Vehicle-mounted refrigerator, heat management system and vehicle

Abstract

The embodiment of the utility model provides a vehicle-mounted refrigerator, a heat management system and a vehicle. The vehicle-mounted refrigerator comprises a refrigerator body and a heat exchange system, a containing cavity is formed in the refrigerator body, the heat exchange system comprises a refrigeration sheet and a first heat exchanger, the refrigeration sheet and the first heat exchanger are arranged in the refrigerator body and exchange heat with the containing cavity, and the refrigeration sheet further exchanges heat with the first heat exchanger. According to the vehicle-mounted refrigerator, the first heat exchanger and the refrigeration piece are arranged on the refrigerator body, and the refrigeration effect of the vehicle-mounted refrigerator can be improved through heat exchange between the first heat exchanger and the refrigeration piece.

Description

Technical Field

[0001] This application belongs to the field of vehicle technology, specifically relating to an in-vehicle refrigerator, a thermal management system, and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry, in-car refrigerators have gradually become a major selling point for mainstream car manufacturers to attract buyers. However, in terms of related technologies, the cooling effect of in-car refrigerators is insufficient. Utility Model Content

[0003] This application aims to provide an in-vehicle refrigerator, a thermal management system, and a vehicle to solve the problem of insufficient cooling effect in existing in-vehicle refrigerators.

[0004] To solve the above-mentioned technical problems, this application is implemented as follows:

[0005] In a first aspect, this application discloses a vehicle refrigerator, which includes a cabinet and a heat exchange system. The cabinet forms a accommodating cavity, and the heat exchange system includes a cooling element and a first heat exchanger. The cooling element and the first heat exchanger are disposed in the cabinet and exchange heat with the accommodating cavity, and the cooling element also exchanges heat with the first heat exchanger.

[0006] Optionally, the housing includes an outer shell and a first inner liner, the first inner liner being disposed inside the outer shell, the first heat exchanger being disposed between the first inner liner and the outer shell, and the cooling element being disposed inside the first inner liner.

[0007] Optionally, one side of the first heat exchanger is fixedly connected to the outer wall of the first inner liner.

[0008] Optionally, the heat exchange system further includes a first insulation layer disposed between the first heat exchanger and the outer shell.

[0009] Optionally, the housing includes an outer shell, a first inner liner and a second inner liner, the first inner liner being disposed inside the outer shell, the second inner liner being disposed inside the first inner liner, the second inner liner forming the receiving cavity, and the first heat exchanger being disposed between the first inner liner and the outer shell.

[0010] The cooling element is disposed between the first inner liner and the second inner liner.

[0011] Optionally, the cooling element is fixedly connected to the outer wall of the second inner liner.

[0012] Optionally, the heat exchange system further includes a first insulation layer disposed between the first heat exchanger and the outer shell.

[0013] Optionally, the heat exchange system further includes a second insulation layer, wherein the portion between the first inner liner and the second inner liner where the cooling fins are not disposed is filled with the second insulation layer.

[0014] Optionally, the heat exchange system further includes a cold accumulator disposed in the first heat exchanger, the cold accumulator being used to absorb and store the cold energy of the first heat exchanger.

[0015] Optionally, the cold accumulator is attached to the surface of the first heat exchanger.

[0016] Optionally, the housing includes an outer shell and a first inner liner, the first inner liner being disposed inside the outer shell, the first heat exchanger and the cold storage device being disposed between the first inner liner and the outer shell, and the cooling element being disposed inside the first inner liner.

[0017] Optionally, the heat exchange system further includes a first insulation layer disposed between the cold accumulator and the outer shell.

[0018] Optionally, the housing includes an outer shell, a first inner liner and a second inner liner, the first inner liner being disposed inside the outer shell, the second inner liner being disposed inside the first inner liner, the second inner liner forming the receiving cavity, and the first heat exchanger and the cold accumulator being disposed between the first inner liner and the outer shell;

[0019] The cooling element is disposed between the first inner liner and the second inner liner.

[0020] Optionally, the heat exchange system further includes a first insulation layer disposed between the cold accumulator and the outer shell.

[0021] Optionally, the heat exchange system further includes a second insulation layer, wherein the portion between the first inner liner and the second inner liner where the cooling fins are not disposed is filled with the second insulation layer.

[0022] Optionally, the cold storage device includes a cold storage shell filled with a cold storage material.

[0023] Optionally, the first heat exchanger has two operating modes: an evaporator mode and a condenser mode. The vehicle refrigerator has two operating modes: a heating mode and a cooling mode. In the cooling mode, the first heat exchanger operates in evaporator mode, and in the heating mode, the first heat exchanger operates in condenser mode.

[0024] Optionally, the first heat exchanger includes a flat tube heat exchanger or a coil heat exchanger.

[0025] Optionally, the cooling chip includes a semiconductor cooling chip.

[0026] Secondly, this application also discloses a thermal management system, which includes:

[0027] The compressor is used to compress refrigerant;

[0028] A heat exchange assembly, the heat exchange assembly comprising a first heat exchanger of any of the above-described vehicle refrigerators;

[0029] The heat exchange component is connected to the compressor and is used to adjust the temperature of the refrigerator's body.

[0030] Optionally, the heat exchange assembly further includes a condenser, and the thermal management system further includes a first expansion valve;

[0031] The outlet end of the compressor is connected to one end of the condenser, the other end of the condenser is connected to one end of the first expansion valve, the other end of the first expansion valve is connected to one end of the first heat exchanger, and the other end of the first heat exchanger is connected to the outlet end and the inlet end of the compressor.

[0032] The first expansion valve is used to regulate the flow rate of the refrigerant between the condenser and the first heat exchanger.

[0033] Optionally, the thermal management system further includes a first solenoid valve;

[0034] The first solenoid valve is connected between the outlet end of the compressor and the first heat exchanger;

[0035] The first solenoid valve has a first open state and a first closed state. In the first open state, the outlet end of the compressor is connected to the first heat exchanger to increase the temperature of the housing. In the first closed state, the outlet end of the compressor is connected to the condenser and the first heat exchanger in sequence to decrease the temperature of the housing.

[0036] Optionally, the thermal management system further includes a first throttle valve, which is connected between the first expansion valve and the first heat exchanger, and is used to adjust the refrigerant flow rate between the first expansion valve and the first heat exchanger.

[0037] Optionally, the heat exchange assembly further includes a second heat exchanger;

[0038] The other end of the first expansion valve is also connected to one end of the second heat exchanger, and the other end of the second heat exchanger is connected to the outlet and inlet of the compressor. The second heat exchanger is used to adjust the temperature of the vehicle cabin.

[0039] Optionally, the thermal management system further includes a second solenoid valve, which is connected between the second heat exchanger and the inlet end of the compressor, and is used to control the on / off connection between the second heat exchanger and the compressor.

[0040] Optionally, the thermal management system further includes a third solenoid valve connected between the compressor and the second heat exchanger;

[0041] The third solenoid valve has a second open state and a second closed state. In the second open state, the outlet end of the compressor is connected to the second heat exchanger to increase the temperature of the vehicle compartment. In the second closed state, the outlet end of the compressor, the condenser, and the second heat exchanger are connected in sequence to decrease the temperature of the vehicle compartment.

[0042] Optionally, the heat exchange assembly further includes a third heat exchanger, and the thermal management system further includes a second expansion valve;

[0043] The other end of the condenser is also connected to one end of the second expansion valve, the other end of the second expansion valve is connected to one end of the third heat exchanger, and the other end of the third heat exchanger is connected to the outlet end and the inlet end of the compressor.

[0044] The third heat exchanger is used to adjust the temperature of the battery components in the vehicle, and the second expansion valve is used to adjust the refrigerant flow between the condenser and the third heat exchanger.

[0045] Optionally, the thermal management system further includes a second throttling valve, which is connected between the third heat exchanger and the inlet end of the compressor, and is used to adjust the refrigerant flow between the third heat exchanger and the compressor.

[0046] Optionally, the thermal management system further includes a fourth solenoid valve, which is connected between the outlet end of the compressor and the third heat exchanger.

[0047] The fourth solenoid valve has a third open state and a third closed state. In the third open state, the outlet end of the compressor is connected to the third heat exchanger to increase the temperature of the battery assembly. In the third closed state, the outlet end of the compressor, the condenser, and the third heat exchanger are connected in sequence to decrease the temperature of the battery assembly.

[0048] Thirdly, this application also discloses a vehicle, the vehicle comprising: the vehicle-mounted refrigerator described in any of the preceding claims or the thermal management system described in any of the preceding claims.

[0049] In this embodiment of the application, by setting a first heat exchanger and a cooling plate on the box body, the cooling plate exchanges heat with the inner cavity of the box body to achieve cooling and other operations of the inner cavity of the box body. By exchanging heat with the cooling plate through the first heat exchanger, a cooling temperature lower than the temperature of the first heat exchanger can be obtained, thereby improving the cooling effect of the vehicle refrigerator.

[0050] Additional aspects and advantages of this application 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 this application. Attached Figure Description

[0051] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0052] Figure 1 This is an explosion diagram of a vehicle-mounted refrigerator as described in an embodiment of this application;

[0053] Figure 2 This is an exploded schematic diagram of a portion of the structure of a vehicle-mounted refrigerator as described in an embodiment of this application;

[0054] Figure 3 This is a cross-sectional structural diagram of a vehicle-mounted refrigerator according to an embodiment of this application;

[0055] Figure 4 This is a schematic diagram of the structure of the thermal management system of the first embodiment shown in this application;

[0056] Figure 5 This is the single-on cooling mode of the thermal management system of the first embodiment described in this application;

[0057] Figure 6 This is the dual-cooling mode of the thermal management system of the first embodiment described in this application;

[0058] Figure 7 This is the three-way cooling mode of the thermal management system of the first embodiment described in this application;

[0059] Figure 8 This is the single-on heating mode of the thermal management system in the first embodiment of this application;

[0060] Figure 9 This is the dual-heating mode of the thermal management system of the first embodiment described in this application;

[0061] Figure 10 This is the three-phase heating mode of the thermal management system of the first embodiment described in this application;

[0062] Figure 11This is a schematic diagram of the structure of a thermal management system according to the second embodiment of this application;

[0063] Figure 12 This is a schematic diagram of the structure of a thermal management system according to the third embodiment of this application;

[0064] Figure 13 This is a schematic diagram of the thermal management system according to the fourth embodiment of this application. Reference numerals: 1 – vehicle refrigerator; 10 – cabinet; 101 – outer shell; 102 – first inner liner; 103 – second inner liner; 104 – accommodating cavity; 111 – cooling element; 112 – first heat exchanger; 113 – cold accumulator; 114 – first insulation layer; 115 – second insulation layer.

[0065] 20 – Compressor; 210 – Condenser; 211 – Second heat exchanger; 212 – Third heat exchanger; 22 – First expansion valve; 23 – First solenoid valve; 24 – First throttle valve; 25 – Second solenoid valve; 26 – Third solenoid valve; 27 – Second expansion valve; 28 – Second throttle valve; 29 – Fourth solenoid valve; 30 – Fifth solenoid valve; 31 – Thermal management integrated module. Detailed Implementation

[0066] The embodiments of this application will now be described in detail. Examples of these embodiments are illustrated 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 this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0067] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0068] In the description of this application, 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", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only 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 of this application.

[0069] In the description of this application, it should be noted that, unless otherwise expressly 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 between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0070] This application provides a vehicle-mounted refrigerator 1, specifically, the vehicle-mounted refrigerator 1 is applied to a vehicle. The vehicle-mounted refrigerator 1 of this application will be described in detail below with reference to the accompanying drawings.

[0071] Reference Figures 1-3 The vehicle refrigerator 1 provided in this application embodiment may specifically include a cabinet 10 and a heat exchange system. The cabinet 10 forms a receiving cavity 104. The heat exchange system includes a cooling chip 111 and a first heat exchanger 112. The cooling chip 111 and the first heat exchanger 112 are disposed in the cabinet 10 and exchange heat with the receiving cavity 104. The cooling chip 111 also exchanges heat with the first heat exchanger 112.

[0072] Specifically, the cavity 104 formed by the cabinet 10 is used to store food, beverages and other items. The heat exchange system is used to exchange heat with the cabinet 10 and adjust the temperature of the cabinet 10 so as to perform cooling, heat preservation and heating operations on the items stored in the cavity 104.

[0073] The cooling element 111 can be a thermoelectric cooler or a semiconductor cooler. The cooling element 111 is electrically connected to a power supply. When current flows through the cooling element 111, a thermoelectric effect is generated. This thermoelectric effect gives the cooling element 111 a hot end and a cold end, with the temperature of the hot end being higher than that of the cold end, i.e., a temperature difference between the hot and cold ends. Thus, heat exchange can be achieved between the cooling element 111 on the housing 10 and the accommodating cavity 104, realizing either cooling or heating of the accommodating cavity 104 within the housing 10. Specifically, by switching the positive and negative terminals of the cooling element 111, the cold and hot ends of the cooling element 111 are interchanged, allowing the cooling element 111 to switch between heating and cooling the accommodating cavity 104 within the housing 10.

[0074] The first heat exchanger 112 can be connected to the compressor 20 of the vehicle thermal management system or the vehicle refrigerator 1 system. The refrigerant in the compressor 20 can be input to the first heat exchanger 112. The first heat exchanger 112 can exchange heat with the accommodating cavity 104 in the housing 10 to achieve cooling or heating of the accommodating cavity 104 in the housing 10.

[0075] In this embodiment of the application, by providing a first heat exchanger 112 and a cooling chip 111 on the housing 10, when cooling the housing 10, if a lower cooling temperature is required, the first heat exchanger 112 on the housing 10 can dissipate heat to the hot end of the cooling chip 111, and the cold end of the cooling chip exchanges heat with the accommodating cavity 104 of the housing 10 to achieve cooling, a lower cooling temperature than the temperature of the first heat exchanger 112 can be obtained, thereby improving the cooling effect of the vehicle refrigerator 1.

[0076] Optionally, the housing 10 includes an outer shell 101 and a first inner liner 102, the first inner liner 102 being disposed inside the outer shell 101, the first heat exchanger 112 being disposed between the first inner liner 102 and the outer shell 101, and the cooling chip 111 being disposed inside the first inner liner 102.

[0077] like Figures 1-3 As shown, the box 10 consists of two layers: an outer shell 101 and an inner first liner 102. The first liner 102 is located inside the outer shell 101, and there is a sandwich between the outer shell 101 and the first liner 102. The first heat exchanger 112 is located in the sandwich, and the cooling chip 111 is located in the first liner 102. The first liner 102 includes a receiving cavity 104, which can be used to hold items.

[0078] It should be noted that the outer shell 101 and the first inner liner 102 can be of any shape. For example, both the outer shell 101 and the first inner liner 102 can be rectangular. This application embodiment does not specifically limit this.

[0079] In this embodiment, by placing the first heat exchanger 112 between the first inner liner 102 and the outer shell 101, and placing the cooling plate 111 inside the first inner liner 102, both the first heat exchanger 112 and the cooling plate 111 are placed inside the outer shell 101. The temperature of the first heat exchanger 112 and the cooling plate 111 can be transferred to the item in the accommodating cavity 104 through the shortest path in a relatively concentrated manner, reducing heat loss during the heat transfer process. In this way, when the accommodating cavity 104 is cooled or heated by the first heat exchanger 112 and the cooling plate 111, the cooling or heating effect of the accommodating cavity 104 can be improved. Furthermore, since the first heat exchanger 112 is located between the first inner liner 102 and the outer shell 101, and the cooling plate 111 is located inside the first inner liner 102, the first heat exchanger 112 and the cooling plate 111 can be arranged sequentially from the outside to the inside. In this way, when a lower cooling temperature is required, the first heat exchanger 112 on the housing 10 dissipates heat directly at the hot end of the cooling plate 111, improving the heat dissipation effect of the first heat exchanger 112 on the cooling plate 111, and further improving the cooling effect of the vehicle refrigerator 1.

[0080] Optionally, one side of the first heat exchanger 112 is fixedly connected to the outer wall of the first inner liner 102.

[0081] like Figures 1-3 As shown, specifically, one side of the surface of the first heat exchanger 112 can be tightly bonded to the outer wall of the first inner liner 102 by a thermally conductive adhesive, so that the first heat exchanger 112 is fixed to the outer wall of the first inner liner 102. In this way, the contact area between the first heat exchanger 112 and the first inner liner 102 can be guaranteed, so as to achieve better heat exchange and improve the cooling or heating effect of the vehicle refrigerator 1.

[0082] Optionally, the heat exchange system further includes a first insulation layer 114, which is disposed between the first heat exchanger 112 and the outer shell 101.

[0083] like Figure 1 and Figure 3 As shown, the inner wall of the outer casing 101 and the first heat exchanger 112 are filled with insulation material to form a first insulation layer 114. The first insulation layer 114 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by setting the first insulation layer 114 between the first heat exchanger 112 and the outer casing 101, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the first insulation layer 114 for conduction, thus preventing heat backflow and further saving energy consumption of the vehicle refrigerator 1.

[0084] Optionally, the housing 10 includes an outer shell 101, a first inner liner 102, and a second inner liner 103. The first inner liner 102 is disposed inside the outer shell 101, and the second inner liner 103 is disposed inside the first inner liner 102. The first heat exchanger 112 and the cold storage accumulator 113 are both disposed between the first inner liner 102 and the outer shell 101. The cooling element 111 is disposed between the first inner liner 102 and the second inner liner 103.

[0085] Specifically, such as Figures 1-3 As shown, the housing 10 consists of a three-layer structure: the outermost layer is the outer shell 101, the middle layer is the first inner liner 102, and the outermost layer is the second inner liner 103. A first interlayer is formed between the outer shell 101 and the first inner liner 102. A first heat exchanger 112 is disposed in the first interlayer. The first inner liner 102 and the second inner liner 103 form a second interlayer. A cooling plate 111 is disposed in the second interlayer. A receiving cavity 104 is formed in the second inner liner 103. In this way, the first heat exchanger 112 and the cooling plate 111 are arranged opposite each other. When cooling the cabinet 10, when a lower cooling temperature is required, the cold energy in the first heat exchanger 112 can be transferred to the hot end of the cooling plate 111 through the wall of the first inner liner 102, so as to dissipate heat from the hot end of the cooling plate 111 and further improve the heat dissipation effect of the first heat exchanger 112 on the hot end of the cooling plate 111. The cold end of the cooling plate 111 exchanges heat with the accommodating cavity 104 of the second inner liner 103 to achieve cooling, which can obtain a lower cooling temperature than the temperature of the first heat exchanger 112, thereby improving the cooling effect of the accommodating cavity 104 of the second inner liner 103 and further improving the cooling effect of the vehicle refrigerator 1.

[0086] Optionally, the cooling element 111 is fixedly connected to the outer wall of the second inner liner 103.

[0087] Specifically, the cooling element 111 can be tightly attached to the outer wall of the second inner liner 103 using a thermally conductive adhesive, so that the cooling element 111 is fixed to the outer wall of the first inner liner 102. This ensures the contact area between the cooling element 111 and the first inner liner 102, thereby achieving better heat exchange and improving the cooling or heating effect of the vehicle refrigerator 1.

[0088] Optionally, there are multiple cooling elements 111, and all of the multiple cooling elements 111 are fixedly connected to the outer wall of the second inner liner 103.

[0089] Specifically, the number of cooling elements 111 can be selected according to the size of the second inner liner 103. For example, there can be 2, 3, or 4 semiconductor cooling elements 111. Multiple cooling elements 111 are attached to the outer wall of the second inner liner 103 using thermally conductive adhesive. In practical applications, by setting multiple cooling elements 111, the temperature of the second inner liner 103 can be lowered or raised more quickly by having multiple cooling elements 111 work simultaneously, thus improving the efficiency and effectiveness of temperature adjustment. Furthermore, since there may be temperature gradients within the second inner liner 103 (i.e., some areas are warmer than others), the operating current of the multiple cooling elements 111 can be adjusted. For example, if a certain area is too warm, the operating current of the cooling element 111 in that area can be increased to accelerate temperature adjustment; conversely, if a certain area is too cold, its operating current can be reduced to avoid overcooling or heating. This effectively eliminates temperature differences, ensuring a more uniform temperature distribution throughout the second inner liner 103 and improving the temperature uniformity inside the vehicle refrigerator 1.

[0090] Optionally, the heat exchange system further includes a first insulation layer 114, which is disposed between the first heat exchanger 112 and the outer shell 101.

[0091] Specifically, such as Figure 1-3 As shown, when the housing 10 has a three-layer structure, the inner wall of the outer shell 101 and the first heat exchanger 112 are also filled with insulation material to form a first insulation layer 114. The first insulation layer 114 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by setting the first insulation layer 114 between the first heat exchanger 112 and the outer shell 101, the insulation material has a low thermal conductivity, making it difficult for heat to penetrate the first insulation layer 114 for conduction, which can prevent heat backflow and further save energy consumption of the vehicle refrigerator 1.

[0092] Optionally, the heat exchange system further includes a second insulation layer 115, wherein the portion between the first inner liner 102 and the second inner liner 103 where the cooling element 111 is not disposed is filled with the second insulation layer 115.

[0093] Specifically, such as Figure 3As shown, in the second interlayer between the first inner liner 102 and the second inner liner 103, the portion without the cooling element 111 is filled with insulation material to form a second insulation layer 115, so that the cooling element 111 is located inside the second insulation layer 115. The second insulation layer 115 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by filling the portion of the first inner liner 102 and the second inner liner 103 without the cooling element 111 with the second insulation layer 115, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the second insulation layer 115 for conduction, which can prevent heat backflow and further save energy consumption of the vehicle refrigerator 1.

[0094] In some alternative embodiments, the heat exchange system further includes a cold storage unit 113 disposed in the first heat exchanger 112, the cold storage unit 113 being used to absorb and store the cold energy of the first heat exchanger 112.

[0095] like Figures 1-3 As shown, specifically, the cold storage unit 113 is installed on the first heat exchanger 112. When the first heat exchanger 112 cools the cabinet 10, the cold storage unit 113 can absorb and store the unused cold energy in the first heat exchanger 112. In practical applications, when the cooling demand is not high or in the power-off mode, the compressor 20 can not work, so that the first heat exchanger 112 cannot cool. The cold energy stored in the cold storage unit 113 can be used directly to cool, keep warm, or preserve freshness of the cabinet 10, which can reduce the energy consumption of the vehicle refrigerator 1.

[0096] Optionally, the cold storage 113 is attached to the surface of the first heat exchanger 112.

[0097] Specifically, the cold storage 113 can be directly attached to the surface of the first heat exchanger 112 using thermally conductive adhesive or thermally conductive tape. In practical applications, by attaching the cold storage 113 to the surface of the first heat exchanger 112, a close physical contact between the two can be achieved. The cold energy in the first heat exchanger 112 can be directly transferred to the cold storage 113, allowing the cold storage 113 to absorb and store the cold energy in the first heat exchanger 112 more efficiently and fully. This can improve the cooling or heat preservation capacity of the cold storage 113, and further save energy consumption of the vehicle refrigerator 1.

[0098] Optionally, the housing 10 includes an outer shell 101 and a first inner liner 102, the first inner liner 102 being disposed inside the outer shell 101, the first heat exchanger 112 and the cold storage accumulator 113 being disposed between the first inner liner 102 and the outer shell 101, and the cooling chip 111 being disposed inside the first inner liner 102.

[0099] Specifically, the detailed description of the outer shell 101, the first inner liner 102, and the first heat exchanger 112 can be referred to the foregoing embodiments. The first heat exchanger 112 can be disposed close to the first inner liner 102, or the first heat exchanger 112 can be fixedly connected to the outer wall surface of the first inner liner 102. The cold storage unit 113 can be attached to the surface of the first heat exchanger 112 away from the first inner liner 102 by means of thermally conductive adhesive or thermally conductive tape. In this way, the cold storage unit 113 is disposed inside the outer shell 101, and the cold energy stored in the cold storage unit 113 can be transferred to the items in the accommodating cavity 104 in a more concentrated manner through the shortest path, reducing heat loss during the heat transfer process. When the cold storage unit 113 can cool, keep warm, or preserve food in the accommodating cavity 104, the cooling, warming, or preservation effect of the vehicle refrigerator 1 can be improved.

[0100] In some alternative embodiments, the housing 10 includes an outer shell 101, a first inner liner 102, and a second inner liner 103. The first inner liner 102 is disposed inside the outer shell 101, and the second inner liner 103 is disposed inside the first inner liner 102. The second inner liner 103 forms the receiving cavity 104. The first heat exchanger 112 and the cold storage accumulator 113 are both disposed between the first inner liner 102 and the outer shell 101. The cooling element 111 is disposed between the first inner liner 102 and the second inner liner 103.

[0101] Specifically, when the cabinet 10 has three layers, a first interlayer is formed between the outer shell 101 and the first inner liner 102. The first heat exchanger 112 and the cold storage 113 are both located in the first interlayer. The cold storage 113 is located inside the outer shell 101. The cold energy stored in the cold storage 113 can be transferred to the items in the accommodating cavity 104 through the shortest path in a relatively concentrated manner, reducing heat loss during the heat transfer process. When the cold storage 113 can perform cooling, heat preservation, or freshness preservation operations on the accommodating cavity 104, the cooling effect, heat preservation effect, or freshness preservation effect of the vehicle refrigerator 1 can be improved.

[0102] The heat exchange system also includes a first insulation layer 114, which is disposed between the cold accumulator 113 and the outer casing 101. Specifically, the inner wall of the outer casing 101 and the cold accumulator 113 are filled with insulation material to form the first insulation layer 114. The first insulation layer 114 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by setting the first insulation layer 114 between the cold accumulator 113 and the outer casing 101, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the first insulation layer 114 for conduction, thus preventing heat backflow. When the cooling demand is low or in power-off mode, the cooling capacity in the cold accumulator 113 can be maintained for a longer time, further saving energy consumption of the vehicle refrigerator 1.

[0103] In some alternative embodiments, the heat exchange system further includes a second insulation layer 115, wherein the portion between the first inner liner 102 and the second inner liner 103 where the cooling element 111 is not disposed is filled with the second insulation layer 115.

[0104] Specifically, such as Figure 3 As shown, when the cabinet 10 has a three-layer structure, the portion of the second interlayer between the first inner liner 102 and the second inner liner 103 that does not have the cooling element 111 is filled with insulation material to form a second insulation layer 115. This allows the cooling element 111 to be located inside the second insulation layer 115. The second insulation layer 115 can be replaced by the first insulation layer 114, which can be polyurethane foam, vacuum insulation board, etc. In practical applications, by filling the portion of the first inner liner 102 and the second inner liner 103 without the cooling element 111 with the second insulation layer 115, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the second insulation layer 115 for conduction, preventing heat backflow and further saving energy consumption of the vehicle refrigerator 1.

[0105] Optionally, the cold storage device 113 includes a cold storage shell, which is filled with cold storage material.

[0106] Specifically, the cold storage unit 113 consists of a cold storage shell and a cold storage material. The cold storage material is filled inside the cold storage shell to form the cold storage unit 113. The cold storage shell is used to contain the cold storage material, which is used to absorb and store the cold energy in the first heat exchanger 112. The outer surface of the cold storage shell is attached to the first heat exchanger 112. In practical applications, when the cold storage unit 113 is located between the outer shell 101 and the first inner liner 102, by setting a cold storage shell to fill the cold storage material, the cold storage unit 113 can have sufficient thickness to ensure that there is enough cold storage material inside the cold storage unit 113 to absorb and store the cold energy of the first heat exchanger 112. This ensures that when the cooling demand is low or in a power outage mode, the cold storage unit 113 can provide sufficient cooling energy to the cabinet 10, reducing the energy consumption of the vehicle refrigerator 1.

[0107] Optionally, the first heat exchanger 112 has two operating modes: an evaporator mode and a condenser mode. The vehicle refrigerator 1 has two operating modes: a heating mode and a cooling mode. In the cooling mode, the first heat exchanger 112 operates in the evaporator mode. In the heating mode, the first heat exchanger 112 operates in the condenser mode.

[0108] Specifically, the vehicle refrigerator 1 operates in two modes: heating and cooling. The first heat exchanger 112 operates in two modes: evaporator and condenser. In cooling mode, the first heat exchanger 112 operates as an evaporator. In this mode, refrigerant from the compressor 20 flows into the first heat exchanger 112, absorbs heat, and vaporizes, carrying away heat from the cabinet 10, thus enabling the vehicle refrigerator 1 to cool. In heating mode, the first heat exchanger 112 operates as a condenser. In this mode, refrigerant from the compressor 20 flows into the first heat exchanger 112, releases heat to the items inside the cabinet 10, and becomes a saturated liquid, thus enabling the vehicle refrigerator 1 to heat. By switching the operating modes of the first heat exchanger 112, the vehicle refrigerator 1 can not only provide heating but also provide heating when needed. Different operating modes of the vehicle refrigerator 1 can be selected according to actual needs, improving the user experience.

[0109] Optionally, the first heat exchanger 112 may include a flat tube heat exchanger or a coil heat exchanger.

[0110] Specifically, the first heat exchanger 112 can be a flat tube heat exchanger or a coil heat exchanger. By optimizing the piping design, such as increasing the surface area in contact with the refrigerant through the flat shape of the flat tubes in a flat tube heat exchanger, or expanding the heat exchange area through multiple turns in a coil heat exchanger, the first heat exchanger 112 can provide a larger heat exchange area. In practical applications, by making the first heat exchanger 112 a flat tube heat exchanger or a coil heat exchanger, a larger heat exchange area is achieved between the first heat exchanger 112 and the housing 10 and the cold storage 113, further improving the cooling or heating effect of the vehicle-mounted refrigerator 1.

[0111] Optionally, the cooling chip 111 includes a semiconductor cooling chip.

[0112] Specifically, the cooling element 111 can be a semiconductor cooling element, which is used to cool or heat the cabinet 10. In practical applications, the refrigerator temperature is adjusted by setting a semiconductor cooling element. Since the semiconductor cooling element is small in size, it can make full use of the limited space between the first inner liner 102 and the second inner liner 103, thereby improving space utilization.

[0113] In some alternative embodiments, a fan unit can also be added inside the vehicle refrigerator 1 to achieve faster cooling inside the cabinet 10.

[0114] This application also discloses a thermal management system, referring to... Figures 4-10This document illustrates a first embodiment of the thermal management system described in this application. Specifically, the thermal management system includes: a compressor 20 for compressing refrigerant; and a heat exchange assembly including a first heat exchanger 112 of the vehicle refrigerator 1 described in any of the above embodiments. The heat exchange assembly is connected to the compressor 20 and is used to adjust the temperature of the cabinet 10 of the vehicle refrigerator 1.

[0115] Specifically, the compressor 20 can compress low-pressure, low-temperature gaseous refrigerant into high-temperature, high-pressure gaseous refrigerant. The compressor 20 is connected to the heat exchange assembly via a pipeline. The heat exchange assembly is used to adjust the temperature using the refrigerant compressed by the compressor 20. Since the heat exchange assembly includes the first heat exchanger 112 of the vehicle refrigerator 1 described in any of the above embodiments, the temperature of the refrigerator body 10 can be adjusted through the heat exchange assembly. Furthermore, the refrigerant can be of types such as R134a, R410a, and R1234yf.

[0116] It should be noted that the compressor 20 can be a separate compressor 20 for the vehicle refrigerator 1, or it can be a shared compressor 20 in the thermal management system. In related technologies, when the vehicle refrigerator 1 shares the compressor 20 with the thermal management system, the required evaporation pressure of the first heat exchanger 112 decreases when the cooling demand is very low. However, reducing the evaporation pressure leads to increased energy consumption of the compressor 20, condensation in the pipes, and increased costs. In this embodiment, when the vehicle refrigerator 1 uses a shared compressor 20 in the thermal management system, the first heat exchanger 112 is installed on the housing 10. With the cooling plate 111, the first heat exchanger 112 can cool the accommodating cavity 104 inside the housing 10 through the cooling plate 111 to obtain a cooling temperature lower than the evaporation temperature, thereby improving the cooling effect of the vehicle refrigerator 1. At the same time, by setting a cold storage device 113 on the first heat exchanger 112, the cold storage device 113 can absorb and store the unutilized cold energy in the first heat exchanger 112. When the cooling demand is not high or in the power outage mode, the cold energy stored in the cold storage device 113 can be used to cool or insulate the housing 10 without turning on the compressor 20, thereby saving energy consumption of the thermal management system.

[0117] It should be noted that in this embodiment, the structure of the vehicle refrigerator 1 is the same as that of the vehicle refrigerator 1 in any of the above embodiments, and its beneficial effects are similar, so it will not be described in detail here.

[0118] Optionally, the heat exchange assembly further includes a condenser 210, and the thermal management system further includes a first expansion valve 22; the outlet end of the compressor 20 is connected to one end of the condenser 210, the other end of the condenser 210 is connected to one end of the first expansion valve 22, the other end of the first expansion valve 22 is connected to one end of the first heat exchanger 112, and the other end of the first heat exchanger 112 is connected to the outlet end and the inlet end of the compressor 20; wherein, the first expansion valve 22 is used to regulate the flow rate of the refrigerant between the condenser 210 and the first heat exchanger 112.

[0119] like Figures 4-10 As shown, the outlet end of compressor 20, condenser 210, first expansion valve 22, first heat exchanger 112, and inlet end of compressor 20 are sequentially connected by pipelines. The outlet end of compressor 20 is also connected to the other end of first heat exchanger 112 via a pipeline. Condenser 210 cools and condenses the high-temperature, high-pressure gaseous refrigerant from compressor 20 into a saturated liquid refrigerant. First expansion valve 22 throttles and reduces the pressure of the liquid refrigerant and regulates the refrigerant flow rate between condenser 210 and first heat exchanger 112. Furthermore, first expansion valve 22 can be an electronic expansion valve.

[0120] Furthermore, the thermal management system also includes a first solenoid valve 23; the first solenoid valve 23 is connected between the outlet end of the compressor 20 and the first heat exchanger 112; wherein, the first solenoid valve 23 has a first open state and a first closed state. In the first open state, the outlet end of the compressor 20 is connected to the first heat exchanger 112 to increase the temperature of the housing 10. In the first closed state, the outlet end of the compressor 20 is sequentially connected to the condenser 210 and the first heat exchanger 112 to decrease the temperature of the housing 10.

[0121] When the vehicle refrigerator 1 operates in heating mode, the first solenoid valve 23 is in the first open state, and the outlet end of the compressor 20 is connected to the first heat exchanger 112. At this time, the first heat exchanger 112 is in condenser mode. The refrigerant in the compressor 20 flows from the outlet end through the first heat exchanger 112 and the first expansion valve 22 into the inlet end of the compressor 20. The refrigerant releases heat to the items in the cabinet 10 through the first heat exchanger 112 and becomes a saturated liquid, thereby increasing the temperature of the cabinet 10. When the vehicle refrigerator 1 operates in cooling mode, the first solenoid valve 23 is in the first closed state, and the outlet end of the compressor 20 is connected to the condenser 210 and the first heat exchanger 112 in sequence. At this time, the first heat exchanger 112 is in evaporator mode. The refrigerant in the compressor 20 flows through the condenser 210, the first expansion valve 22, and the first heat exchanger 112 into the inlet end of the compressor 20. The refrigerant absorbs heat in the first heat exchanger 112 and vaporizes, carrying away the heat in the cabinet 10, thereby reducing the temperature of the cabinet 10. In this way, by setting the first solenoid valve 23, the first solenoid valve 23 can quickly switch between the first open state and the first closed state, which allows the thermal management system to flexibly switch the working mode of the vehicle refrigerator 1 according to actual needs, ensuring that the vehicle refrigerator 1 can quickly switch between the cooling mode and the heating mode.

[0122] Optionally, the thermal management system further includes a first throttle valve 24, which is connected between the first expansion valve 22 and the first heat exchanger 112. The first throttle valve 24 is used to adjust the refrigerant flow between the first expansion valve 22 and the first heat exchanger 112.

[0123] like Figures 4-10 As shown, the first throttle valve 24 is installed on the pipeline between the first expansion valve 22 and the first heat exchanger 112. By adjusting the opening of the first throttle valve 24, the refrigerant flow rate between the first expansion valve 22 and the first heat exchanger 112 is adjusted. In the specific refrigeration process, the liquid refrigerant from the condenser 210 is depressurized and cooled by the first expansion valve 22, and then its flow rate is further regulated by the first throttle valve 24 before finally reaching the first heat exchanger 112 for heat exchange, thus achieving the refrigeration effect. In this embodiment, the combined use of the first expansion valve 22 and the first throttle valve 24 allows for more precise control of the refrigerant flow rate and pressure, which helps to achieve precise control of the evaporation temperature of the first heat exchanger 112 and avoids excessive temperature fluctuations in the housing 10.

[0124] Optionally, the heat exchange assembly further includes a second heat exchanger 211; the other end of the first expansion valve 22 is also connected to one end of the second heat exchanger 211, and the other end of the second heat exchanger 211 is connected to the outlet end and the inlet end of the compressor 20. The second heat exchanger 211 is used to adjust the temperature of the vehicle cabin.

[0125] Specifically, the other end of the first expansion valve 22 is connected to one end of the second heat exchanger 211 via a pipeline. The other end of the second heat exchanger 211 is connected to the outlet and inlet ends of the compressor 20 via two pipelines respectively. In this case, the first expansion valve 22 is also used to adjust the refrigerant flow between the condenser 210 and the second heat exchanger 211. The second heat exchanger 211 can be installed in the vehicle cabin, exchanging heat with the vehicle cabin to heat or cool the cabin. In practical applications, by having the first heat exchanger 112 and the second heat exchanger 211 share a single compressor 20, compared to a vehicle refrigerator 1 with an independent compressor 20, the space of the vehicle refrigerator 1 is increased, waste heat emissions and noise in the cabin are reduced, and the comfort of the cabin is improved.

[0126] Furthermore, the first throttle valve 24 is located between the first expansion valve 22, the first heat exchanger 112, and the second heat exchanger 211. In this way, the first expansion valve 22 can adjust the refrigerant flow between the condenser 210 and the first heat exchanger 112 and the second heat exchanger 211, and the first throttle valve 24 can adjust the flow between the first expansion valve 22 and the first heat exchanger 112. Through the combined use of the first throttle valve 24 and the second expansion valve 27, the flow and pressure of the refrigerant can be controlled more precisely, and the evaporation temperature of the first heat exchanger 112 and the second heat exchanger 211 can be accurately adjusted, avoiding excessive temperature fluctuations in the vehicle cabin and the vehicle refrigerator 1. Furthermore, by adjusting the opening of the first throttle valve 24, the refrigerant flow into the first heat exchanger 112 and the second heat exchanger 211 can be controlled. This limits the evaporation pressure and temperature of the vehicle refrigerator 1, ensuring that the evaporation pressure and temperature of the vehicle refrigerator 1 are consistent with those of the second heat exchanger 211. This increases the evaporation pressure and temperature of the vehicle refrigerator 1, reducing the risk of condensation in the pipes. Simultaneously, the increased evaporation temperature of the vehicle refrigerator 1 allows for a reduction in the thickness of its insulation layer, increasing the effective volume of the refrigerator. In addition, the increased evaporation pressure allows for a decrease in the pressure ratio of the compressor 20, reducing energy consumption and mitigating the risk of overheating of critical components such as the IGBT module in the low-speed compressor 20 under high ambient temperatures.

[0127] Optionally, the thermal management system further includes a second solenoid valve 25, which is connected between the second heat exchanger 211 and the inlet end of the compressor 20. The second solenoid valve 25 is used to control the on / off connection between the second heat exchanger 211 and the compressor 20. In practical applications, by setting the second solenoid valve 25 between the inlet end of the compressor 20 and the second heat exchanger 211, the on / off connection between the second heat exchanger 211 and the compressor 20 can be controlled. The evaporation pressure of the second heat exchanger 211 can be controlled jointly by the first expansion valve 22 and the second solenoid valve 25, achieving independent control of the evaporation pressure of the second heat exchanger 211. This avoids the impact on the evaporation temperature of the second heat exchanger 211 when multiple branches are operating. In addition, using the second solenoid valve 25 for direct control can also reduce the cost of the thermal management system.

[0128] Optionally, the thermal management system further includes a third solenoid valve 26, which is connected between the compressor 20 and the second heat exchanger 211. The third solenoid valve 26 has a second open state and a second closed state. In the second open state, the outlet end of the compressor 20 is connected to the second heat exchanger 211 to increase the temperature of the vehicle compartment. In the second closed state, the outlet end of the compressor 20, the condenser 210, and the second heat exchanger 211 are connected in sequence to decrease the temperature of the vehicle compartment.

[0129] Specifically, the third solenoid valve 26 can be installed on the pipeline between the outlet end of the compressor 20 and the second heat exchanger 211, or on the pipeline between the second heat exchanger 211 and the inlet end of the compressor 20. The thermal management system also includes a fifth solenoid valve 30, which is installed on the pipeline between the condenser 210 and the first expansion valve 22. The fifth solenoid valve 30 has an open state and a closed state. When the fifth solenoid valve 30 is in the open state, the condenser 210 is connected to the first expansion valve 22. When the fifth solenoid valve 30 is in the closed state, the condenser 210 and the first expansion valve 22 are not connected. The thermal management system also has a heating mode and a cooling mode. The second heat exchanger 211 also has two operating modes, namely evaporator mode and condenser mode. The switching between the heating mode and the cooling mode of the thermal management system is achieved through the cooperation of the third solenoid valve 26 and the fifth solenoid valve 30.

[0130] Specifically, in heating mode, the third solenoid valve 26 is in the second open state, and the fifth solenoid valve 30 is in the closed state. At this time, the second heat exchanger 211 operates as a condenser. The refrigerant in the compressor 20 flows from the outlet end through the second heat exchanger 211 and the first expansion valve 22 before flowing into the inlet end of the compressor 20. The refrigerant releases heat into the passenger compartment through the second heat exchanger 211, becoming a saturated liquid to increase the temperature of the passenger compartment. In cooling mode, the third solenoid valve 26 is in the second closed state, and the fifth solenoid valve 30 is in the open state. At this time, the second heat exchanger 211 operates as an evaporator. The refrigerant in the compressor 20 flows from the outlet end through the condenser 210, the first expansion valve 22, and the second heat exchanger 211 before flowing into the inlet end of the compressor 20. The refrigerant absorbs heat in the second heat exchanger 211 and vaporizes, carrying away heat from the passenger compartment to lower the temperature of the passenger compartment. In this way, by setting the third solenoid valve 26 and the fifth solenoid valve 30 to work together, the third solenoid valve 26 and the fifth solenoid valve 30 can quickly switch between corresponding open and closed states, which allows the thermal management system to flexibly switch the working mode of thermal management according to actual needs, and ensures that the thermal management system can quickly switch between cooling mode and heating mode.

[0131] It should be noted that the first solenoid valve 23 described in the aforementioned embodiment can also cooperate with the fifth solenoid valve 30 to switch between the refrigerator's cooling mode and heating mode. The specific cooperation method is similar to that described above and will not be repeated here.

[0132] Optionally, the heat exchange assembly further includes a third heat exchanger 212, and the thermal management system further includes a second expansion valve 27. The other end of the condenser 210 is connected to one end of the second expansion valve 27, and the other end of the second expansion valve 27 is connected to one end of the third heat exchanger 212. The other end of the third heat exchanger 212 is connected to the outlet and inlet ends of the compressor 20. The third heat exchanger 212 is used to adjust the temperature of the battery pack in the vehicle, and the second expansion valve 27 is used to adjust the refrigerant flow between the condenser 210 and the third heat exchanger 212. Specifically, the third heat exchanger 212 can be a battery cold plate, which is disposed on the battery pack and used to adjust the temperature of the battery pack. In practical applications, by connecting the third heat exchanger 212 to the second expansion valve 27 and the condenser 210, the third heat exchanger 212 can achieve heat exchange with the battery through the compressor 20, condenser 210, and other structures in the thermal management system, further reducing the cost of the thermal management system.

[0133] Optionally, the thermal management system further includes a second throttle valve 28, which is connected between the third heat exchanger 212 and the inlet end of the compressor 20. The second throttle valve 28 is used to adjust the refrigerant flow rate between the third heat exchanger 212 and the compressor 20. In practical applications, the refrigerant flow rate between the third heat exchanger 212 and the compressor 20 can be adjusted by changing the opening of the second throttle valve 28. Furthermore, the evaporation pressure of the second heat exchanger 211 can be controlled jointly by the second expansion valve 27 and the second throttle valve 28, achieving independent control of the evaporation pressure of the third heat exchanger 212 and avoiding the impact on the evaporation temperature of the third heat exchanger 212 when multiple branches are operating.

[0134] Optionally, the thermal management system further includes a fourth solenoid valve 29, which is connected between the outlet end of the compressor 20 and the third heat exchanger 212. The fourth solenoid valve 29 has a third open state and a third closed state. In the third open state, the outlet end of the compressor 20 is connected to the third heat exchanger 212 to increase the temperature of the battery assembly. In the third closed state, the outlet end of the compressor 20, the condenser 210, and the third heat exchanger 212 are connected in sequence to decrease the temperature of the battery assembly.

[0135] Specifically, the fourth solenoid valve 29 is located on the pipeline between the outlet end of the compressor 20 and the third heat exchanger 212. The third heat exchanger 212 has evaporator mode and condenser mode. When the thermal management system is in heating mode, the fourth solenoid valve 29 is in the third open state. At this time, the third heat exchanger 212 is in condenser mode. The refrigerant in the compressor 20 flows from the outlet end through the third heat exchanger 212 and the second expansion valve 27 in sequence into the inlet end of the compressor 20. The refrigerant releases heat to the battery pack in the third heat exchanger 212 and becomes saturated liquid, thereby increasing the temperature of the battery pack. When the thermal management system is in cooling mode, the fourth solenoid valve 29 is in the third closed state. At this time, the second heat exchanger 211 is in evaporator mode. The refrigerant in the compressor 20 flows from the outlet end through the condenser 210, the second expansion valve 27 and the third heat exchanger 212 in sequence into the inlet end of the compressor 20. The refrigerant absorbs heat in the third heat exchanger 212 and vaporizes, carrying away heat from the battery pack, thereby reducing the temperature of the battery pack. In this way, by setting the fourth solenoid valve 29, the fourth solenoid valve 29 can quickly switch between the third open state and the third closed state, which allows the thermal management system to flexibly switch the working mode of the thermal management system according to actual needs, and ensures that the thermal management system can quickly switch between cooling mode and heating mode.

[0136] It should be noted that the fourth solenoid valve 29 described in this embodiment can also cooperate with the fifth solenoid valve 30 described in the previous embodiment to achieve switching between cooling mode and heating mode. The specific cooperation method is similar to that described above and will not be repeated here.

[0137] It should be noted that, for the sake of simplicity in the accompanying drawings, Figures 4-13 The thermal management integrated module 31 shown refers to the integration of some flow channels and control valves in the thermal management system body into the same module to form the thermal management integrated module 31. The specific flow channel settings and control valve settings in the thermal management integrated module 31 can be specifically set according to actual needs. This application embodiment does not make specific settings in this regard.

[0138] The following is in conjunction with the appendix Figures 5-10 The working mode of the thermal management system in the first embodiment of this application will be described in detail below. The black lines in the figure represent pipelines, and the black arrows indicate the direction of refrigerant flow.

[0139] Reference Figure 5 This illustrates the refrigerant flow diagram in the single-on cooling mode of the thermal management system of the first embodiment described in this application; as shown... Figure 5 As shown, the single-operation cooling mode specifically refers to the situation where only the vehicle refrigerator 1 is in cooling mode, and the user-set temperature of the vehicle refrigerator 1 is higher than the normal evaporation temperature of the first heat exchanger 112. In this case, the refrigerant flows as follows: Figure 5 As shown, the refrigerant flowing from the outlet of compressor 20 first passes through condenser 210, then through thermal management integrated module 31, and finally through first expansion valve 22, first throttle valve 24, and first heat exchanger 112 before flowing back to the inlet of compressor 20. In this mode, first solenoid valve 23, second solenoid valve 25, third solenoid valve 26, fourth solenoid valve 29, second expansion valve 27, and second throttle valve 28 are all closed, fifth solenoid valve 30 is open, and first throttle valve 24 is fully open. At this time, the evaporation pressure and temperature of the vehicle refrigerator 1 are jointly controlled by first expansion valve 22 and compressor speed. At this time, cooling of the accommodating cavity 104 is only achieved through the first heat exchanger 112 on the casing 10.

[0140] Furthermore, when the vehicle refrigerator 1 is in Figure 5 Based on the operating mode shown, when the temperature of the vehicle refrigerator 1 set by the user is lower than the normal evaporation temperature of the first heat exchanger 112, or when the vehicle refrigerator 1 needs to be in freezing or rapid cooling mode, the cooling chip 111 is turned on. At this time, the first heat exchanger 112 on the cabinet 10 is used to dissipate heat from the hot end of the cooling chip 111, and the cold end of the cooling chip 111 is the direct cold source for cooling the internal cavity 104 of the cabinet 10. At this time, a cooling temperature lower than the evaporation temperature of the first heat exchanger 112 can be obtained.

[0141] Reference Figure 6 , Figure 6 This illustrates the dual-cooling mode of the thermal management system of the first embodiment described in this application; as follows: Figure 6 As shown, dual-cooling mode means that both the vehicle refrigerator 1 and the vehicle cabin need to be cooled simultaneously. The refrigerant flow is as follows: Figure 6 As shown, the refrigerant flowing from the outlet of compressor 20 first passes through condenser 210, then through thermal management integrated module 31, and then through first expansion valve 22. After first expansion valve 22, it is divided into two paths: one path flows into thermal management integrated module 31 through second heat exchanger 211 and second solenoid valve 25, and then flows out of thermal management integrated module 31; the other path flows through first throttle valve 24 and first heat exchanger 112, merging with the portion of the first path flowing out of thermal management integrated module 31 and flowing into the inlet of compressor 20. In this operating mode, the evaporation pressures of first heat exchanger 112 and second heat exchanger 211 are the same, with the evaporation pressure of second heat exchanger 211 being dominant. In this mode, first solenoid valve 23, third solenoid valve 26, fourth solenoid valve 29, second throttle valve 28, and second expansion valve 27 are all in the closed state, while second solenoid valve 25 and fifth solenoid valve 30 are in the open state. The evaporation pressure of the first heat exchanger 112 and the second heat exchanger 211 is adjusted by the first expansion valve 22 and the speed of the compressor 20. The first throttle valve 24 can be used to adjust the flow rate of refrigerant in the first heat exchanger 112 branch and the second heat exchanger 211 branch.

[0142] Furthermore, when the refrigerator is in Figure 6 Based on the operating mode shown, when the user-set temperature of the vehicle refrigerator 1 is lower than the normal evaporation temperature of the first heat exchanger 112, or when the vehicle refrigerator 1 needs to be in freezing or rapid cooling mode, the cooling chip 111 is turned on. At this time, the first heat exchanger 112 on the cabinet 10 is used to dissipate heat to the hot side of the cooling chip 111, and the cold end of the cooling chip 111 is the direct cold source for the cooling of the cabinet 10. At this time, a cooling temperature lower than the evaporation temperature of the first heat exchanger 112 can be obtained.

[0143] Reference Figure 7 , Figure 7 This illustration shows a three-stage cooling mode of a thermal management system according to an embodiment of this application; the three-stage cooling mode refers to simultaneous cooling of the vehicle-mounted refrigerator 1, the vehicle compartment, and the battery assembly. The refrigerant flow is as follows... Figure 7 As shown, the three-way cooling mode is based on the two-way cooling mode described above. The refrigerant flowing into the thermal management integrated module 31 is divided into two paths, one of which follows the above... Figure 6The flow in the dual-mode refrigeration system is as follows: one path flows through the second expansion valve 27, the third heat exchanger 212, and the second throttling valve 28, finally returning to the inlet of the compressor 20 via the thermal management integrated module 31. In this mode, the first solenoid valve 23, the second solenoid valve 25, and the fourth solenoid valve 29 are closed; the second solenoid valve 25 and the fifth solenoid valve 30 are open; and the second expansion valve 27 and the second throttling valve 28 are open, thereby controlling the evaporation pressure within the third heat exchanger 212. Furthermore, in this mode, the evaporation pressures of the second heat exchanger 211 and the first heat exchanger 112 remain consistent.

[0144] Furthermore, when the vehicle refrigerator 1 is in Figure 7 Based on the operating mode shown, when the user-set temperature of the vehicle refrigerator 1 is lower than the normal evaporation temperature of the first heat exchanger 112, or when the vehicle refrigerator 1 needs to be in freezing or rapid cooling mode, the cooling chip 111 is turned on. At this time, the first heat exchanger 112 on the cabinet 10 is used to dissipate heat to the hot side of the cooling chip 111, and the cold end of the cooling chip 111 is the direct cold source for the cooling of the cabinet 10. At this time, a cooling temperature lower than the normal evaporation temperature of the first heat exchanger 112 can be obtained.

[0145] Reference Figure 8 , Figure 8 This application illustrates a single-operation heating mode of a thermal management system according to an embodiment of the present application. The single-operation heating mode refers to a mode where only the vehicle-mounted refrigerator 1 is in heating mode, and the refrigerant flows as described above. Figure 8 As shown, the refrigerant flowing out of the outlet of the compressor 20 flows back to the inlet of the compressor 20 after passing through the first solenoid valve 23, the first heat exchanger 112, the first throttle valve 24, the first expansion valve 22, and the thermal management integrated module 31. In this mode, the second solenoid valve 25, the third solenoid valve 26, the fourth solenoid valve 29, the fifth solenoid valve 30, the second expansion valve 27, and the second throttle valve 28 are all closed, the first solenoid valve 23 is open, the first throttle valve 24 is fully open, and the first expansion valve 22 acts as a throttling device. At this time, the vehicle refrigerator 1 is in refrigerant heating mode, and the heat of the refrigerant is transferred to the accommodating cavity 104 inside the cabinet 10 through the cooling element 111.

[0146] Furthermore, when the compressor 20 cannot provide enough heat or reach the heating temperature set by the user, the cooling chip 111 will be energized in reverse to swap the hot and cold ends. At this time, the hot end of the cooling chip 111 is used directly to heat the accommodating cavity 104 inside the housing 10.

[0147] Reference Figure 9 , Figure 9 This application illustrates a dual-heating mode of a thermal management system according to an embodiment of the present application; the dual-heating mode refers to the refrigerant heating mode being activated when both the vehicle refrigerator 1 and the vehicle cabin are in dual-heating mode, and the refrigerant operates as follows: Figure 9 As shown; the refrigerant at the outlet of compressor 20 will be divided into two paths, one flowing through the second heat exchanger 211 and the third solenoid valve 26, and the other flowing according to... Figure 8 The refrigerant flows in the single-open heating mode shown. Additionally, the refrigerant exiting the third solenoid valve 26 flows into the thermal management integrated module 31. The thermal management integrated module 31 has a throttle valve (not shown) used to throttle the refrigerant in this path. The throttled refrigerant then flows back to the inlet of the compressor 20 along with the refrigerant from another path. At this time, the second solenoid valve 25, the fifth solenoid valve 30, the fourth solenoid valve 29, the second expansion valve 27, and the second throttle valve 28 are all closed. The first solenoid valve 23 and the third solenoid valve 26 are open, the first throttle valve 24 is fully open, and the first expansion valve 22 performs the throttling function.

[0148] Furthermore, in the above Figure 9 Based on the operating mode, a heater will be installed in the second heat exchanger 211. This heater can be used for auxiliary heating and can be a positive temperature coefficient heater.

[0149] Furthermore, when the compressor 20 cannot provide enough heat or reach the heating temperature set by the user, the cooling chip 111 will be energized in reverse to swap the hot and cold ends. At this time, the hot end of the cooling chip 111 is used directly to heat the accommodating cavity 104 inside the housing 10.

[0150] Reference Figure 10 , Figure 10 This application illustrates a three-stage heating mode for a thermal management system as described in an embodiment; the three-stage heating mode refers to the operation when the vehicle refrigerator 1, the vehicle compartment, and the battery assembly are simultaneously heated by refrigerant, as shown in the following diagram. Figure 10 As shown. In Figure 9 Based on the operating mode, one path of refrigerant flows through the fourth solenoid valve 29 and the second throttle valve 28 before entering the third heat exchanger 212. At this time, the second throttle valve 28 is fully open. After being throttled by the second expansion valve 27, the refrigerant merges with other flow paths and enters the inlet of the compressor 20. In this mode, the second solenoid valve 25 and the fifth solenoid valve 30 are closed, the first solenoid valve 23, the third solenoid valve 26, and the fourth solenoid valve 29 are all open, the first throttle valve 24 is fully open, and the first expansion valve 22 performs throttling.

[0151] Furthermore, in the above Figure 10 Based on the operating mode, a heater will be installed in the second heat exchanger 211. This heater can be used for auxiliary heating and can be a positive temperature coefficient heater.

[0152] Furthermore, when the compressor 20 cannot provide enough heat or reach the heating temperature set by the user, the cooling chip 111 will be energized in reverse to swap the hot and cold ends. At this time, the hot end of the cooling chip 111 is used directly to heat the accommodating cavity 104 inside the housing 10.

[0153] It should be noted that the above-described working mode of the thermal management system is only an example, and many other working modes can also be generated.

[0154] like Figure 12 The diagram shows a schematic of the thermal management system according to the second embodiment of this application. The difference between this schematic and the thermal management system of the first embodiment is that the second solenoid valve 25 and the first throttle valve 24 are eliminated. Instead, the throttle valve between the condenser 210 and the first heat exchanger 112 is replaced with an electronic expansion valve. This reduces the number of valves in the thermal management system and lowers costs. The specific structure and operating mode are the same as those in the thermal management system of the first embodiment, and can be referred to the above discussion; they will not be repeated here.

[0155] In some other alternative embodiments, such as Figure 12 The diagram shows a schematic diagram of the thermal management system of the third embodiment of the present application. The difference between this schematic diagram and the thermal management system of the first embodiment is that in this scheme, multiple vehicle refrigerators 1 are connected in parallel, and a first solenoid valve 23 is adapted to one vehicle refrigerator 1. Figure 12 Taking two vehicle-mounted refrigerators 1 as an example, multiple vehicle-mounted refrigerators 1 are throttled through the same first throttle valve 24, eliminating the need for additional throttle valves and saving costs. Its specific structure and operating mode are implemented in the same way as the thermal management system in the first embodiment, and can be referred to the above discussion, so they will not be repeated here.

[0156] In some other alternative embodiments, such as Figure 13 The diagram shows a schematic of the thermal management system according to the fourth embodiment of this application. This schematic differs from the thermal management system of the first embodiment in that the vehicle refrigerator branch 1 is connected to the third heat exchanger branch 212, replacing the second heat exchanger branch 211. This further increases the refrigerant evaporation temperature of the vehicle refrigerator branch 1 and reduces the risk of condensation in the pipeline. The specific structure and operating mode are implemented in the same way as the thermal management system in the first embodiment, and can be referred to the above discussion; further details are omitted here.

[0157] This application also provides a vehicle, which may specifically include the vehicle-mounted refrigerator described in any of the above embodiments or the thermal management system described in any of the above embodiments.

[0158] It should be noted that in this embodiment, the structure of the thermal management system and the vehicle refrigerator is the same as that of the vehicle refrigerator in any of the above embodiments, and their beneficial effects are also similar, so they will not be described in detail here.

[0159] 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 this application. 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.

[0160] Although embodiments of this application 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 this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle-mounted refrigerator characterized by comprising: The vehicle-mounted refrigerator (1) comprises a box body (10) and a heat exchange system, the box body (10) is formed with a containing cavity (104), the heat exchange system comprises a refrigeration fin (111) and a first heat exchanger (112), the refrigeration fin (111) and the first heat exchanger (112) are arranged in the box body (10) and exchange heat with the containing cavity (104), and the refrigeration fin (111) also exchanges heat with the first heat exchanger (112).

2. The in-vehicle refrigerator according to claim 1, characterized by The box body (10) comprises an outer shell (101) and a first inner container (102), the first inner container (102) is arranged in the outer shell (101), and the first heat exchanger (112) is arranged between the first inner container (102) and the outer shell (101).

3. The in-vehicle refrigerator according to claim 2, characterized by One side of the first heat exchanger (112) is fixedly connected to the outer wall of the first inner container (102).

4. The in-vehicle refrigerator according to claim 2, characterized by The heat exchange system further comprises a first heat preservation layer (114), and the first heat preservation layer (114) is arranged between the first heat exchanger (112) and the outer shell (101).

5. The in-vehicle refrigerator according to claim 1, characterized by The box body (10) comprises an outer shell (101), a first inner container (102) and a second inner container (103), the first inner container (102) is arranged in the outer shell (101), the second inner container (103) is arranged in the first inner container (102), the second inner container (103) is formed with the containing cavity (104), and the first heat exchanger (112) is arranged between the first inner container (102) and the outer shell (101). The refrigeration fin (111) is arranged between the first inner container (102) and the second inner container (103).

6. The vehicle refrigerator according to claim 5, characterized by The refrigeration fin (111) is fixedly connected to the outer wall of the second inner container (103).

7. The in-vehicle refrigerator according to claim 5, characterized by The heat exchange system further comprises a first heat preservation layer (114), and the first heat preservation layer (114) is arranged between the first heat exchanger (112) and the outer shell (101).

8. The in-vehicle refrigerator according to claim 5, characterized by The heat exchange system further comprises a second heat preservation layer (115), and the part between the first inner container (102) and the second inner container (103) which is not provided with the refrigeration fin (111) is filled with the second heat preservation layer (115).

9. The in-vehicle refrigerator according to claim 1, characterized by The heat exchange system further comprises a cold accumulator (113), and the cold accumulator (113) is arranged on the first heat exchanger (112), and the cold accumulator (113) is used for absorbing and storing the cold quantity of the first heat exchanger (112).

10. The vehicle refrigerator according to claim 9, characterized by The cold accumulator (113) is attached to the surface of the first heat exchanger (112).

11. The in-vehicle refrigerator according to claim 9, characterized by The box body (10) comprises an outer shell (101) and a first inner container (102), the first inner container (102) is arranged in the outer shell (101), the first heat exchanger (112) and the cold accumulator (113) are arranged between the first inner container (102) and the outer shell (101), and the refrigeration fin (111) is arranged in the first inner container (102).

12. The vehicle refrigerator according to claim 11, characterized by The heat exchange system further comprises a first thermal insulation layer (114) arranged between the cold accumulator (113) and the shell (101).

13. The in-vehicle refrigerator according to claim 9, characterized by The box (10) comprises a shell (101), a first inner container (102) arranged in the shell (101), and a second inner container (103) arranged in the first inner container (102), wherein the second inner container (103) forms the accommodating cavity (104), and the first heat exchanger (112) and the cold accumulator (113) are arranged between the first inner container (102) and the shell (101). The refrigeration sheet (111) is arranged between the first inner container (102) and the second inner container (103).

14. The vehicle refrigerator according to claim 13, characterized by The heat exchange system further comprises a first thermal insulation layer (114) arranged between the cold accumulator (113) and the shell (101).

15. The vehicle refrigerator according to claim 13, characterized by The heat exchange system further comprises a second thermal insulation layer (115), and a portion between the first inner container (102) and the second inner container (103) where the refrigeration sheet (111) is not arranged is filled with the second thermal insulation layer (115).

16. The vehicle refrigerator according to any one of claims 9 to 14, characterized by The cold accumulator (113) comprises a cold accumulator shell filled with a cold accumulator material.

17. The vehicle refrigerator according to any one of claims 1 to 15, characterized by The working mode of the first heat exchanger (112) comprises an evaporator mode and a condenser mode, the vehicle-mounted refrigerator comprises a heating mode and a refrigeration mode, in the refrigeration mode, the working mode of the first heat exchanger is the evaporator mode, and in the heating mode, the working mode of the first heat exchanger is the condenser mode.

18. The vehicle refrigerator according to any one of claims 1 to 15, characterized by The first heat exchanger (112) comprises a flat tube heat exchanger or a coil heat exchanger.

19. The vehicle refrigerator according to any one of claims 1 to 15, characterized by The refrigeration sheet (111) comprises a semiconductor refrigeration sheet.

20. A thermal management system, characterized by, The thermal management system comprises: a compressor (20) configured to compress a refrigerant; a heat exchange assembly comprising the first heat exchanger (112) of the vehicle-mounted refrigerator (1) according to any one of claims 1-19; the heat exchange assembly is connected to the compressor (20) and configured to adjust the temperature of a box (10) of the vehicle-mounted refrigerator (1).

21. The thermal management system of claim 20, wherein, The heat exchange assembly further comprises a condenser (210), and the thermal management system further comprises a first expansion valve (22). An outlet end of the compressor (20) is connected to one end of the condenser (210), the other end of the condenser (210) is connected to one end of the first expansion valve (22), the other end of the first expansion valve (22) is connected to one end of the first heat exchanger (112), and the other end of the first heat exchanger (112) is connected to the outlet end and the inlet end of the compressor (20). The first expansion valve (22) is configured to adjust the flow of the refrigerant between the condenser (210) and the first heat exchanger (112).

22. The thermal management system of claim 21, wherein, The thermal management system further comprises a first electromagnetic valve (23). The first electromagnetic valve (23) is connected between the outlet end of the compressor (20) and the first heat exchanger (112). The first electromagnetic valve (23) has a first open state and a first closed state, in the first open state, the outlet end of the compressor (20) is communicated with the first heat exchanger (112) to increase the temperature of the box (10), in the first closed state, the outlet end of the compressor (20) is communicated with the condenser (210) and the first heat exchanger (112) in sequence to reduce the temperature of the box (10).

23. The thermal management system of claim 21, wherein, The heat management system further comprises a first throttling valve (24) connected between the first expansion valve (22) and the first heat exchanger (112), the first throttling valve (24) is used to adjust the refrigerant flow between the first expansion valve (22) and the first heat exchanger (112).

24. The thermal management system of claim 21, wherein, The heat exchange assembly further comprises a second heat exchanger (211); The other end of the first expansion valve (22) is also connected to one end of the second heat exchanger (211), the other end of the second heat exchanger (211) is connected to the outlet end and the inlet end of the compressor (20), and the second heat exchanger (211) is used to adjust the temperature of the vehicle cabin.

25. The thermal management system of claim 24, wherein, The heat management system further comprises a second electromagnetic valve (25) connected between the second heat exchanger (211) and the inlet end of the compressor (20), the second electromagnetic valve (25) is used to control the on-off between the second heat exchanger (211) and the compressor (20).

26. The thermal management system of claim 24, wherein, The heat management system further comprises a third electromagnetic valve (26) connected between the compressor (20) and the second heat exchanger (211); The third electromagnetic valve (26) has a second open state and a second closed state, in the second open state, the outlet end of the compressor (20) is communicated with the second heat exchanger (211) to increase the temperature of the vehicle cabin, in the second closed state, the outlet end of the compressor (20), the condenser (210) and the second heat exchanger (211) are communicated in sequence to reduce the temperature of the vehicle cabin.

27. The thermal management system of claim 21, wherein, The heat exchange assembly further comprises a third heat exchanger (212), and the heat management system further comprises a second expansion valve (27); The other end of the condenser (210) is also connected to one end of the second expansion valve (27), the other end of the second expansion valve (27) is connected to one end of the third heat exchanger (212), and the other end of the third heat exchanger (212) is connected to the outlet end and the inlet end of the compressor (20); The third heat exchanger (212) is used to adjust the temperature of the battery assembly in the vehicle, and the second expansion valve (27) is used to adjust the refrigerant flow between the condenser (210) and the third heat exchanger (212).

28. The thermal management system of claim 27, wherein, The thermal management system further comprises a second throttling valve (28) connected between the third heat exchanger (212) and an inlet end of the compressor (20), the second throttling valve (28) being used to adjust the refrigerant flow between the third heat exchanger (212) and the compressor (20).

29. The thermal management system of claim 27, wherein, The thermal management system further comprises a fourth solenoid valve (29) connected between an outlet end of the compressor (20) and the third heat exchanger (212); The fourth solenoid valve (29) has a third open state in which the outlet end of the compressor (20) is in communication with the third heat exchanger (212) to increase the temperature of the battery assembly, and a third closed state in which the outlet end of the compressor (20), the condenser (210) and the third heat exchanger (212) are in communication in sequence to decrease the temperature of the battery assembly.

30. A vehicle characterized by The vehicle comprises the on-board refrigerator (1) of any one of claims 1-19 or the thermal management system of any one of claims 20-29.

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