Integrated air conditioning thermal management temperature tank system and vehicle
By integrating the air conditioning thermal management temperature box system, which shares the compressor and condenser, dual temperature control for both cold and hot is achieved, solving problems such as high noise, high energy consumption, and rigid layout of vehicle refrigerators, and improving the system's integration and temperature control adaptability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AEW TECHNOLOGY GROUP CO LTD
- Filing Date
- 2026-04-21
- Publication Date
- 2026-06-05
AI Technical Summary
Existing vehicle refrigerators rely on independent compressors for cooling, resulting in problems such as high noise, high energy consumption, many redundant components, rigid layout, and difficulty in meeting the dual temperature control requirements of refrigeration and insulation.
An integrated air conditioning thermal management temperature box system is adopted, in which the temperature box branch is parasitic on the air conditioning branch, sharing the compressor, condenser and blower. Dual temperature control of cooling and heating is achieved through the main and bypass air ducts, and the air volume is controlled in coordination by the air volume regulator and control unit, so as to achieve flexible layout and efficient temperature control of the temperature box.
It reduces system operating noise and energy consumption, reduces redundant components, improves space utilization and temperature control adaptability, and meets the differentiated temperature control needs of different regions.
Smart Images
Figure CN122143581A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle thermal management, and more specifically, to an integrated air conditioning thermal management temperature box system and vehicle. Background Technology
[0002] With the increasing demand for intelligent and comfortable vehicles, in-vehicle refrigerators have become a standard feature in mid-to-high-end models, providing users with food preservation and health protection during their travels. Current in-vehicle refrigeration technology mainly adopts an independent compressor refrigeration solution, which involves configuring an independent micro-compressor, condenser, and evaporator inside or near the refrigerator's constant-temperature compartment, forming a closed vapor compression refrigeration cycle.
[0003] However, existing independent compressor refrigeration solutions have the following technical drawbacks: Noise control bottleneck: Independent compressors generate significant mechanical vibration and aerodynamic noise during operation, especially at night or when the vehicle is stationary, severely impacting the driving experience. Although variable frequency technology or sound insulation materials can alleviate the noise to some extent, the effect is limited by the compressor's structure and installation space constraints.
[0004] Limited cooling efficiency: Independent micro compressors have small displacement and power, resulting in slow cooling speed. Especially when the ambient temperature rises (such as during hot summer days), the increased condensing pressure leads to a significant decrease in cooling efficiency, making it difficult to meet the demand for rapid cooling. In addition, independent systems require a separate condenser, and heat dissipation is limited by the installation location, further restricting cooling performance.
[0005] Poor adaptability to wide temperature range: The operating temperature range of traditional car refrigerators is limited by the performance of the compressor and the characteristics of the refrigerant. In high-temperature environments (such as above 45°C), the cooling capacity is severely reduced, and it is not possible to flexibly arrange the refrigerator according to the different needs of multiple areas in the car.
[0006] System redundancy and energy consumption issues: The independent compressor and the vehicle air conditioning system are independent of each other, resulting in redundant components in the vehicle thermal management system (dual compressors, dual condensers), which increases the weight of the vehicle and energy consumption. In addition, the excess cooling capacity of the air conditioning compressor when it is running at low load cannot be effectively utilized.
[0007] Rigid spatial layout: Independent refrigerators require reserved installation space for compressors and condensers, resulting in a large constant temperature cabinet with a fixed installation position, making it difficult to flexibly adapt to the structural characteristics of different locations in the vehicle (such as the armrest box, rear seats, and trunk).
[0008] Therefore, there is an urgent need for an integrated air conditioning thermal management temperature box system that can share the vehicle's air conditioning compression resources, achieve low-noise and rapid cooling, and support flexible layout. Summary of the Invention
[0009] The purpose of this invention is to provide an integrated air conditioning thermal management temperature box system and vehicle, in order to alleviate the technical problems in the prior art caused by the reliance on independent compressors for refrigeration in vehicle temperature boxes, such as system redundancy, high noise, high energy consumption and rigid layout, as well as the difficulty of independent refrigeration systems in meeting the dual temperature control requirements of refrigeration and insulation at the same time.
[0010] This invention provides an integrated air conditioning thermal management temperature box system, which includes a first refrigeration circuit, a temperature box branch, and a control unit. The first refrigeration circuit includes a compressor, a condenser, and an air conditioning branch. The air conditioning branch includes an air conditioning evaporator, a first blower, and a first control valve for adjusting the refrigerant flow. The first blower has a main air duct for supplying air to the cabin and a bypass air duct for supplying air to the temperature chamber. The temperature chamber branch includes a temperature chamber body, an air duct, and an air volume regulator. One end of the air duct is connected to the bypass air duct of the first blower, and the other end of the air duct is connected to the temperature chamber body. The air volume regulator is installed in the air duct and is used to regulate the airflow entering the temperature chamber body. The control unit is communicatively connected to the compressor, the first control valve, and the airflow regulator. The control unit is configured to coordinately control the operation of the compressor and the first control valve based on the temperature requirements inside the temperature chamber and the cabin air conditioning load. The temperature chamber branch is parasitic on the air conditioning branch and shares the compressor. In cooling mode, the first blower draws the cold air generated by the air conditioner evaporator into the temperature chamber through the bypass air path and the air duct to cool the temperature chamber. In heating mode, the first blower sends heat from the heat source into the temperature chamber through the bypass air path and the air duct to heat the temperature chamber.
[0011] In some embodiments, the temperature chamber is enclosed.
[0012] In some embodiments, the air duct includes an air inlet duct connected to the air duct next to the first blower, and a return air duct that guides the air inside the temperature chamber back to the air inlet side of the first blower. The air inlet duct and the return air duct are respectively connected to the temperature chamber body, and the temperature chamber body and the air conditioning branch form an air circulation through the air inlet duct and the return air duct to maintain a constant temperature inside the temperature chamber body.
[0013] In some embodiments, the air volume regulator is provided on the air intake duct and / or the air return duct, respectively.
[0014] In some embodiments, the airflow regulator is one or more of an air vent damper, an electrically controlled damper, or an airflow distributor.
[0015] In some embodiments, multiple temperature chambers are provided, and the air ducts of the multiple temperature chambers are connected in series, with the air outlet of the upstream temperature chamber connected to the air inlet of the downstream temperature chamber.
[0016] In some embodiments, the plurality of temperature chambers include a temperature chamber located in the armrest box, a temperature chamber located in the passenger glove box, and a temperature chamber located in the rear seats and / or trunk.
[0017] In some embodiments, multiple temperature chambers are provided, and the air ducts of the multiple temperature chambers are connected in parallel. The air inlet of each temperature chamber is connected to the bypass air path of the first blower through a branch air volume distributor.
[0018] In some embodiments, the plurality of temperature chambers include a temperature chamber housed in the armrest box, a passenger glove box, and a temperature chamber housed in the rear seats and / or trunk.
[0019] In some embodiments, the temperature chamber has a selectively openable and closable vent, which is located on the side wall or rear wall of the temperature chamber. When the vent is open, the temperature chamber is connected to the cabin, and the air entering the temperature chamber through the air inlet channel is exhausted into the cabin as auxiliary air supply. When the vent is closed, the temperature chamber is sealed and isolated from the cabin.
[0020] In some embodiments, an auxiliary fan is provided on the return air duct. The auxiliary fan is used to draw air from the temperature chamber to the air inlet side of the first blower to enhance the air circulation power and maintain the temperature uniformity inside the temperature chamber.
[0021] In some embodiments, an NTC temperature sensor is provided inside the temperature chamber. The NTC temperature sensor is communicatively connected to the control unit and is used to monitor the temperature inside the chamber in real time and provide a temperature signal. The control unit is configured to adaptively adjust the compressor, the first control valve, and the airflow regulator based on the feedback signal from the NTC temperature sensor, thereby achieving closed-loop monitoring and adaptive adjustment of the temperature inside the temperature chamber.
[0022] In some embodiments, the temperature chamber includes an insulated shell, the inner wall of which is provided with an insulation layer to reduce heat exchange between the temperature chamber and the external environment, maintain a stable temperature inside the temperature chamber, and reduce energy consumption.
[0023] In some embodiments, the integrated air conditioning thermal management temperature box system further includes a battery heat exchange branch connected in parallel with the air conditioning branch. The battery heat exchange branch includes a battery heat exchanger and a second control valve. The battery heat exchange branch is used to exchange heat with the vehicle battery. The second control valve is communicatively connected to the control unit and is used to regulate the refrigerant flow rate entering the battery heat exchanger.
[0024] The present invention also provides a vehicle including the above-described integrated air conditioning thermal management temperature box system.
[0025] The beneficial effects of this invention are: The integrated air conditioning thermal management temperature box system of the present invention integrates the temperature box branch with the air conditioning branch and shares the compressor, condenser and first blower. At the same time, the first blower is equipped with a main air duct for supplying air to the cabin and a bypass air duct for supplying air to the temperature box. This realizes the function of introducing cold air generated by the air conditioning evaporator into the temperature box for cooling in the cooling mode through the bypass air duct and air duct, and introducing heat from the heat source into the temperature box for heating in the heating mode. Thus, the temperature box has dual temperature control capabilities for both cooling and heating. Compared with the traditional independent compressor cooling solution, it eliminates the need for an additional compressor and matching condenser, reduces system operating noise, vehicle energy consumption and component costs. Moreover, the air volume can be adjusted by the air volume regulator to adapt to different temperature control needs, improving the system integration and space utilization. Attached Figure Description
[0026] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0027] Figure 1 This is a schematic diagram of the system structure of an integrated air conditioning thermal management temperature box system in one embodiment of the present invention; Figure 2 This is a schematic diagram of the system structure of an integrated air conditioning thermal management temperature box system in one embodiment of the present invention; Figure 3 This is a schematic diagram of the system structure of an integrated air conditioning thermal management temperature box system in one embodiment of the present invention; Figure 4 This is a schematic diagram of the system structure of an integrated air conditioning thermal management temperature box system in one embodiment of the present invention; Figure 5 This is a schematic diagram of the system structure of an integrated air conditioning thermal management temperature box system in one embodiment of the present invention; Figure 6 This is a schematic diagram of the system structure of an integrated air conditioning thermal management temperature box system in one embodiment of the present invention; icon: 100 - First refrigeration circuit; 110 - Compressor; 120 - Condenser; 200 - Air conditioning branch circuit; 210 - Air conditioning evaporator; 220 - First control valve; 230 - First blower; 240 - Main air duct; 250 - Bypass air duct; 400 - Temperature chamber branch circuit; 410 - Temperature chamber body; 411 - Sealing plate; 412 - Baffle; 413 - Ventilation opening; 420 - Air duct; 421 - Air inlet channel; 422 - Air return channel; 430 - Air volume regulator; 440 - Auxiliary fan; 500 - Battery heat exchange branch; 510 - Battery heat exchanger; 520 - Second control valve. Detailed Implementation
[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.
[0029] In the description of this invention, it should be noted that the terms "inner," "outer," "upper," "lower," "left," and "right," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this application is in use. They are only used for the convenience of describing this application 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 on this application. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.
[0030] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" 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 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 application based on the specific circumstances.
[0031] like Figures 1 to 6 As shown, the present invention provides an integrated air conditioning thermal management temperature box system, which includes a first refrigeration circuit 100, a temperature box branch 400, and a control unit. The first refrigeration circuit 100 includes a compressor 110, a condenser 120 and an air conditioning branch 200. The air conditioning branch 200 includes an air conditioning evaporator 210, a first blower 230 and a first control valve 220 for regulating the refrigerant flow. The first blower 230 has a main air passage 240 for supplying air to the cabin and a bypass air passage 250 for supplying air to the temperature box. The temperature chamber branch 400 includes a temperature chamber body 410, an air duct 420, and an air volume regulator 430. One end of the air duct 420 is connected to the bypass air duct 250 of the first blower 230, and the other end of the air duct 420 is connected to the temperature chamber body 410. The air volume regulator 430 is installed in the air duct 420 and is used to regulate the airflow entering the temperature chamber body 410. The control unit is communicatively connected to the compressor 110, the first control valve 220, and the airflow regulator 430. The control unit is configured to coordinate the operation of the compressor 110 and the first control valve 220 based on the temperature requirements inside the temperature chamber 410 and the cabin air conditioning load. Among them, the temperature box branch 400 is parasitic on the air conditioning branch 200 and shares the compressor 110. In the cooling mode, the first blower 230 draws the cold air generated by the air conditioner evaporator 210 into the temperature chamber 410 through the bypass air passage 250 and the air duct 420 to cool the temperature chamber 410. In heating mode, the first blower 230 sends heat from the heat source into the temperature chamber 410 through the bypass air passage 250 and the air duct 420 to heat the temperature chamber 410, thereby enabling the temperature chamber 410 to have dual temperature control capabilities for both hot and cold.
[0032] The integrated air conditioning thermal management temperature box system of the present invention, by parasitizing the temperature box branch 400 to the air conditioning branch 200 and sharing the compressor 110, condenser 120 and first blower 230, and by setting the first blower 230 with a main air duct 240 for supplying air to the cabin and a bypass air duct 250 for supplying air to the temperature box, realizes the function of introducing cold air generated by the air conditioning evaporator 210 into the temperature box body 410 for cooling in the cooling mode through the bypass air duct 250 and the air duct 420, and introducing heat source heat into the temperature box body 410 for heating in the heating mode. Thus, the temperature box body 410 has dual temperature control capabilities for both cooling and heating. Compared with the traditional independent compressor 110 cooling solution, it eliminates the need for an additional compressor 110 and matching condenser 120, reduces system operating noise, vehicle energy consumption and component costs, and can adapt to different temperature control requirements through the adjustment of the air volume regulator 430, thereby improving the system integration and space utilization.
[0033] In some embodiments, the temperature chamber 410 is enclosed. By setting the temperature chamber 410 to an enclosed structure, the chamber is completely isolated from the cabin air. Together with the air inlet channel 421 and the air return channel 422, a closed-loop air path is formed, which prevents cabin odors from entering the temperature chamber 410 and contaminating the stored items. At the same time, it reduces the loss of cold or heat from the temperature chamber 410 to the cabin environment, improves temperature maintenance efficiency, reduces energy consumption, and ensures that the temperature inside the temperature chamber 410 is stable within the set range.
[0034] In some embodiments, the air duct 420 includes an air inlet duct 421 connected to the bypass air duct 250 of the first blower 230, and a return air duct 422 that guides the air inside the temperature chamber 410 back to the air inlet side of the first blower 230. The air inlet duct 421 and the return air duct 422 are respectively connected to the temperature chamber 410. The air inlet duct 421 and the return air duct 422 form an air circulation between the temperature chamber 410 and the air conditioning branch 200 to maintain a constant temperature inside the temperature chamber 410. Thus, through the closed-loop airflow structure formed by the air inlet channel 421 and the air return channel 422, a continuous airflow circulation is formed between the temperature chamber 410 and the air conditioning branch 200. Under cooling conditions, the return air after absorbing heat inside the chamber can be guided back to the air inlet side of the first blower 230 for recooling. Under heating conditions, heat can be recycled, thereby effectively reducing the loss of cold or heat and improving energy utilization efficiency. At the same time, the continuous airflow maintains the temperature uniformity inside the temperature chamber 410, avoids local temperature differences, and ensures the temperature stability of the storage environment for items inside the temperature chamber 410.
[0035] In some embodiments, airflow regulators 430 are respectively provided on the air inlet channel 421 and / or the return air channel 422. By independently setting airflow regulators 430 on the air inlet channel 421 and the return air channel 422, the airflow entering the temperature chamber 410 and the return airflow returning to the first blower 230 can be independently and precisely controlled. This allows for dynamic adjustment of the airflow ratio in the air circulation according to the real-time temperature requirements inside the temperature chamber 410 and the cabin air conditioning load. The airflow is increased when rapid cooling or heating is required, and reduced during the constant temperature maintenance phase to reduce energy consumption. At the same time, it avoids airflow short circuits or poor circulation caused by an imbalance between airflow and return airflow, thereby improving the temperature control response speed and system energy efficiency ratio.
[0036] In some embodiments, the airflow regulator 430 is one or more of an air vent damper, an electrically controlled damper, or an airflow distributor. By configuring the airflow regulator 430 as an air vent damper, its simple structure and low cost allow for basic manual or mechanical airflow adjustment. By configuring the airflow regulator 430 as an electrically controlled damper, it enables electrical signal linkage with the vehicle control system, allowing for rapid response and precise opening adjustment based on the real-time temperature control requirements of the temperature chambers. By configuring the airflow regulator 430 as an airflow distributor, it enables precise distribution of airflow to each branch when multiple temperature chambers are connected in parallel. Through various combinations of these applications, the system can simultaneously meet the requirements for adjustment accuracy, response speed, and cost control under different operating conditions, improving its adaptability and reliability.
[0037] In some embodiments, multiple temperature chambers 410 are provided, and the air ducts 420 of the multiple temperature chambers 410 are connected in series. The air outlet of the upstream temperature chamber 410 is connected to the air inlet of the downstream temperature chamber 410. By arranging the air ducts 420 of the multiple temperature chambers 410 in series, the cold air from the bypass air duct 250 of the first blower 230 can flow sequentially through each level of temperature chamber 410 from upstream to downstream. This achieves temperature control of multiple storage locations in the vehicle from a single source, reduces the number of redundant independent air ducts 420 and airflow adjustment devices, simplifies the system structure, and reduces component costs. At the same time, the series structure can form a temperature gradient according to the heat demand of different locations in the vehicle. For example, the front temperature chamber can be kept at a lower temperature for rapid cooling, while the rear and trunk temperature chambers can be kept at a relatively moderate temperature for regular insulation. This meets the differentiated storage needs of passengers in different driving and riding areas, improves the flexibility of vehicle space utilization, and enhances the precision of temperature management.
[0038] In some embodiments, the multiple temperature chambers 410 include a temperature chamber 410 located in the armrest box, a temperature chamber 410 located in the passenger-side glove box, and a temperature chamber 410 located in the rear seats and / or trunk. By arranging multiple temperature chambers 410 in different functional areas of the vehicle, such as the armrest box, passenger-side glove box, rear seats, and trunk, efficient use of idle storage space in the vehicle is achieved without occupying additional passenger compartment space. At the same time, the front armrest box and passenger-side glove box facilitate quick access to items for the driver and front passengers, while the rear seats and trunk meet the storage needs of rear passengers on long journeys and the need for insulation and preservation of large items in the trunk. This achieves multi-area, differentiated temperature management within the vehicle, improving the convenience and comfort of the entire driving and riding experience.
[0039] In some embodiments, multiple temperature chambers 410 are provided, and the air ducts 420 of the multiple temperature chambers 410 are connected in parallel. The air inlets of each temperature chamber 410 are connected to the bypass air duct 250 of the first blower 230 through a branch air volume distributor. Through the parallel air duct structure 420 and the branch air volume distributor, each temperature chamber 410 can independently obtain air volume from the bypass air duct 250 of the first blower 230, realizing independent temperature control and adjustment of each storage area. This avoids the temperature influence of the upstream chamber on the downstream chamber in the series structure, ensuring the consistency and stability of the temperature in each chamber. At the same time, each branch can independently distribute air volume according to its location (such as the armrest box, rear seat or trunk) and the differentiated temperature control needs of the stored items, realizing multi-area and personalized temperature management in the vehicle. Moreover, when a chamber or branch fails, it does not affect the normal operation of other chambers, improving the reliability and flexibility of the system.
[0040] In some embodiments, the plurality of temperature chambers 410 include a temperature chamber 410 disposed in the armrest box, and / or a temperature chamber 410 disposed in the passenger glove box, and / or a temperature chamber 410 disposed in the rear seat, and / or a temperature chamber 410 disposed in the trunk. By arranging multiple temperature chambers 410 in parallel and placing them in different functional areas of the vehicle, such as the armrest box, passenger glove box, rear seats, and trunk, each chamber can independently obtain airflow from the bypass air duct 250 of the first blower 230. This achieves independent temperature control for multiple storage areas within the vehicle, avoiding temperature interference from upstream chambers to downstream chambers in a series layout, and ensuring temperature consistency and stability within each chamber. At the same time, it makes full use of fragmented unused space within the vehicle. The front armrest box and passenger glove box facilitate quick access to items for the driver and front passengers, while the temperature chambers in the rear seats and trunk meet the insulation and preservation needs of rear passengers and large luggage. Furthermore, each chamber can be independently set to cooling or insulation mode according to the different needs of the stored items, without affecting each other, significantly improving usability and driving comfort in multi-occupant scenarios.
[0041] In some embodiments, the temperature chamber 410 has a selectively openable and closable vent 413. The vent 413 is disposed on the side wall or rear wall of the temperature chamber 410. When the vent 413 is open, the temperature chamber 410 is connected to the cabin and is used to exhaust the air entering the temperature chamber 410 through the air inlet channel 421 to the cabin as auxiliary air supply. When the vent 413 is closed, the temperature chamber 410 is sealed and isolated from the cabin. By setting up a selectively openable and closeable vent 413, the working mode of the temperature chamber 410 can be flexibly switched: when it is necessary to enhance the cabin air conditioning effect, the vent 413 is opened, making the temperature chamber 410 an extension of the air conditioning duct 420, and the temperature-regulated air is discharged into the cabin as auxiliary air supply, which improves the utilization efficiency of air conditioning energy and accelerates cabin temperature regulation; when it is necessary to independently maintain a specific temperature inside the temperature chamber 410 (such as refrigeration), the vent 413 is closed, so that the chamber is sealed and isolated from the cabin, avoiding the interference of cabin air on the temperature inside the temperature chamber 410, and ensuring the temperature stability inside the temperature chamber 410.
[0042] In some embodiments, the ventilation opening 413 of the temperature chamber 410 is equipped with a sealing plate 411, and the air inlet and outlet of the temperature chamber 410 are equipped with baffles 412. When the temperature chamber 410 is removed from the vehicle, the baffles 412 can promptly seal the air inlet and outlet that are connected to the air inlet channel 421 and / or the return air channel 422, effectively blocking the exchange of air inside and outside the temperature chamber 410, preventing rapid loss of cold air and preventing external dust and foreign objects from entering the temperature chamber 410 and contaminating the stored items; the sealed temperature chamber 410 can be carried out independently for use, and can maintain a certain period of heat preservation or refrigeration without relying on the vehicle's air duct system, realizing a seamless switch from the fixed vehicle mode to the portable outdoor mode, meeting the needs of going out; The temperature chamber body 410 can be disassembled and sealed with baffle 412 for transport as needed, allowing for continuous temperature control storage in outdoor scenarios such as picnics and camping, significantly expanding the product's application scenarios and ease of use.
[0043] In some embodiments, an auxiliary fan 440 is provided on the return air duct 422. The auxiliary fan 440 is used to forcibly draw air from the temperature chamber 410 to the air inlet side of the first blower 230 to enhance the air circulation power and maintain the temperature uniformity inside the temperature chamber 410. By adding an auxiliary fan 440 to the return air duct 422, its forced convection effect can overcome the flow resistance caused by the long-distance air duct 420 and pipe bends, ensuring a stable air circulation between the temperature chamber 410 and the first blower 230, and avoiding temperature stratification inside the temperature chamber 410 caused by insufficient natural return flow. At the same time, the forced extraction accelerates the air flow speed inside the chamber, making the temperature in each area of the temperature chamber 410 quickly become uniform, eliminating local hot or cold spots, thereby maintaining the temperature uniformity inside the temperature chamber 410 and accelerating the response speed of temperature regulation. It is particularly suitable for scenarios where the temperature chamber 410 is located in the rear row or trunk, far away from the air conditioner evaporator 210, ensuring the reliability of temperature control when supplying air over long distances.
[0044] In some embodiments, an NTC temperature sensor is installed inside the temperature chamber 410. The NTC temperature sensor is communicatively connected to the control unit to monitor the temperature inside the temperature chamber 410 in real time and provide a temperature signal feedback. The control unit is configured to adaptively adjust the compressor 110, the first control valve 220, and the airflow regulator 430 based on the feedback signal from the NTC temperature sensor, thereby achieving closed-loop monitoring and adaptive adjustment of the temperature inside the chamber. By installing an NTC temperature sensor inside the temperature chamber 410 and communicating with the control unit, real-time and accurate monitoring of the temperature inside the temperature chamber 410 is achieved. The control unit can dynamically adjust the operating speed of the compressor 110, the opening degree of the first control valve 220, and the opening degree of the airflow regulator 430 based on the deviation between the monitored actual temperature and the set temperature, thereby adaptively matching the cooling or heating demand, avoiding temperature overshoot or fluctuations, ensuring that the temperature inside the temperature chamber 410 remains stable within the target range, improving temperature control accuracy and energy efficiency ratio, and simultaneously achieving automated temperature control management.
[0045] In some embodiments, the temperature chamber 410 includes an insulated shell with an insulation layer on its inner wall. This insulation layer reduces heat exchange between the temperature chamber 410 and the external environment, maintains a stable internal temperature, and reduces energy consumption. By providing an insulation layer on the inner wall of the insulated shell, heat transfer between the inside and outside of the temperature chamber 410 is effectively blocked, reducing the loss of cooling or heating energy from the temperature chamber 410 to the external environment. This allows the temperature inside the temperature chamber 410 to remain stable for extended periods, even when the compressor 110 is off or operating at low load. This reduces the energy consumption from frequent compressor starts, improves the system's energy efficiency ratio, and alleviates the overall load on the air conditioning system. It is particularly suitable for long-term temperature maintenance scenarios after the vehicle is turned off, ensuring the energy efficiency and temperature stability of the temperature chamber 410.
[0046] In some embodiments, the integrated air conditioning thermal management temperature box system also includes a battery heat exchange branch 500 connected in parallel with the air conditioning branch 200. The battery heat exchange branch 500 includes a battery heat exchanger 510 and a second control valve 520. The battery heat exchange branch 500 is used to exchange heat with the vehicle battery. The second control valve 520 is communicatively connected to the control unit and is used to regulate the refrigerant flow into the battery heat exchanger 510. By setting the battery heat exchange branch 500 in parallel with the air conditioning branch 200 and sharing the compressor 110, the battery thermal management system, the cabin air conditioning system, and the temperature box system form an integrated vehicle thermal management architecture, realizing multi-objective allocation and coordinated utilization of cooling energy. Through the independent adjustment of the second control valve 520, the refrigerant flow can be precisely controlled according to the real-time temperature status and charging and discharging conditions of the battery, ensuring that the battery is always in a suitable operating temperature range to extend its service life and ensure safety. At the same time, it avoids configuring a separate compressor 110 and condenser 120 for the battery, reducing the number of components, weight, and energy consumption of the vehicle thermal management system, and improving the overall utilization rate of the compressor 110.
[0047] The selection and configuration instructions for the control valves of each branch are as follows: The second control valve 520 is an electronic expansion valve (EXV), while the first control valve 220 is a thermostatic expansion valve (TXV) or an electronic thermostatic expansion valve (ETXV). Both the electronic and thermostatic expansion valves are conventional throttling and pressure-reducing components in refrigeration systems. They are used to throttle and reduce the pressure of the high-temperature, high-pressure liquid refrigerant at the outlet of the condenser 120 into low-temperature, low-pressure wet vapor, and to regulate the refrigerant flow rate into the evaporator to adapt to load changes.
[0048] The working principle of a thermostatic expansion valve (TXV) is based on the mechanical feedback of the evaporator outlet superheat from a sensing bulb: when the evaporator outlet superheat increases, the working fluid inside the sensing bulb expands, pushing the diaphragm to open the valve wider to increase the liquid supply; conversely, it decreases the opening. It has a simple structure, low cost, and high reliability, but its adjustment accuracy is relatively limited, it has static superheat, and its response speed is relatively slow. It is suitable for air conditioning systems with relatively gradual load changes.
[0049] Electronic expansion valves (EXVs) use a stepper motor to drive the valve needle. The control unit calculates in real time based on the evaporator outlet temperature, pressure sensor signals, or the target temperature inside the chamber, precisely adjusting the valve opening. Compared to thermostatic expansion valves, electronic expansion valves offer advantages such as a wider adjustment range (typically 10%~100%), faster response (seconds), and higher control precision (capable of precisely controlling superheat within ±0.5℃). They enable finer temperature control and higher energy efficiency, making them particularly suitable for applications like the battery heat exchanger branch 500, which require high temperature control accuracy, large load fluctuations, or frequent start-stop cycles. However, electronic expansion valves require a matching controller, sensors, and complex control algorithms, resulting in significantly higher manufacturing costs compared to thermostatic expansion valves.
[0050] Therefore, in this system, the battery heat exchange branch 500 (third control valve 520), which has strict requirements for temperature control accuracy, uses an electronic expansion valve to achieve precise temperature control and rapid response; while the air conditioning branch, which is cost-sensitive and has a relatively stable load, uses a thermal expansion valve, thereby optimizing the overall cost while meeting the performance requirements of each branch.
[0051] The present invention also provides a vehicle including the above-described integrated air conditioning thermal management temperature box system.
[0052] It should be noted that, where there is no conflict, the features in the embodiments of this invention can be combined with each other.
[0053] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.
Claims
1. An integrated air conditioning thermal management temperature box system, comprising: The first refrigeration circuit (100) includes a compressor (110), a condenser (120) and an air conditioning branch (200). The air conditioning branch (200) includes an air conditioning evaporator (210), a first blower (230) and a first control valve (220) for regulating the refrigerant flow. The first blower (230) has a main air duct (240) for supplying air to the cabin and a bypass air duct (250) for supplying air to the temperature chamber. The temperature chamber branch (400) includes a temperature chamber body (410), an air duct (420), and an air volume regulator (430). One end of the air duct (420) is connected to the bypass air duct (250) of the first blower (230), and the other end of the air duct (420) is connected to the temperature chamber body (410). The air volume regulator (430) is installed in the air duct (420) and is used to regulate the airflow entering the temperature chamber body (410). The control unit is communicatively connected to the compressor (110), the first control valve (220), and the airflow regulator (430). The control unit is configured to coordinately control the operation of the compressor (110) and the first control valve (220) according to the temperature requirements inside the temperature chamber (410) and the cabin air conditioning load. The temperature chamber branch (400) is parasitic on the air conditioning branch (200) and shares the compressor (110). In the cooling mode, the first blower (230) draws the cold air generated by the air conditioner evaporator (210) into the temperature chamber (410) through the bypass air path (250) and the air duct (420) to cool the temperature chamber (410). In the heating mode, the first blower (230) sends the heat from the heat source into the temperature chamber (410) through the bypass air path (250) and the air duct (420) to heat the temperature chamber (410).
2. The integrated air conditioning thermal management temperature box system according to claim 1, characterized in that, The temperature chamber body (410) is enclosed.
3. The integrated air conditioning thermal management temperature box system according to claim 1, characterized in that, The air duct (420) includes an air inlet duct (421) connected to the bypass air path (250) of the first blower (230) and a return air duct (422) that guides the air inside the temperature chamber (410) back to the air inlet side of the first blower (230). The air inlet duct (421) and the return air duct (422) are respectively connected to the temperature chamber (410). The air inlet duct (421) and the return air duct (422) form an air circulation between the temperature chamber (410) and the air conditioning branch (200) to maintain a constant temperature inside the temperature chamber (410).
4. The integrated air conditioning thermal management temperature box system according to claim 3, characterized in that, The air volume regulator (430) is provided on the air inlet channel (421) and / or the air return channel (422).
5. The integrated air conditioning thermal management temperature box system according to claim 1, characterized in that, The air volume regulator (430) is one or more of an air outlet damper, an electrically controlled damper, or an air volume distributor.
6. The integrated air conditioning thermal management temperature box system according to any one of claims 1 to 5, characterized in that, Multiple temperature chambers (410) are provided, and the air ducts (420) of the multiple temperature chambers (410) are connected in series. The air outlet of the upstream temperature chamber (410) is connected to the air inlet of the downstream temperature chamber (410).
7. The integrated air conditioning thermal management temperature box system according to claim 6, characterized in that, The plurality of temperature chambers (410) include a temperature chamber (410) located in the armrest box, a temperature chamber (410) located in the passenger glove box, and a temperature chamber (410) located in the rear seat and / or trunk.
8. The integrated air conditioning thermal management temperature box system according to any one of claims 1 to 5, characterized in that, Multiple temperature chambers (410) are provided, and the air ducts (420) of the multiple temperature chambers (410) are connected in parallel. The air inlets of each temperature chamber (410) are connected to the bypass air duct (250) of the first blower (230) through a branch air volume distributor.
9. The integrated air conditioning thermal management temperature box system according to claim 8, characterized in that, The plurality of temperature chambers (410) include a temperature chamber (410) located in the armrest box, a passenger glove box, and a temperature chamber (410) located in the rear seat and / or trunk.
10. The integrated air conditioning thermal management temperature box system according to claim 3, characterized in that, The temperature chamber (410) has a selectively openable and closable vent (413). The vent (413) is located on the side wall or rear wall of the temperature chamber (410). When the vent (413) is open, the temperature chamber (410) is connected to the cabin and is used to exhaust the air entering the temperature chamber (410) through the air inlet channel (421) to the cabin as auxiliary air supply. When the vent (413) is closed, the temperature chamber (410) is sealed and isolated from the cabin.
11. The integrated air conditioning thermal management temperature box system according to claim 3, characterized in that, An auxiliary fan (440) is provided on the return air duct (422). The auxiliary fan (440) is used to draw air from the temperature chamber (410) to the air inlet side of the first blower (230) to enhance the air circulation power and maintain the temperature uniformity inside the temperature chamber (410).
12. The integrated air conditioning thermal management temperature box system according to claim 1, characterized in that, The temperature chamber (410) is equipped with an NTC temperature sensor, which is connected to the control unit for real-time monitoring of the temperature inside the chamber and feedback of the temperature signal. The control unit is configured to adaptively adjust the compressor (110), the first control valve (220) and the air volume regulator (430) according to the feedback signal of the NTC temperature sensor, so as to realize closed-loop monitoring and adaptive adjustment of the temperature inside the temperature chamber (410).
13. The integrated air conditioning thermal management temperature box system according to claim 1, characterized in that, The temperature chamber body (410) includes an insulated shell, and the inner wall of the insulated shell is provided with an insulation layer to reduce the heat exchange between the temperature chamber body (410) and the external environment, maintain the temperature inside the temperature chamber body (410) and reduce energy consumption.
14. The integrated air conditioning thermal management temperature box system according to claim 1, characterized in that, It also includes a battery heat exchange branch (500) connected in parallel with the air conditioning branch (200). The battery heat exchange branch (500) includes a battery heat exchanger (510) and a second control valve (520). The battery heat exchange branch (500) is used to exchange heat with the vehicle battery. The second control valve (520) is communicatively connected to the control unit and is used to regulate the refrigerant flow rate entering the battery heat exchanger (510).
15. A vehicle, characterized in that, Including the integrated air conditioning thermal management temperature box system as described in any one of claims 1-14.