, the first end is provided with heat exchange fins, the heat exchange fins being located inside the storage box; and / or, the storage box is provided with a fan, the fan being used to drive airflow within the storage box.

[0020] According to a second aspect of the present invention, a vehicle is provided, the vehicle including a thermal management system as described in the first aspect of the present invention.

[0021] According to an embodiment of the present invention, the vehicle utilizes the vehicle thermal management system described in the first aspect of the present invention to directly or indirectly cool the storage compartment using a first heat exchanger. This allows the cooling of the storage compartment and the heating of the air conditioner to share a single compressor, eliminating the need for a separate compressor for the storage compartment. This solves the problem of large external volume and high cost of independent vehicle refrigerators in the industry, while also facilitating the expansion of the refrigerator's capacity and reducing costs.

[0022] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present invention. The thermal management system includes a liquid storage tank. Figure 2 The thermal management system according to an embodiment of the present invention includes a gas-liquid separator. Figure 3 This is a schematic diagram of the structure of a thermal management system according to an embodiment of the present invention, wherein the in-vehicle condenser and the first heat exchanger are connected in series; Figure 4 The second heat exchanger and the first heat exchanger are connected in series in the thermal management system according to an embodiment of the present invention.

[0024] Attached reference numerals: 100, Thermal management system; 1, Compressor; 2, In-vehicle condenser; 4, Liquid receiver; 3, External heat exchanger; 5, In-vehicle evaporator; 6. Second heat exchanger; 601. First heat exchange flow path; 602. Second heat exchange flow path; 7. Storage box; 71. First heat exchanger; 72. Thermal grease; 73. Semiconductor temperature control element; 74. Heat exchange fins; 75. Fan; 76. Inner liner; 77. Storage space; 78. Insulation layer; 79. Outer liner; 8. Warm air core; 91. First shut-off valve; 92. Second shut-off valve; 93. Third shut-off valve; 94. Fourth shut-off valve; 95. Fifth shut-off valve; 101. First throttling element; 102. Second throttling element; 103. Third throttling element; 104. Fourth throttling element; 105. Fifth throttling element; 106. Sixth throttling element; 11. Engine; 111. Third heat exchange flow path; 12. Check valve; 13. Third heat exchanger; 14. Water pump; 15. Water circuit five-way valve; 16. PTC heating element; 161. Heating pipeline; 17. Gas-liquid separator; 18. Sensor. Detailed Implementation

[0025] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0026] A thermal management system 100 for a vehicle according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0027] like Figure 1 As shown, the vehicle thermal management system 100 according to an embodiment of the present invention includes a compressor 1, an in-vehicle condenser 2, and a first heat exchanger 71.

[0028] One end of the in-vehicle condenser 2 is connected to the exhaust port of the compressor 1, the first end of the first heat exchanger 71 is connected to the other end of the in-vehicle condenser 2, and the second end of the first heat exchanger 71 is connected to the suction port of the compressor 1. The first heat exchanger 71 is used to assist or directly cool the storage box 7 so that the storage box 7 can be used as a refrigerator.

[0029] It is understandable that the refrigerant can absorb heat when it flows through the first heat exchanger 71. The direct-cooling storage box 7 refers to the first heat exchanger 71 directly absorbing the heat generated by the storage box 7, thus heating the storage box 7. The auxiliary-cooling storage box 7 may have other components between the storage box 7 and the first heat exchanger 71, which then cool the storage box 7. The first heat exchanger 71 assists in cooling or cools the other components, improving the cooling effect of the other components on the storage box 7.

[0030] Specifically, the refrigerant flow direction within the thermal management system 100 can be compressor 1 - vehicle interior condenser 2 - first heat exchanger 71 - compressor 1. In this refrigerant cycle, heating of the vehicle interior and cooling of the storage compartment 7 via the first heat exchanger 71 can be achieved simultaneously. The refrigerant is suitable for releasing heat at the vehicle interior condenser 2 to achieve heating of the vehicle interior, providing a comfortable ambient temperature for passengers when the ambient temperature is low. The first heat exchanger 71 acts as an evaporator, absorbing heat from the storage compartment 7. In this process, it can absorb waste heat generated by the storage compartment 7, facilitating a reduction in compressor 1 energy consumption and minimizing energy waste.

[0031] The first heat exchanger 71 is used to cool the storage box 7, so that the cooling of the storage box 7 and the heating of the air conditioner share the same compressor 1. There is no need to set up a separate compressor 1 for the storage box 7, which solves the problem of large external volume and high cost of independent vehicle refrigerators in the industry. At the same time, it is easy to expand the refrigerator's volume and reduce costs.

[0032] Furthermore, when the ambient temperature is low and the vehicle interior is heated, directly absorbing heat from the environment can easily cause compressor 1 to enter low-pressure protection mode, resulting in continuous starting and stopping of compressor 1 and affecting its normal operation. However, in this embodiment, the heat generated in the storage box 7 at the first heat exchanger 71 can be used to heat the vehicle interior in low-temperature environments, thus preventing compressor 1 from entering low-pressure protection mode. This eliminates the need to add components such as a hot gas bypass to the thermal management system 100 to achieve low-pressure protection for compressor 1.

[0033] Therefore, the vehicle thermal management system 100 according to the present invention uses the first heat exchanger 71 to directly or auxiliaryly cool the storage box 7, so that the cooling of the storage box 7 and the heating of the air conditioner share a single compressor 1, eliminating the need to set up a separate compressor 1 for the storage box 7. This solves the problem of large external volume and high cost of independent vehicle refrigerators in the industry, while also facilitating the expansion of the refrigerator's capacity and reducing costs.

[0034] The following description, with reference to the accompanying drawings, describes a vehicle thermal management system 100 according to a specific embodiment of the present invention.

[0035] In some specific embodiments of the present invention, such as Figure 1As shown, the thermal management system 100 includes a compressor 1, an in-vehicle condenser 2, and a first heat exchanger 71.

[0036] In some embodiments of the present invention, the thermal management system 100 further includes a semiconductor temperature regulator 73, which includes a first end and a second end. The first end is used to cool or heat the storage box 7, and a first heat exchanger 71 is used to cool the second end. When the first end of the semiconductor temperature regulator 73 cools the storage box 7, the storage box 7 can be used as a refrigerator.

[0037] Specifically, when the semiconductor temperature regulating element 73 is energized in the forward direction, the first end of the semiconductor temperature regulating element 73 is the cooling end, which can cool the storage box 7. At this time, the second end of the semiconductor temperature regulating element 73 is the heating end. When the semiconductor temperature regulating element 73 is energized in the reverse direction, the first end of the semiconductor temperature regulating element 73 is the heating end, which can heat the storage box 7. At this time, the second end of the semiconductor temperature regulating element 73 is the cooling end.

[0038] In this way, a single semiconductor temperature control element 73 can simultaneously cool or heat the storage box 7, eliminating the need for additional heating elements inside the storage box 7. This reduces the number of components, avoids an excessive number of components in the thermal management system 100, and helps to reduce costs and energy consumption.

[0039] The first end of the first heat exchanger 71 is connected to the other end of the vehicle condenser 2, and the second end of the first heat exchanger 71 is connected to the suction port of the compressor 1. The first heat exchanger 71 is used to cool the second end.

[0040] In this design, when the semiconductor temperature regulator 73 cools the storage box 7, and the second end of the semiconductor temperature regulator 73 is the heating end, the first heat exchanger 71 is used to cool the second end. This significantly improves the cooling effect, minimum temperature, and overall energy efficiency of the first end, allowing the storage box 7 to be used as a refrigerator when the first end is used to cool the storage box 7. Simultaneously, using the first heat exchanger 71 to cool the heating end of the semiconductor temperature regulator 73 results in a simple structure that is easy to arrange.

[0041] Specifically, the refrigerant flow direction within the thermal management system 100 can be compressor 1 - vehicle interior condenser 2 - first heat exchanger 71 - compressor 1. In this refrigerant cycle, heating of the vehicle interior and cooling of the second end of the semiconductor temperature regulator 73 can be achieved simultaneously. The refrigerant is suitable for releasing heat at the vehicle interior condenser 2 to achieve heating of the vehicle interior, providing a comfortable ambient temperature for occupants when the ambient temperature is low. The first heat exchanger 71 acts as an evaporator, absorbing heat from the second end of the semiconductor temperature regulator 73 to achieve cooling of the second end of the semiconductor temperature regulator 73.

[0042] Understandably, the first end of the semiconductor temperature regulator 73 is used to cool the storage box 7. When the storage box 7 is used as a refrigerator, the first heat exchanger 71 is used to cool the second end of the semiconductor temperature regulator 73, so that the refrigerator temperature can be decoupled from the refrigerant temperature.

[0043] Specifically, due to the presence of the semiconductor temperature control element 73, the refrigerator temperature is decoupled from the refrigerant temperature, and the refrigerator temperature is no longer limited by the refrigerant temperature. Since the refrigerator requires a large amount of cooling capacity, directly using the refrigerant for cooling would result in excessively low refrigerant pressure in the thermal management system 100, increasing the energy consumption of the compressor 1. Furthermore, the cooling capacity required in other areas is less than that required by the refrigerator; for example, the cooling capacity of the thermal management system 100 for air conditioning or battery cooling is less than the cooling energy required for the refrigerator. Therefore, directly using the refrigerant for cooling, especially when the refrigerator is used in conjunction with air conditioning or battery cooling, would also result in energy waste.

[0044] In addition, the semiconductor temperature control element 73 is used to cool or heat the storage box 7. The cooling of the second end of the semiconductor temperature control element 73 and the air conditioning heating share a single compressor 1, eliminating the need to set up a separate compressor 1 for the storage box 7. This solves the problem of large external volume and high cost of independent vehicle refrigerators in the industry, while also facilitating the expansion of the refrigerator's capacity and reducing costs.

[0045] Therefore, the vehicle thermal management system 100 according to the present invention uses a semiconductor temperature regulating element 73 to cool or heat the storage box 7, and uses a first heat exchanger 71 to cool the second end of the semiconductor temperature regulating element 73, so that the temperature of the storage box 7 is decoupled from the temperature of the refrigerant, which facilitates the reduction of the energy consumption of the compressor 1 and the reduction of energy waste. At the same time, it can also heat the interior of the vehicle and provide a comfortable ambient temperature for the driver and passengers.

[0046] In some embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes a second heat exchanger 6. The second heat exchanger 6 has a first heat exchange path 601 and a second heat exchange path 602 that exchange heat with each other. The first heat exchange path 601 is adapted to exchange heat with the heating element. One end of the second heat exchange path 602 is connected to the vehicle condenser 2 through a first throttling element 101, and the other end is connected to the suction port of the compressor 1. The refrigerant in the second heat exchange path 602 can absorb heat generated by the heating element through the first heat exchange path 601.

[0047] Specifically, the refrigerant flow path in the thermal management system 100 can be compressor 1 - vehicle condenser 2 - first throttling element 101 - second heat exchanger 6 - compressor 1. In this flow path, the second heat exchanger 6 can act as an evaporator, where the refrigerant can absorb heat at the second heat exchange flow path 602. Furthermore, the refrigerant absorbs heat generated by the heating element in the second heat exchange flow path 602. In low ambient temperatures, if heat is directly absorbed from the environment when heating the vehicle interior, compressor 1 is prone to entering low-pressure protection, causing it to repeatedly start and stop, affecting its normal operation. This embodiment absorbs heat generated by the heating element at the second heat exchange flow path 602, thus preventing compressor 1 from entering low-pressure protection when heating the vehicle interior in low-temperature environments. This eliminates the need to add hot gas bypass components to the thermal management system 100 to achieve low-pressure protection for compressor 1.

[0048] In some alternative embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes a heater core 8, which is used to heat the vehicle interior. The heater core 8 is connected to a first heat exchange flow path 601. The liquid in the first heat exchange flow path 601 absorbs the heat generated by the heating element. When the liquid flows through the heater core 8, it releases the heat into the vehicle interior, thus heating the interior. This eliminates the need to start the compressor 1, enabling rapid heating of the vehicle interior and improving the user experience.

[0049] Understandably, the thermal management system 100 can heat the vehicle interior through the heater core 8 or the vehicle interior condenser 2. However, heating the vehicle interior condenser 2 requires starting the compressor 1, which takes a long time, while heating the vehicle interior does not require starting the compressor 1, making it easier to heat the vehicle interior quickly.

[0050] In some specific embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes a heating pipe 161, which is connected to both ends of the first heat exchange flow path 601.

[0051] In some embodiments, the heating element includes a PTC heating element 16, which heats the heating pipe 161 to heat the heater core 8 using the heat generated by the PTC heating element 16, thereby achieving rapid heating of the vehicle interior. At the same time, the heat generated by the PTC heating element 16 can also be used to provide heat to the second heat exchange path 602, so that the second heat exchanger 6 can be used as an evaporator in the refrigerant circulation.

[0052] In some embodiments, the thermal management system 100 includes a third heat exchange path 111, which is adapted to exchange heat with the vehicle's engine 11. The third heat exchange path 111 is connected to the first heat exchange path 601 to utilize the waste heat generated by the engine 11 to heat the heater core 8 and achieve rapid heating of the vehicle interior; or to utilize the waste heat generated by the engine 11 to heat the second heat exchange path 602, so that the second heat exchanger 6 can serve as an evaporator in the refrigerant circulation.

[0053] In some specific embodiments, such as Figure 1 As shown, the thermal management system 100 includes a third heat exchange flow path 111 and a water pump 14. The third heat exchange flow path 111 is adapted to exchange heat with the vehicle's engine 11. The heating element includes a PTC heating element 16, which heats the heating pipe 161. The water pump 14 is located in the heating pipe 161 and is adapted to drive the liquid circulation flow.

[0054] Among them, one end of the first heat exchange flow path 601 is connected to the C valve port of the water circuit five-way valve 15, the other end of the first heat exchange flow path 601 is connected to one end of the warm air core 8 and one end of the heating pipe 161, the other end of the warm air core 8 is connected to the B valve port of the water circuit five-way valve 15, the other end of the heating pipe 161 is connected to the 2 valve port of the water circuit five-way valve 15, one end of the third heat exchange flow path 111 is connected to the 3 valve port of the water circuit five-way valve 15, and the other end of the third heat exchange flow path 111 is connected to the 4 valve port of the water circuit five-way valve 15.

[0055] When the PTC heating element 16 is used alone to heat the vehicle interior, the B port and the 2 port of the five-way water valve 15 are connected. At this time, the water pump 14 drives the liquid to circulate in the water pump 14-PTC heating element 16 (open)-heater core 8-water five-way valve 15 (B port and 2 port connected)-water pump 14. The heat generated by the PTC heating element 16 is released into the vehicle interior through the heater core 8 to achieve rapid heating of the vehicle interior.

[0056] When the heat generated by the engine 11 is used to heat the interior of the vehicle, the B port and the 4 port of the water circuit five-way valve 15 are connected, and the 3 port and the 2 port are connected. At this time, the water pump 14 drives the liquid to circulate in the water pump 14-PTC heating element 16 (not open)-heater core 8-water circuit five-way valve 15 (B port and the 4 port are connected)-third heat exchange flow path 111-water circuit five-way valve 15 (3 port and the 2 port are connected)-water pump 14. The heat generated by the engine 11 is released into the vehicle through the heater core 8 to achieve rapid heating of the vehicle interior.

[0057] By turning on the PTC heater 16 in this liquid flow path, the heat generated by the engine 11 and the PTC heater 16 can be used to heat the interior of the vehicle.

[0058] When the PTC heating element 16 is used alone to heat the second heat exchange flow path 602, the C port and the 2 port of the water circuit five-way valve 15 are connected. At this time, the water pump 14 drives the liquid to circulate in the water pump 14-PTC heating element 16 (open)-first heat exchange flow path 601-water circuit five-way valve 15 (C port and 2 port are connected)-water pump 14. The heat of the PTC heating element 16 is provided to the second heat exchange flow path 602, so that the second heat exchanger 6 can be used as an evaporator in the refrigerant circulation.

[0059] When the heat generated by the engine 11 is used to heat the second heat exchange flow path 602, the C port and 4 port of the water circuit five-way valve 15 are connected, and the 3 port and 2 port of the water circuit five-way valve 15 are connected. At this time, the water pump 14 drives the liquid to circulate in the water pump 14-PTC heating element 16 (not open)-first heat exchange flow path 601-water circuit five-way valve 15 (C port and 4 port connected)-third heat exchange flow path-water circuit five-way valve 15 (3 port and 2 port connected)-water pump 14. The heat generated by the engine 11 is provided to the second heat exchange flow path 602, so that the second heat exchanger 6 can be used as an evaporator in the refrigerant circulation.

[0060] In this liquid flow path, the PTC heating element 16 is turned on, so that the heat generated by the engine 11 and the PTC heating element 16 can be used to provide heat to the second heat exchange flow path 602.

[0061] In some alternative embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes an external heat exchanger 3. The first end of the external heat exchanger 3 is connected to the internal condenser 2 through a second throttling element 102, and the second end of the external heat exchanger 3 is connected to the suction port of the compressor 1.

[0062] Specifically, the refrigerant flow path in the thermal management system 100 can be compressor 1 - in-vehicle condenser 2 - second throttling element 102 - external heat exchanger 3 - compressor 1. In this flow path, the external heat exchanger 3 acts as an evaporator, where the refrigerant can absorb heat from the air.

[0063] It is understandable that when using the in-vehicle condenser 2 to heat the vehicle interior, the refrigerant flowing through the in-vehicle condenser 2 can flow to the external heat exchanger 3, where the refrigerant absorbs heat from the air. In this case, the external heat exchanger 3 acts as an evaporator in the refrigerant circulation. Alternatively, the refrigerant flowing through the in-vehicle condenser 2 can flow to the second heat exchange path 602, where the refrigerant absorbs heat generated by the heating element. In this case, the second heat exchanger 6 acts as an evaporator in the refrigerant circulation path.

[0064] Specifically, when the semiconductor temperature regulator 73 heats or cools the refrigerator, it can also heat the passenger compartment through the vehicle's condenser 2. Specifically, when the semiconductor temperature regulator 73 cools the refrigerator, the refrigerant releases heat to the passenger compartment at the vehicle's condenser 2, thus heating the passenger compartment. The refrigerant can absorb waste heat generated at the second end of the semiconductor temperature regulator 73 at the first heat exchanger 71, utilizing this waste heat to heat the passenger compartment. This approach helps reduce compressor energy consumption and improve energy efficiency, while also preventing the compressor from entering low-pressure protection mode.

[0065] In some specific embodiments of the present invention, such as Figure 1 As shown, the second end of the external heat exchanger 3 is connected to the exhaust port of the compressor 1, and the first end of the external heat exchanger 3 is connected to the first heat exchanger 71.

[0066] Specifically, the refrigerant flow path in the thermal management system 100 can be compressor 1 - external heat exchanger 3 - first heat exchanger 71 - compressor 1. In this flow path, the external heat exchanger 3 acts as a condenser, and the first heat exchanger 71 acts as an evaporator. The refrigerant releases heat into the air through the first heat exchanger 71, and the refrigerant absorbs heat at the first heat exchanger 71 to directly cool the storage box 7 or cool the second end of the semiconductor temperature regulating element 73.

[0067] Furthermore, the second end of the external heat exchanger 3 is connected to the exhaust port of the compressor 1 through the internal condenser 2. When the external heat exchanger 3 acts as a condenser, the internal condenser 2 does not work, so as to release heat to the environment.

[0068] In some embodiments, a first one-way valve 12 is provided between the first end of the external heat exchanger 3 and the first heat exchanger 71 to prevent refrigerant backflow.

[0069] In some embodiments, a first shut-off valve 91 is provided between the second end of the in-vehicle condenser 2 and the second end of the external heat exchanger 3, a second shut-off valve 92 is provided between the in-vehicle condenser 2 and the first end of the external heat exchanger 3, and a third shut-off valve 93 is provided between the second end of the external heat exchanger 3 and the suction port of the compressor 1.

[0070] When the vehicle interior is heated by the in-vehicle condenser 2 and the vehicle exterior heat exchanger 3 is used as the evaporator, the second shut-off valve 92 and the third shut-off valve 93 are open, and the first shut-off valve 91 is closed. At this time, the refrigerant flow path is: compressor 1 - in-vehicle condenser 2 - second shut-off valve 92 - second throttling element 102 - vehicle exterior heat exchanger 3 - third shut-off valve 93 - compressor 1.

[0071] When the vehicle interior is heated by the in-vehicle condenser 2 and the second heat exchanger 6 is used as the evaporator, the second shut-off valve 92 is open and the first shut-off valve 91 and the third shut-off valve 93 are closed. At this time, the refrigerant flow path is: compressor 1 - in-vehicle condenser 2 - second shut-off valve 92 - first throttling element 101 - second heat exchanger 6 - compressor 1.

[0072] When the first heat exchanger 71 is used to directly cool the storage box 7 or the second end of the semiconductor temperature regulating element 73, and the external heat exchanger 3 is used as the condenser, the first shut-off valve 91 is open, and the second shut-off valve 92 and the third shut-off valve 93 are closed. At this time, the refrigerant flow path is: compressor 1 - in-vehicle condenser 2 - first shut-off valve 91 - external heat exchanger 3 - one-way valve 12 - first heat exchanger 71 - compressor 1. Although the refrigerant passes through the in-vehicle condenser 2, it does not release heat at the in-vehicle condenser 2; instead, it releases heat at the external heat exchanger 3.

[0073] When the first heat exchanger 71 is used to directly cool the storage box 7 or the second end of the semiconductor temperature regulating element 73, and the vehicle interior condenser 2 is used as the condenser, heating of the vehicle interior can also be achieved. The second shut-off valve 92 is open, and the first shut-off valve 91 and the third shut-off valve 93 are closed. At this time, the refrigerant flow path is: compressor 1 - vehicle interior condenser 2 - second shut-off valve 92 - first heat exchanger 71 - compressor 1. The refrigerant releases heat at the vehicle interior condenser 2.

[0074] In some embodiments, the thermal management system 100 further includes an in-vehicle evaporator 5, one end of which is connected to the first end of the external heat exchanger 3, and the other end of which is connected to the suction port of the compressor 1. Specifically, the refrigerant flow path can be: compressor 1 - in-vehicle condenser 2 - external heat exchanger 3 - in-vehicle evaporator 5 - compressor 1. The refrigerant is suitable for absorbing heat in the in-vehicle evaporator 5 to achieve cooling of the passenger compartment.

[0075] It is understandable that the temperature of the storage box 7 is low when it is used as a refrigerator. If the refrigerant is used directly to cool the storage box 7, it will cause the low-pressure side of the thermal management system 100 to drop too low. However, the present invention decouples the temperature of the refrigerator from the temperature of the refrigerant. In this way, while cooling the storage box 7 and the air conditioner, the low-pressure side of the thermal management system 100 can be prevented from dropping too low, thereby reducing energy waste.

[0076] Furthermore, if refrigerant is used to cool the storage box 7, and both the storage box 7 and the air conditioner are cooled simultaneously, the refrigerant temperature flowing through the storage box 7 is lower, while the refrigerant temperature flowing through the vehicle evaporator 5 is higher. This necessitates the installation of a throttling element between the vehicle evaporator 5 and the compressor 1 suction port, and a voltage transformer at the compressor 1 suction port, which complicates the components of the thermal management system 100. This invention decouples the refrigerator temperature from the refrigerant temperature, eliminating the need for a throttling element between the vehicle evaporator 5 and the compressor 1 suction port, and eliminating the need for a voltage transformer at the compressor 1 suction port. This reduces the number of components and lowers the cost of the thermal management system 100.

[0077] In some examples, when the refrigerator is used for cooling, the refrigerant temperature and the power of the semiconductor temperature regulator 73 need to be calibrated to select the optimal combination. If the refrigerator is used in combination with other modes, such as air conditioning or battery cooling, the refrigerator's low pressure follows the other components, and the refrigerator temperature is adjusted by the power of the semiconductor temperature regulator 73.

[0078] In some specific embodiments, such as Figure 1 , Figure 2 As shown, the in-vehicle evaporator 5 is connected in parallel with the first heat exchanger 71. Both the in-vehicle evaporator 5 and the first heat exchanger 71 serve as evaporators in the refrigerant circulation path. The end of the in-vehicle evaporator 5 connected in parallel with the first heat exchanger 71 can be connected to the in-vehicle condenser 2 or the external heat exchanger 3, with the in-vehicle condenser 2 or the external heat exchanger 3 serving as the condenser.

[0079] Furthermore, a third throttling element 103 is connected in series at the first end of the first heat exchanger 71, and a fourth throttling element 104 is connected in series at the first end of the in-vehicle evaporator 5.

[0080] In other specific embodiments, such as Figure 3 As shown, the vehicle interior evaporator 5 is connected in series with the first heat exchanger 71. Since the first heat exchanger 71 only needs to directly cool the storage box 7 or cool the second end of the semiconductor temperature regulating element 73, the cooling capacity consumed by the first heat exchanger 71 is not large. Therefore, the vehicle interior evaporator 5 can be connected in series with the first heat exchanger 71, and the cooling capacity can meet the cooling capacity required by the first heat exchanger 71 and the vehicle interior evaporator 5.

[0081] Specifically, the first end of the first heat exchanger 71 can be selectively connected to the first end of either the in-vehicle condenser 2 or the external heat exchanger 3. The first end of the in-vehicle evaporator 5 is connected to the second end of the first heat exchanger 71, and the second end of the in-vehicle evaporator 5 is connected to the suction port of the compressor 1. When the in-vehicle evaporator 5 and the first heat exchanger 71 are used as evaporators for cooling, the in-vehicle condenser 2 or the external heat exchanger 3 is used as the condenser.

[0082] The in-vehicle evaporator 5 is connected in series with the first heat exchanger 71. Either the in-vehicle evaporator 5 or the first heat exchanger 71 can work to achieve in-vehicle cooling or to cool the second end of the semiconductor temperature regulating element 73 alone. Alternatively, the in-vehicle evaporator 5 and the first heat exchanger 71 can work simultaneously.

[0083] In some examples, a sensor 18 is provided between the first heat exchanger 71 and the in-vehicle evaporator 5. A third throttling element 103 is provided at the first end of the first heat exchanger 71. The sensor 18 is used to sense the temperature of the refrigerant flowing to the in-vehicle evaporator 5. The third throttling element 103 is adapted to adjust the opening degree according to the detection result of the sensor 18 so that both the in-vehicle evaporator 5 and the first heat exchanger 71 have sufficient cooling capacity.

[0084] When the first heat exchanger 71 works alone, the refrigerant temperature and the power of the semiconductor temperature regulator 73 need to be calibrated. The third throttling element 103 is adapted to adjust the opening degree according to the detection result of the sensor 18 to select the optimal combination. If the vehicle evaporator 5 works alone or the vehicle evaporator 5 and the first heat exchanger 71 work at the same time, the refrigerator low pressure follows other components, and the refrigerator temperature is adjusted by the power of the semiconductor temperature regulator 73. At this time, the third throttling element 103 is adapted to control according to the normal evaporator logic.

[0085] In some specific embodiments, such as Figure 1 , Figure 2 As shown, the second heat exchanger 6 is connected in parallel with the first heat exchanger 71. Both the second heat exchanger 6 and the first heat exchanger 71 serve as evaporators in the refrigerant circulation path. The end of the second heat exchanger 6 connected in parallel with the first heat exchanger 71 can be connected to the in-vehicle condenser 2 or the out-of-vehicle heat exchanger 3, with the in-vehicle condenser 2 or the out-of-vehicle heat exchanger 3 serving as the condenser.

[0086] Furthermore, a third throttling element 103 is connected in series at the first end of the first heat exchanger 71, and a first throttling element 101 is connected in series at the first end of the second heat exchanger 6.

[0087] In other specific embodiments, such as Figure 4 As shown, the second heat exchanger 6 is connected in series with the first heat exchanger 71. Since the first heat exchanger 71 only needs to directly cool the storage box 7 or the second end of the semiconductor temperature regulating element 73, the cooling capacity consumed by the first heat exchanger 71 is not large. Therefore, the second heat exchanger 6 can be connected in series with the first heat exchanger 71, and the cooling capacity can meet the cooling needs of the first heat exchanger 71 and the second heat exchanger 6.

[0088] Specifically, the first end of the first heat exchanger 71 can be selectively connected to the first end of either the in-vehicle condenser 2 or the external heat exchanger 3. The first end of the second heat exchanger 6 is connected to the second end of the first heat exchanger 71, and the second end of the second heat exchanger 6 is connected to the suction port of the compressor 1. When the second heat exchanger 6 and the first heat exchanger 71 are used as evaporators for cooling, the in-vehicle condenser 2 or the external heat exchanger 3 is used as the condenser.

[0089] The second heat exchanger 6 is connected in series with the first heat exchanger 71. Either the second heat exchanger 6 or the first heat exchanger 71 can work to absorb the heat generated by the heating element alone or to cool the second end of the semiconductor temperature regulating element 73 alone. Alternatively, the second heat exchanger 6 and the first heat exchanger 71 can work simultaneously.

[0090] In some examples, a sensor 18 is provided between the first heat exchanger 71 and the second heat exchanger 6. A third throttling element 103 is provided at the first end of the first heat exchanger 71. The sensor 18 is used to sense the temperature of the refrigerant flowing to the second heat exchanger 6. The third throttling element 103 is adapted to adjust the opening degree according to the detection result of the sensor 18 so that both the second heat exchanger 6 and the first heat exchanger 71 have sufficient cooling capacity.

[0091] When the first heat exchanger 71 operates alone, the refrigerant temperature and the power of the semiconductor temperature regulator 73 need to be calibrated. The third throttling element 103 is adapted to adjust the opening degree according to the detection result of the sensor 18 to select the optimal combination. If the second heat exchanger 6 operates alone or the second heat exchanger 6 and the first heat exchanger 71 operate simultaneously, the refrigerator low pressure follows other components, and the refrigerator temperature is adjusted by the power of the semiconductor temperature regulator 73. At this time, the third throttling element 103 is adapted to control according to the normal evaporator logic.

[0092] In some specific embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 also includes a third heat exchanger 13, which is adapted to exchange heat with the vehicle's battery. The first end of the third heat exchanger 13 is optionally connected to the first end of the external heat exchanger 3 and the internal condenser 2, and the second end of the third heat exchanger 13 is connected to the suction port of the compressor 1. The third heat exchanger 13 is used for cooling the battery.

[0093] Specifically, the thermal management system 100 provides battery cooling modes including a first battery cooling mode and a second battery cooling mode. In the first battery cooling mode, the first end of the third heat exchanger 13 is connected to the first end of the external heat exchanger 3, and the refrigerant flow path is: compressor 1 - external heat exchanger 3 - third heat exchanger 13 - compressor 1. In this circulation path, the external heat exchanger 3 acts as a condenser, and the third heat exchanger 13 acts as an evaporator to cool the battery.

[0094] In the second battery cooling mode, the first end of the third heat exchanger 13 is connected to the vehicle interior condenser 2, and the refrigerant flow path is: compressor 1 - vehicle interior condenser 2 - third heat exchanger 13 - compressor 1. In this circulation path, the vehicle interior condenser 2 acts as a condenser, and the third heat exchanger 13 acts as an evaporator, so as to simultaneously achieve heating of the vehicle interior and cooling of the battery.

[0095] Understandably, in the first battery cooling mode, a portion of the refrigerant flowing through the external heat exchanger 3 can be directed to the third heat exchanger 13, while another portion flows to the internal evaporator 5, allowing for simultaneous cooling of the battery and the air conditioning. In other words, the first battery cooling mode enables individual cooling of the battery, or simultaneous cooling of the battery and the air conditioning; the second battery cooling mode enables simultaneous heating of the vehicle interior and cooling of the battery.

[0096] In some embodiments, such as Figure 1 As shown, the second end of the third heat exchanger 13 is connected to the exhaust port of the compressor 1, and the first end of the third heat exchanger 13 is connected to the first end of the external heat exchanger 3. The third heat exchanger 13 is used to heat the battery.

[0097] Specifically, when the first end of the third heat exchanger 13 is connected to the first end of the external heat exchanger 3, the circulation path of the refrigerant is: compressor 1 - third heat exchanger 13 - second throttling element 102 - external heat exchanger 3 - compressor 1. At this time, the third heat exchanger 13 acts as a condenser to release heat and heat the battery, while the external heat exchanger 3 acts as an evaporator to absorb heat from the ambient air.

[0098] In some embodiments, such as Figure 1 As shown, the second end of the third heat exchanger 13 is connected to the exhaust port of the compressor 1, the first end of the third heat exchanger 13 is connected to one end of the second heat exchange flow path 602, and the other end of the second heat exchange flow path 602 is connected to the suction port of the compressor 1. The third heat exchanger 13 is used to heat the battery.

[0099] Specifically, when the first end of the third heat exchanger 13 is connected to one end of the second heat exchange flow path 602, the circulation path of the refrigerant is: compressor 1 - third heat exchanger 13 - first throttling element 101 - second heat exchanger 6 - compressor 1. At this time, the third heat exchanger 13 acts as a condenser to release heat and realize the heating of the battery, while the second heat exchanger 6 acts as an evaporator to absorb heat from the first heat exchange flow path 601.

[0100] In summary, in this embodiment, the cooling and heating of the battery, the cooling and heating of the air conditioner, the direct cooling of the storage box 7, or the cooling of the second end of the semiconductor temperature regulating element 73 all share a single compressor 1, which helps to reduce the complexity of the thermal management system 100 components and reduce costs.

[0101] In some embodiments of the present invention, the thermal management system 100 further includes a fourth heat exchanger, which includes a fourth heat exchange flow path and a fifth heat exchange flow path for heat exchange. The fourth heat exchange flow path is connected to the exhaust port of the compressor 1, and the fifth heat exchange flow path is connected to the suction port of the compressor 1.

[0102] In some embodiments, such as Figure 1 As shown, the thermal management system 100 also includes a liquid storage tank 4, and a fourth heat exchange flow path connects the liquid storage tank 4 and the exhaust port of the compressor 1. The liquid storage tank 4 is used to store excess liquid refrigerant.

[0103] The refrigerant at the discharge port of compressor 1 is a high-pressure refrigerant, and the refrigerant at the suction port of compressor 1 is a low-pressure refrigerant. This allows the fourth heat exchange flow path and the fifth heat exchange flow path to exchange heat, which facilitates the improvement of the subcooling of the refrigerant in the fourth heat exchange flow path and the improvement of the stability of the liquid refrigerant. It also facilitates the improvement of the superheat of the refrigerant in the fifth heat exchange flow path and the improvement of the stability of the gaseous refrigerant, thereby making the refrigerant at the suction port of compressor 1 a stable gaseous refrigerant.

[0104] In other embodiments, such as Figure 2 As shown, the thermal management system 100 also includes a gas-liquid separator 17, and a fifth heat exchange flow path connects the gas-liquid separator 17 and the suction port of the compressor 1. The gas-liquid separator 17 is used to prevent liquid refrigerant from entering the suction port of the compressor 1.

[0105] The refrigerant at the discharge port of compressor 1 is a high-pressure refrigerant, and the refrigerant at the suction port of compressor 1 is a low-pressure refrigerant. This allows the fourth heat exchange flow path and the fifth heat exchange flow path to exchange heat, which facilitates the improvement of the subcooling of the refrigerant in the fourth heat exchange flow path and the improvement of the stability of the liquid refrigerant. It also facilitates the improvement of the superheat of the refrigerant in the fifth heat exchange flow path and the improvement of the stability of the gaseous refrigerant, thereby making the refrigerant at the suction port of compressor 1 a stable gaseous refrigerant.

[0106] In some embodiments of the present invention, the semiconductor temperature regulating element 73 may include two, and the two semiconductor temperature regulating elements 73 can achieve different cooling temperatures, so that when the storage box 7 is used as a refrigerator, the storage box 7 can have two spaces: a refrigeration space and a freezing space.

[0107] In some embodiments of the present invention, such as Figure 1 As shown, the first end is provided with heat exchange fins 74, which are located inside the storage box 7. This allows for more efficient heat exchange between the air inside the storage box 7 and the first end of the semiconductor temperature control element 73, thus solving the problems of insufficient natural heat exchange and the tendency for the first end of the semiconductor temperature control element 73 to freeze.

[0108] The heat dissipation fins are not limited in form or quantity; any structure that increases the heat exchange area to improve heat exchange is included.

[0109] In some embodiments, thermal grease 72 is provided between the first end of the semiconductor temperature regulator 73 and the heat exchange fin 74 to connect the first end of the semiconductor temperature regulator 73 and the heat exchange fin 74, while enabling the semiconductor temperature regulator 73 to exchange heat with the heat exchange fin 74, and to use the heat exchange fin 74 to cool or heat the storage box 7.

[0110] In some embodiments of the present invention, such as Figure 1 As shown, a fan 75 is provided inside the storage box 7. The fan 75 is used to drive the air flow inside the storage box 7 so as to form air convection inside the storage box 7, increase the convective heat transfer between the first end of the semiconductor temperature regulating element 73 and the space inside the storage box 7, thereby increasing the heat transfer rate between the semiconductor temperature regulating element 73 and the air inside the storage space 77, and maintaining the temperature uniformity of the storage space 77.

[0111] Among them, the fan 75 is not limited in form, quantity, or placement. One or more fans 75 can be installed according to actual needs, and can be placed anywhere within the storage box 7. If there are other restrictions, fans 75 may not be installed.

[0112] In some embodiments, such as Figure 1 As shown, the storage box 7 includes an inner liner 76, an insulation layer 78, and an outer liner 79. The inner liner 76 defines the storage space 77, and the insulation layer 78 is provided between the inner liner 76 and the outer liner 79. The insulation layer 78 serves to insulate the storage space 77.

[0113] The fan 75 is located inside the storage space 77. One end of the heat exchange fin 74 is connected to the first end of the semiconductor temperature control element 73, and the other end extends into the storage space 77. The fan 75 is used to drive the airflow in the storage space 77, thereby enabling sufficient heat exchange between the air in the storage space 77 and the heat exchange fin 74, enhancing the heat exchange between the air in the storage space 77 and the heat exchange fin 74, improving the cooling or heating efficiency of the storage space 77, increasing the cooling or heating speed, and maintaining the temperature uniformity of the storage space 77.

[0114] It is understandable that whether the storage box 7 is cooled alone, or the storage box 7 is cooled simultaneously with the air conditioner, or the storage box 7, the air conditioner and the battery are cooled simultaneously, the first end of the semiconductor temperature regulating element 73 is the cooling end, and the fan 75 is turned on at the same time. This has the advantage of rapidly cooling the storage box 7, with fast cooling speed, wide coverage of working conditions, and convenient energy saving.

[0115] In some specific embodiments of the present invention, such as Figure 1 As shown, the thermal management system 100 includes a compressor 1, a liquid receiver 4, an in-vehicle condenser 2, an in-vehicle evaporator 5, an external heat exchanger 3, a semiconductor temperature regulating element 73, a first heat exchanger 71, a second heat exchanger 6, and a third heat exchanger 13.

[0116] The second heat exchanger 6 has a first heat exchange flow path 601 and a second heat exchange flow path 602 that exchange heat with each other. The first heat exchange flow path 601 is adapted to exchange heat with the heating element.

[0117] The exhaust port of compressor 1 is connected to one end of the in-vehicle condenser 2. The other end of the in-vehicle condenser 2 is connected to the second end of the external heat exchanger 3 through the first shut-off valve 91. The other end of the in-vehicle condenser 2 is connected to the liquid storage tank 4 through the second shut-off valve 92. The first end of the external heat exchanger 3 is connected to the liquid storage tank 4 through the one-way valve 12.

[0118] The liquid storage tank 4 is connected to one end of the second heat exchange flow path 602 through the first throttling element 101, to the first end of the external heat exchanger 3 through the second throttling element 102, to one end of the first heat exchanger 71 through the third throttling element 103, to one end of the internal evaporator 5 through the fourth throttling element 104, and to the first end of the third heat exchanger 13 through the fifth throttling element 105.

[0119] Specifically, the liquid storage tank 4 is connected to one end of the second heat exchange flow path 602 through the first throttling element 101, and the other end of the second heat exchange flow path 602 is connected to the suction port of the compressor 1.

[0120] The liquid storage tank 4 is connected to the first end of the external heat exchanger 3 through the second throttling element 102, and the second end of the external heat exchanger 3 is connected to the suction port of the compressor 1 through the third shut-off valve 93.

[0121] The liquid storage tank 4 is connected to one end of the first heat exchanger 71 through the third throttling element 103, and the other end of the first heat exchanger 71 is connected to the suction port of the compressor 1.

[0122] The liquid storage tank 4 is connected to one end of the vehicle evaporator 5 via the fourth throttling element 104, and the other end of the vehicle evaporator 5 is connected to the suction port of the compressor 1.

[0123] The liquid storage tank 4 is connected to the first end of the third heat exchanger 13 via the fifth throttling element 105. The second end of the third heat exchanger 13 is connected to the suction port of the compressor 1 via the sixth throttling element 106 and the fifth shut-off valve 95. The discharge port of the compressor 1 is also connected to the second end of the third heat exchanger 13 via the fourth shut-off valve 94. The first end of the third heat exchanger 13 is connected to the second heat exchange flow path 602, the first end of the first heat exchanger 71, and one end of the vehicle evaporator 5. Therefore, while heating the battery, it is also possible to simultaneously cool the second end of the semiconductor temperature regulating element 73 and cool the vehicle interior.

[0124] Among them, the first heat exchanger 71 and the third heat exchanger 13 are not limited in form or quantity, and any structure that allows the refrigerant to flow and be cooled directly by the refrigerant is included.

[0125] This invention utilizes a semiconductor temperature control element 73 to cool or heat the storage box 7. The working mode of the storage box 7 is not affected by the working mode of the air conditioner. In addition to the storage box 7 cooling or heating alone, it can also realize a variety of mixed working modes such as air conditioner cooling + refrigerator cooling, air conditioner heating + refrigerator cooling, air conditioner cooling + refrigerator heating, and air conditioner heating + refrigerator heating.

[0126] Specifically, the thermal management system 100 includes an air conditioning cooling mode, in which the refrigerant absorbs heat at the evaporator 5 inside the vehicle to achieve cooling of the vehicle interior. The refrigerant flow path in the air conditioning cooling mode is as follows: compressor 1 - vehicle interior condenser 2 - first shut-off valve 91 - vehicle exterior heat exchanger 3 - one-way valve 12 - liquid receiver 4 - fourth throttling element 104 - vehicle interior evaporator 5 - compressor 1.

[0127] The thermal management system 100 includes an air conditioning heating mode, which includes a first air conditioning heating mode and a second air conditioning heating mode. In the first air conditioning heating mode, the in-vehicle condenser 2 acts as a condenser, and the external heat exchanger 3 acts as an evaporator. The refrigerant absorbs heat from the air through the external heat exchanger 3. The refrigerant flow path in the first air conditioning heating mode is: compressor 1 - in-vehicle condenser 2 - second shut-off valve 92 - liquid receiver 4 - second throttling element 102 - external heat exchanger 3 - third shut-off valve 93 - compressor 1.

[0128] In the second air conditioning heating mode, the in-vehicle condenser 2 acts as a condenser, and the second heat exchanger 6 acts as an evaporator. The refrigerant absorbs the heat generated by the heating element through the second heat exchange flow path 602. The flow path of the refrigerant in the second air conditioning heating mode is: compressor 1 - in-vehicle condenser 2 - second shut-off valve 92 - liquid receiver 4 - first throttling element 101 - second heat exchanger 6 - compressor 1.

[0129] The thermal management system 100 includes a battery cooling mode, which includes a first battery cooling mode and a second battery cooling mode. In the first battery cooling mode, the external heat exchanger 3 acts as a condenser, and the third heat exchanger 13 acts as an evaporator. The refrigerant flow path in the first battery cooling mode is: compressor 1 - internal condenser 2 - first shut-off valve 91 - external heat exchanger 3 - one-way valve 12 - liquid receiver 4 - fifth throttling element 105 - third heat exchanger 13 - sixth throttling element 106 - fifth shut-off valve 95 - compressor 1.

[0130] In the first battery cooling mode, the flow path is the same as that in the air conditioning cooling mode, so the air conditioning cooling mode and the first battery cooling mode can be used together.

[0131] In the second battery cooling mode, the in-vehicle condenser 2 acts as the condenser, and the third heat exchanger 13 acts as the evaporator. The refrigerant flow path in the second battery cooling mode is: compressor 1 - in-vehicle condenser 2 - second shut-off valve 92 - liquid receiver 4 - fifth throttling element 105 - third heat exchanger 13 - sixth throttling element 106 - fifth shut-off valve 95 - compressor 1.

[0132] In the second battery cooling mode, the flow path is the same as that of the first and second air conditioning heating modes. Therefore, the first air conditioning heating mode and / or the second air conditioning heating mode can be used in combination with the second battery cooling mode.

[0133] The thermal management system 100 includes a battery heating mode, which includes a first battery heating mode and a second battery heating mode. In the first battery heating mode, the third heat exchanger 13 acts as a condenser, and the external heat exchanger 3 acts as an evaporator. The refrigerant flow path in the first battery heating mode is: compressor 1 - fourth shut-off valve 94 - sixth throttling element 106 - third heat exchanger 13 - fifth throttling element 105 - second throttling element 102 - external heat exchanger 3 - third shut-off valve 93 - compressor 1.

[0134] In the first battery heating mode, the flow path is the same as that of the first air conditioning heating mode and the second air conditioning heating mode. Therefore, the first air conditioning heating mode and / or the second air conditioning heating mode can be used in combination with the first battery heating mode.

[0135] In the second battery heating mode, the third heat exchanger 13 acts as a condenser and the second heat exchanger 6 acts as an evaporator. The refrigerant flow path in the second battery heating mode is: compressor 1 - fourth shut-off valve 94 - sixth throttling element 106 - third heat exchanger 13 - fifth throttling element 105 - first throttling element 101 - second heat exchanger 6 - compressor 1.

[0136] In the second battery heating mode, the flow path is the same as that of the first and second air conditioning heating modes. Therefore, the first and / or second air conditioning heating modes can be used in combination with the second battery heating mode.

[0137] In addition, when the third heat exchanger 13 is used as a condenser, the vehicle interior evaporator 5, the first heat exchanger 71, or the second heat exchanger 6 can also be used as evaporators; no further restrictions are imposed here.

[0138] The thermal management system 100 includes a refrigerator cooling mode, which includes a first refrigerator cooling mode and a second refrigerator cooling mode. In the first refrigerator cooling mode, the external heat exchanger 3 acts as a condenser, and the first heat exchanger 71 acts as an evaporator. The refrigerant flow path in the first refrigerator cooling mode is: compressor 1 - internal condenser 2 - first shut-off valve 91 - external heat exchanger 3 - one-way valve 12 - liquid receiver 4 - third throttling element 103 - first heat exchanger 71 - compressor 1.

[0139] In the first refrigerator cooling mode, the flow path is the same as that in the air conditioner cooling mode, so the air conditioner cooling mode and the first refrigerator cooling mode can be used together.

[0140] In the second refrigerator cooling mode, the vehicle condenser 2 acts as the condenser, and the first heat exchanger 71 acts as the evaporator. The refrigerant flow path in the second refrigerator cooling mode is: compressor 1 - vehicle condenser 2 - second shut-off valve 92 - liquid receiver 4 - third throttling element 103 - first heat exchanger 71 - compressor 1.

[0141] In the second refrigerator cooling mode, the flow path is the same as that of the first air conditioner heating mode and the second air conditioner heating mode. Therefore, the first air conditioner heating mode and / or the second air conditioner heating mode can be used in combination with the second refrigerator cooling mode.

[0142] The thermal management system 100 includes a refrigerator heating mode. When the semiconductor temperature control element 73 heats the storage box 7, the heating of the storage box 7 does not affect other modes. Other modes can work normally, and the third throttling element 103 can be turned off.

[0143] The following describes a vehicle according to an embodiment of the present invention. The vehicle according to an embodiment of the present invention includes a thermal management system 100 according to the above-described embodiment.

[0144] According to the vehicle of the present invention, the first heat exchanger 71 is used to directly or indirectly cool the storage box 7, so that the cooling of the storage box 7 and the heating of the air conditioner share a single compressor 1, eliminating the need to set up a separate compressor 1 for the storage box 7. This solves the problem of large external volume and high cost of independent vehicle refrigerators in the industry, while also facilitating the expansion of the refrigerator's capacity and reducing costs.

[0145] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0146] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the 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, and therefore should not be construed as a limitation of the invention. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, "above" or "below" a second feature may include direct contact between the first and second features, or it may include contact between the first and second features not being in direct contact but through another feature between them.

[0147] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0148] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0149] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example 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.

[0150] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A thermal management system for a vehicle, characterized in that, include Compressor (1); The vehicle interior condenser (2) has one end connected to the exhaust port of the compressor (1); The first heat exchanger (71) has its first end connected to the other end of the vehicle condenser (2) and its second end connected to the suction port of the compressor (1). The first heat exchanger (71) is used to assist or directly cool the storage box (7).

2. The vehicle thermal management system according to claim 1, characterized in that, It also includes a semiconductor temperature regulator (73), which includes a first end and a second end. The first end is used to cool or heat the storage box (7), and the first heat exchanger (71) is used to cool the second end.

3. The vehicle thermal management system according to claim 1 or 2, characterized in that, It also includes a second heat exchanger (6), which has a first heat exchange flow path (601) and a second heat exchange flow path (602) for mutual heat exchange. The first heat exchange path (601) is adapted to exchange heat with the heating element. One end of the second heat exchange flow path (602) is connected to the vehicle condenser (2) through the first throttling element (101), and the other end is connected to the suction port of the compressor (1).

4. The vehicle thermal management system according to claim 3, characterized in that, It also includes a heater core (8), which is used to heat the interior of the vehicle and is connected to the first heat exchange path (601).

5. The vehicle thermal management system according to claim 4, characterized in that, The thermal management system (100) further includes a heating pipe (161), which is connected to both ends of the first heat exchange flow path (601). The heating element includes a PTC heating element (16) that heats the heating pipe (161); and / or The thermal management system (100) includes a third heat exchange path (111) adapted to exchange heat with the engine (11) of the vehicle, and the third heat exchange path (111) is connected to the first heat exchange path (601).

6. The vehicle thermal management system according to claim 3, characterized in that, It also includes an external heat exchanger (3), the first end of which is connected to the internal condenser (2) via a second throttling element (102), and the second end of which is connected to the suction port of the compressor (1).

7. The vehicle thermal management system according to claim 6, characterized in that, The second end of the external heat exchanger (3) is connected to the exhaust port of the compressor (1), and the first end of the external heat exchanger (3) is connected to the first heat exchanger (71).

8. The vehicle thermal management system according to claim 7, characterized in that, It also includes an in-vehicle evaporator (5), one end of which is connected to the first end of the external heat exchanger (3), and the other end of which is connected to the suction port of the compressor (1).

9. The vehicle thermal management system according to claim 8, characterized in that, The in-vehicle evaporator (5) is connected in parallel or in series with the first heat exchanger (71), or The second heat exchanger (6) is connected in parallel or in series with the first heat exchanger (71).

10. The vehicle thermal management system according to claim 7, characterized in that, It also includes a third heat exchanger (13), which is adapted to exchange heat with the vehicle's battery. The first end of the third heat exchanger (13) is optionally connected to the first end of the external heat exchanger (3) and the internal condenser (2). The second end of the third heat exchanger (13) is connected to the suction port of the compressor (1).

11. The vehicle thermal management system according to claim 10, characterized in that, The second end of the third heat exchanger (13) is connected to the exhaust port of the compressor (1), and the first end of the third heat exchanger (13) is connected to the first end of the external heat exchanger (3).

12. The vehicle thermal management system according to claim 10, characterized in that, The second end of the third heat exchanger (13) is connected to the exhaust port of the compressor (1), the first end of the third heat exchanger (13) is connected to one end of the second heat exchange flow path (602), and the other end of the second heat exchange flow path (602) is connected to the suction port of the compressor (1).

13. The vehicle thermal management system according to claim 1 or 2, characterized in that, It also includes a fourth heat exchanger, which includes a fourth heat exchange flow path and a fifth heat exchange flow path. The fourth heat exchange flow path is connected to the exhaust port of the compressor (1), and the fifth heat exchange flow path is connected to the intake port of the compressor (1). The thermal management system (100) further includes a liquid storage tank (4), and the fourth heat exchange flow path connects the liquid storage tank (4) and the exhaust port of the compressor (1); or The thermal management system (100) also includes a gas-liquid separator (17), and the fifth heat exchange flow path connects the gas-liquid separator (17) and the suction port of the compressor (1).

14. The vehicle thermal management system according to claim 1 or 2, characterized in that, The first end is provided with heat exchange fins (74), which are located inside the storage box (7); and / or, the storage box (7) is provided with a fan (75), which is used to drive the airflow inside the storage box (7).

15. A vehicle, characterized in that, The thermal management system (100) includes any one of claims 1-14.

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