Thermal management system and vehicle

Abstract

A thermal management system (100) and a vehicle (200), wherein the thermal management system (100) is used in the vehicle (200), the thermal management system (100) includes a compressor (10), a liquid-cooled air cooler (20), a coaxial tube (30), an internal air cooler (40), an external air cooler (50), and an evaporator (60), the coaxial tube (30) having a high-pressure inlet (31), a high-pressure outlet (32), a low-pressure inlet (33), and a low-pressure outlet (34), the low-pressure outlet (34) being connected to an inlet of the compressor (10). The outlet of the compressor (10) is connected to a first connection port (21) of a liquid-cooled air cooler (20), and the second connection port (22) of the liquid-cooled air cooler (20) is connected to an inlet of an external air cooler (50) and an inlet of an internal air cooler (40), respectively. The outlet of the external air cooler (50) is connected to a high-pressure inlet (31), and the outlet of the internal air cooler (40) is connected to a first port and a low-pressure inlet (33) of an evaporator (60), respectively. The second port of the evaporator (60) is connected to a high-pressure outlet (32). In this way, the thermal management system (100) is not only applicable to carbon dioxide refrigerant systems, but also to R134a / R1234yf / mixed refrigerant and other refrigerant systems. The liquid-cooled air cooler (20) and the coaxial pipe (30) improve the efficiency of heat dissipation of the refrigerant to the outside, thereby effectively solving the problem of reduced efficiency in the cooling process of the carbon dioxide module (101).

Description

[Technical Field]

[0001] The present invention relates to the field of vehicle technology, and more particularly to thermal management systems and vehicles.

[0002] <Priority information> This application claims priority to and the benefit of patent application number 202310187837.0, filed with the State Intellectual Property Office of China on February 22, 2023, the entire contents of which are incorporated herein by reference. [Background technology]

[0003] Currently, vehicles require a heat pump system to realize heat exchange inside the vehicle. Typical heat pump systems use R134a / R1234yf as the refrigerant. Under low temperature conditions, such as below -18°C, the passenger compartment is mainly heated by a water-heated PTC, which results in insufficient heating efficiency when the ambient temperature is lower than -18°C. When carbon dioxide is used as the refrigerant, the heating efficiency of the carbon dioxide-based heat pump system is low. Summary of the Invention

[0004] SUMMARY OF THE INVENTION Embodiments of the present invention provide a thermal management system and a vehicle.

[0005] A thermal management system according to an embodiment of the present invention is used in a vehicle, and includes a compressor, a liquid-cooled air cooler, a coaxial pipe, an internal air cooler, an external air cooler, and an evaporator, the coaxial pipe having a high-pressure inlet, a high-pressure outlet, a low-pressure inlet, and a low-pressure outlet, the low-pressure outlet being connected to the inlet of the compressor, the outlet of the compressor being connected to a first connection port of the liquid-cooled air cooler, the second connection port of the liquid-cooled air cooler being connected to the inlet of the external air cooler and the inlet of the internal air cooler, respectively, the outlet of the external air cooler being connected to the high-pressure inlet, the outlet of the internal air cooler being connected to the first port and the low-pressure inlet of the evaporator, respectively, and the second port of the evaporator being connected to the high-pressure outlet.

[0006] In a thermal management system according to an embodiment of the present invention, the thermal management system is used in a vehicle and includes a compressor, a liquid-cooled air cooler, a coaxial pipe, an internal air cooler, an external air cooler, and an evaporator. The coaxial pipe has a high-pressure inlet, a high-pressure outlet, a low-pressure inlet, and a low-pressure outlet. The low-pressure outlet is connected to the inlet of the compressor, the outlet of the compressor is connected to a first connection port of the liquid-cooled air cooler, the second connection port of the liquid-cooled air cooler is connected to the inlet of the external air cooler and the inlet of the internal air cooler, respectively. The outlet of the external air cooler is connected to the high-pressure inlet, and the outlet of the internal air cooler is connected to the first and low-pressure inlets of the evaporator, respectively. The second connection port of the evaporator is connected to the high-pressure outlet. In this way, the thermal management system is not only applicable to carbon dioxide refrigerant systems, but also to R134a / R1234yf / mixed refrigerant systems and other refrigerant systems. The use of the liquid-cooled air cooler and the coaxial pipe improves the efficiency of refrigerant heat dissipation to the outside, thereby effectively solving the problem of reduced efficiency in the cooling process of carbon dioxide modules. In addition, using carbon dioxide as a refrigerant allows the thermal management system to operate stably in low-temperature environments. The coaxial pipe allows heat exchange between the insulated and cooled refrigerant and the refrigerant before it enters the evaporator, further reducing the enthalpy of the refrigerant before it enters the evaporator, thereby extending the performance of the evaporator and achieving better cooling performance. The coaxial pipe also improves the energy conversion efficiency of the cooling and heating process. By using the coaxial pipe in series with the liquid-cooled air cooler to pre-cool the refrigerant before it enters the external air cooler, the heat dissipation of the carbon dioxide is more complete, resulting in a more efficient cooling process.

[0007] In some embodiments, the thermal management system further includes a first control valve, a second control valve, a third control valve, and a fourth control valve, wherein a second connection port of the liquid-cooled air cooler is connected to a first diverter node, the first diverter node is connected to the first control valve and the third control valve, respectively, the third control valve is connected to an inlet of the internal air cooler, the first control valve is connected to a second diverter node, the second diverter node is connected to an inlet of the external air cooler and the second control valve, respectively, the second control valve is connected to a third diverter node, the third diverter node is connected to the low pressure inlet and the fourth control valve, respectively, the fourth control valve is connected to a fourth diverter node, the fourth diverter node is connected to an outlet of the internal air cooler and a first port of the evaporator, respectively. In this way, by providing the first, second, third, and fourth control valves and multiple diverting nodes behind the liquid-cooled air cooler, the flow direction of the refrigerant can be controlled and adjusted, achieving different temperature control functions and ensuring fast and accurate vehicle temperature control. Furthermore, the use of the liquid-cooled air cooler and coaxial ducts allows the refrigerant pressure to be controlled and adjusted, enabling more effective temperature control using carbon dioxide as a refrigerant. Furthermore, multiple control valves, multiple diverting nodes, the liquid-cooled air cooler, and the coaxial ducts can be integrated into a modular carbon dioxide module, effectively reducing the number of AC line plates and joints in the carbon dioxide module, reducing the risk of refrigerant leakage and improving system reliability.

[0008] In some embodiments, the thermal management system further includes a first throttle valve connected between the outlet of the internal air cooler and the fourth branch node. The first throttle valve can block and cool the refrigerant, adjusting its pressure to a certain extent and its low-temperature two-phase state. After flowing out of the outlet of the internal air cooler, the refrigerant passes through the first throttle valve and reaches the fourth branch node, then flows to the fourth control valve and the evaporator. When the thermal management system is in a different mode, the fourth control valve opens and closes in different states, and the refrigerant flow rate controlled by the first throttle valve also changes, thereby adjusting the specific flow direction and flow rate of the refrigerant to achieve different functions.

[0009] In some embodiments, the thermal management system includes a second throttle valve connected between the second port of the evaporator and a fifth branch node, the fifth branch node being connected to the high-pressure outlet. In this manner, the second throttle valve can block and cool the refrigerant, adjusting the pressure of the refrigerant to a certain extent and adjusting the low-temperature two-phase state of the refrigerant. After flowing out of the second port of the evaporator, the refrigerant passes through the second throttle valve to the fifth branch node and then flows to the cooler and the high-pressure outlet. When the thermal management system is in a different mode, the refrigerant flow rate controlled by the second throttle valve is also different, thereby adjusting the refrigerant flow rate and achieving different functions.

[0010] In some embodiments, the thermal management system further includes a cooler, a first port of the cooler connected to the fifth branch node through a third throttle valve, and a second port of the cooler connected to the third branch node. In this manner, the cooler is used to flow the battery coolant and enables heat exchange between the battery coolant and the refrigerant, thereby enabling waste heat recovery, saving energy and reducing power consumption.

[0011] In some embodiments, the thermal management system further includes a power battery, and the third and fourth ports of the cooler are respectively connected to the power battery, and the temperature of the power battery is regulated by the battery coolant. In this manner, the power battery is used to supply the electric power required for normal operation of the vehicle, and heat is generated during operation of the power battery. The battery coolant is used to transport and dissipate the heat generated from the power battery. The battery coolant flows through the cooler and exchanges heat with the refrigerant flowing through the cooler, thereby realizing heat recovery and reuse and realizing different mode functions.

[0012] In some embodiments, the thermal management system further includes a radiator for cooling the battery coolant. In this manner, the radiator may be provided on the outside of the vehicle, and the battery coolant can absorb heat, increase its temperature, and then flow through the radiator to release the heat, thereby realizing heat circulation and ensuring the normal operation of the power battery.

[0013] In some embodiments, the thermal management system further includes an outdoor fan for dissipating heat from the radiator and the external air cooler. In this way, after the radiator and the external air cooler dissipate the heat of the battery coolant and the refrigerant, the outdoor fan can operate to quickly dissipate the heat to the outside, ensuring the heat dissipation effect.

[0014] In some embodiments, the thermal management system further includes a water pump connected to a third connection port of the liquid-cooled air cooler and configured to allow the battery coolant to enter the liquid-cooled air cooler through a fourth connection port of the liquid-cooled air cooler. In this manner, the water pump can pump the battery coolant into the liquid-cooled air cooler, thereby enabling heat exchange between the battery coolant and the refrigerant, and allowing the refrigerant to release heat into the coolant, thereby achieving heat recovery. The water pump can adjust the temperature of the cabin to a set value by adjusting the flow rate and controlling the temperature of the refrigerant.

[0015] A vehicle according to an embodiment of the present invention includes the thermal management system described in any of the above embodiments.

[0016] In the thermal management system and vehicle of the embodiments of the present invention, the thermal management system is used in a vehicle, and the thermal management system includes a compressor, a liquid-cooled air cooler, a coaxial pipe, an internal air cooler, an external air cooler, and an evaporator, the coaxial pipe has a high-pressure inlet, a high-pressure outlet, a low-pressure inlet, and a low-pressure outlet, the low-pressure outlet is connected to the inlet of the compressor, the outlet of the compressor is connected to a first connection port of the liquid-cooled air cooler, the second connection port of the liquid-cooled air cooler is connected to the inlet of the external air cooler and the inlet of the internal air cooler respectively, the outlet of the external air cooler is connected to the high-pressure inlet, the outlet of the internal air cooler is connected to the first port and the low-pressure inlet of the evaporator respectively, and the second port of the evaporator is connected to the high-pressure outlet. This thermal management system is applicable not only to carbon dioxide refrigerant systems, but also to R134A / R1234YF / mixed refrigerants and other refrigerant systems. The use of a liquid-cooled air cooler and coaxial pipes improves the efficiency of refrigerant heat dissipation to the outside, effectively resolving the problem of inefficient cooling in carbon dioxide modules. Furthermore, using carbon dioxide as a refrigerant allows the thermal management system to operate stably in low-temperature environments. The coaxial pipes facilitate heat exchange between the insulated and cooled refrigerant and the refrigerant before it enters the evaporator, further reducing the enthalpy of the refrigerant before it enters the evaporator, thereby extending the evaporator's performance and achieving better cooling performance. Furthermore, the coaxial pipes improve the energy conversion efficiency of the cooling and heating processes. Using a coaxial pipe in series with a liquid-cooled air cooler to pre-cool the refrigerant before it enters the external air cooler allows for more efficient heat dissipation from the carbon dioxide, resulting in a more efficient cooling process.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the invention. [Brief explanation of the drawings]

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easier to understand from the following description of the embodiments taken in conjunction with the drawings. [Figure 1] 1 is a structural schematic diagram of a thermal management system according to an embodiment of the present invention; [Figure 2] 1 is a structural schematic diagram of a vehicle according to an embodiment of the present invention; [Figure 3] FIG. 2 is another structural schematic diagram of the thermal management system of an embodiment of the present invention. [Figure 4] FIG. 2 is another structural schematic diagram of the thermal management system of an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0019] Hereinafter, embodiments of the present invention will be described in detail. Examples of the described embodiments are shown in the drawings, and the same or similar symbols indicate the same or similar components or components having the same or similar functions. The embodiments described below with reference to the drawings are exemplary and are intended to explain the present invention only, and do not limit the present invention.

[0020] In the present invention, unless otherwise clearly specified or limited, a first feature being "above" or "below" a second feature may include direct contact between the first feature and the second feature, or may include non-direct contact between the first feature and the second feature via another feature between them. Furthermore, a first feature being "above," "above," and "upper side" of a second feature may include the first feature being directly above or diagonally above the second feature, or may simply mean that the horizontal height of the first feature is higher than that of the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or diagonally below the second feature, or may simply mean that the horizontal height of the first feature is lower than that of the second feature.

[0021] The following disclosure provides many different embodiments or examples for realizing different structures of the present invention. Hereinafter, specific configurations and configurations will be described to simplify the disclosure of the present invention. Of course, these are merely examples and are not intended to limit the present invention. Furthermore, although the present invention may repeat reference numerals and / or alphabets in different examples, such repetition is for the sake of brevity and clarity and does not indicate a relationship between the various embodiments and / or configurations discussed. Furthermore, while the present invention provides examples of various specific processes and materials, those skilled in the art may conceive of applying other processes and / or using other materials.

[0022] 1 and 2, a thermal management system 100 according to an embodiment of the present invention is used in a vehicle 200. The thermal management system 100 includes a compressor 10 and a liquid-cooled gas The liquid-cooled air cooler 20 includes a liquid-cooled air cooler 20, a coaxial pipe 30, an internal air cooler 40, an external air cooler 50, and an evaporator 60. The coaxial pipe 30 has a high-pressure inlet 31, a high-pressure outlet 32, a low-pressure inlet 33, and a low-pressure outlet 34. The low-pressure outlet 34 is connected to the inlet of the compressor 10. The outlet of the compressor 10 is connected to a first connection port 21 of the liquid-cooled air cooler 20. The second connection port 22 of the liquid-cooled air cooler 20 is connected to the inlet of the external air cooler 50 and the inlet of the internal air cooler 40, respectively. The outlet of the external air cooler 50 is connected to the high-pressure inlet 31. The outlet of the internal air cooler 40 is connected to the first port and low-pressure inlet 33 of the evaporator 60, respectively. The second port of the evaporator 60 is connected to the high-pressure outlet 32.

[0023] In the thermal management system 100 of the embodiment of the present invention, the thermal management system 100 is used in a vehicle 200, and includes a compressor 10, a liquid-cooled air cooler 20, a coaxial pipe 30, an internal air cooler 40, an external air cooler 50, and an evaporator 60, and the coaxial pipe 30 has a high-pressure inlet 31, a high-pressure outlet 32, a low-pressure inlet 33, and a low-pressure outlet 34, and the low-pressure outlet 34 is connected to the inlet of the compressor 10, the outlet of the compressor 10 is connected to the first connection port 21 of the liquid-cooled air cooler 20, the second connection port 22 of the liquid-cooled air cooler 20 is connected to the inlet of the external air cooler 50 and the inlet of the internal air cooler 40, respectively, the outlet of the external air cooler 50 is connected to the high-pressure inlet 31, the outlet of the internal air cooler 40 is connected to the first port and low-pressure inlet 33 of the evaporator 60, respectively, and the second port of the evaporator 60 is connected to the high-pressure outlet 32. As described above, the thermal management system 100 is applicable not only to carbon dioxide refrigerant systems but also to R134a / R1234yf / mixed refrigerant and other refrigerant systems. The use of the liquid-cooled air cooler 20 and coaxial pipe 30 improves the heat dissipation efficiency of the refrigerant to the outside, effectively resolving the problem of reduced efficiency in the cooling process of the carbon dioxide module 101. Furthermore, using carbon dioxide as the refrigerant allows the thermal management system 100 to operate stably in low-temperature environments. The coaxial pipe 30 exchanges heat between the insulated and cooled refrigerant and the refrigerant before entering the evaporator 60, further reducing the enthalpy of the refrigerant before entering the evaporator 60, thereby extending the evaporator's performance and achieving better cooling performance. The coaxial pipe 30 also improves the energy conversion efficiency in the cooling and heating processes. Using the coaxial pipe 30 in series with the liquid-cooled air cooler 20 to pre-cool the refrigerant before entering the external air cooler 50 allows for more efficient heat dissipation from the carbon dioxide, resulting in a more efficient cooling process.

[0024] Referring to FIG. 1 , in some embodiments, the thermal management system 100 further includes a first control valve 111, a second control valve 112, a third control valve 113, and a fourth control valve 114, wherein the second connection port 22 of the liquid-cooled air cooler 20 is connected to a first branch node 131, the first branch node 131 is connected to the first control valve 111 and the third control valve 113, respectively, the third control valve 113 is connected to the inlet of the internal air cooler 40, and the first control valve The control valve 111 is connected to a second diversion node 132, which is connected to the inlet of the external air cooler 50 and the second control valve 112, respectively. The second control valve 112 is connected to a third diversion node 133, which is connected to the low pressure inlet 33 and the fourth control valve 114, respectively. The fourth control valve 114 is connected to a fourth diversion node 134, which is connected to the outlet of the internal air cooler 40 and the first port of the evaporator 60, respectively.

[0025] In this way, by providing the first control valve 111, the second control valve 112, the third control valve 113, the fourth control valve 114, and multiple diverting nodes behind the liquid-cooled air cooler 20, the flow direction of the refrigerant can be controlled and adjusted, achieving different temperature control functions and ensuring fast and accurate temperature control for the vehicle 200. Furthermore, the use of the liquid-cooled air cooler 20 and the coaxial tube 30 allows the pressure of the refrigerant to be controlled and adjusted, enabling more effective temperature control using carbon dioxide as a refrigerant. Furthermore, the multiple control valves, multiple diverting nodes, the liquid-cooled air cooler 20, and the coaxial tube 30 can be integrated into a module to form the carbon dioxide module 101, which effectively reduces the number of AC line plates and joints in the carbon dioxide module 101, reducing the risk of refrigerant leakage and improving the reliability of system operation.

[0026] Specifically, in an embodiment of the present invention, the first control valve 111, the second control valve 112, the third control valve 113, and the fourth control valve 114, the multiple branch nodes, the liquid-cooled air cooler 20, and the coaxial tube 30 can constitute the carbon dioxide module 101, thereby enabling the design to be integrated and modularized. The carbon dioxide module 101 of the present invention can effectively reduce the number of AC line plates and joints of the carbon dioxide module 101, reduce the risk of refrigerant leakage, and improve the reliability of system operation.

[0027] Furthermore, the thermal management system 100 of the present invention can achieve different functions by managing heat circulation and realizing modes such as passenger compartment heating, passenger compartment cooling, battery cooling, and battery warming. In the present invention, carbon dioxide can replace the conventional R134a / R1234yf refrigerant. Due to the characteristics of this refrigerant, its low saturation temperature at low pressure allows it to absorb heat from the environment in extremely cold environments. In this way, there is no need to operate a PTC (Positive Temperature Coefficient) heater for auxiliary heating. In pure heat pump mode at -25°C, the passenger compartment outlet temperature can reach approximately 30°C, achieving rapid heating and meeting the heating demand of the entire vehicle.

[0028] Furthermore, the liquid-cooled air cooler 20 extends the length of the heat dissipation section on the pressure-enthalpy diagram, and the coaxial pipe 30 improves the energy conversion efficiency during the cooling and heating process and the heat dissipation efficiency of the refrigerant to the outside, effectively resolving the problem of reduced efficiency during the cooling process of the carbon dioxide module 101. During the cooling process, the coaxial pipe 30 exchanges heat between the insulated and cooled refrigerant and the refrigerant before entering the evaporator 60, further reducing the enthalpy of the refrigerant before entering the evaporator 60, thereby extending the performance of the evaporator section and achieving better cooling performance. Using the coaxial pipe 30 in series with the liquid-cooled air cooler 20 to pre-cool the refrigerant before entering the external air cooler 50 allows for more complete heat dissipation from the carbon dioxide, achieving a more efficient cooling process. This effectively improves the efficiency of the thermal management system 100 (providing higher heat dissipation efficiency). Since the saturation temperature of carbon dioxide refrigerant is -40°C at 1 MPa.A, it can absorb heat from the ambient temperature in low-temperature environments, demonstrating performance far superior to that of ordinary refrigerants and realizing a heat pump cycle.

[0029] Furthermore, in the embodiment of the present invention, the specific type of refrigerant is not particularly limited, and it is applicable not only to carbon dioxide refrigerant but also to various other types of refrigerants to meet different needs.

[0030] Referring to FIG. 1, in some embodiments, the thermal management system 100 further includes a first throttle valve 121 connected between the outlet of the internal air cooler 40 and the fourth branch node 134 .

[0031] In this way, the first throttle valve 121 can block and cool the refrigerant, and adjust the pressure of the refrigerant to a certain extent, thereby adjusting the low-temperature two-phase state of the refrigerant. After flowing out from the outlet of the internal air cooler 40, the refrigerant passes through the first throttle valve 121 to the fourth branch node 134, and then flows to the fourth control valve 114 and the evaporator 60. When the thermal management system 100 is in different modes, the fourth control valve 114 opens and closes in different states, and the refrigerant flow rate controlled by the first throttle valve 121 also differs, thereby adjusting the specific flow direction and flow rate of the refrigerant to achieve different functions.

[0032] Further, referring to FIG. 1 , in some embodiments, the thermal management system 100 includes a second throttle valve 122 connected between the second port of the evaporator 60 and a fifth branch node 135, which is connected to the high-pressure outlet 32.

[0033] In this way, the second throttle valve 122 can block and cool the refrigerant, and adjust the pressure of the refrigerant to a certain extent, thereby adjusting the low-temperature two-phase state of the refrigerant. After flowing out of the second port of the evaporator 60, the refrigerant passes through the second throttle valve 122 to the fifth branch node 135, and then flows to the cooler 70 and the high-pressure outlet 32. When the thermal management system 100 is in different modes, the refrigerant flow rate controlled by the second throttle valve 122 is also different, thereby adjusting the refrigerant flow rate to achieve different functions.

[0034] Further, referring to FIG. 1 , in some embodiments, the thermal management system 100 further includes a cooler 70, a first outlet of which is connected to the fifth branch node 135 via the third throttle valve 123, and a second outlet of which is connected to the third branch node 133.

[0035] In this way, the cooler 70 is used to circulate the battery coolant and allows heat exchange between the battery coolant and the refrigerant, thereby enabling waste heat recovery, saving energy and reducing power consumption.

[0036] Specifically, the first throttle valve 121, the second throttle valve 122, and the third throttle valve 123 may be used to control the flow rate of the refrigerant flowing through the carbon dioxide module 101, throttle and cool the refrigerant, and control the pressure of the refrigerant. In the present embodiment, the specific types of the first throttle valve 121, the second throttle valve 122, and the third throttle valve 123 are not limited to meet different needs. For example, the first throttle valve 121, the second throttle valve 122, and the third throttle valve 123 may be electronic expansion valves, which use an electrical signal generated by an adjustable parameter to control the voltage or current applied to the expansion valve, thereby achieving the purpose of adjusting the liquid supply amount. A continuously variable capacity refrigeration system is required to have a wide adjustment range for the refrigerant supply amount and a fast adjustment response. In addition, in the embodiment of the present invention, the specific types of the first control valve 111, the second control valve 112, the third control valve 113, and the fourth control valve 114 are not limited to meet different needs.

[0037] In some embodiments, the first control valve 111, the second control valve 112, the third control valve 113, and the fourth control valve 114 may be replaced by a multi-way valve, for example, two five-way valves connected in series, or an eight-way valve may be used to achieve refrigerant control.

[0038] The thermal management system 100 can realize different refrigerant flow directions and paths through the thermal management system 100 by adjusting the opening and closing of different control valves and throttle valves, thereby enabling the thermal management system 100 to realize different modes. Of course, in different modes, the refrigerant can selectively flow through different paths to different components. In this embodiment of the present invention, the coaxial tube 30 has four ports, namely, a high-pressure inlet 31, a high-pressure outlet 32, a low-pressure inlet 33, and a low-pressure outlet 34, through which the refrigerant can be exchanged with other components. However, this does not mean that the refrigerant can only enter the coaxial tube 30 through the inlets and leave the coaxial tube 30 through the outlets. The inlets and outlets can be controlled by valves. That is, by controlling the opening and closing of different control valves and throttle valves using valves, the refrigerant can enter the coaxial tube 30 through the high-pressure outlet 32 ​​and the low-pressure outlet 34, and simultaneously exit the coaxial tube 30 through the high-pressure inlet 31 and the low-pressure inlet 33. The specific flow modes are not limited to meet different needs.

[0039] Referring to FIG. 1, in some embodiments, the thermal management system 100 further includes a power battery 80, and the third and fourth ports of the cooler 70 are respectively connected to the power battery 80, and the temperature of the power battery 80 is regulated by a battery coolant.

[0040] In this way, the power battery 80 is used to supply the power required for normal operation of the vehicle 200, and heat is generated when the power battery 80 is in operation, and the battery coolant is used to transport and dissipate the heat generated from the power battery 80 to another location. The battery coolant flows through the cooler 70 and exchanges heat with the refrigerant flowing through the cooler 70, thereby realizing the recovery and reuse of heat and realizing different mode functions.

[0041] Referring to FIG. 1, in some embodiments, the thermal management system 100 further includes a radiator 90 for cooling the battery coolant.

[0042] In this way, the radiator 90 may be installed outside the vehicle 200, and after the battery coolant absorbs heat and its temperature rises, it can flow through the radiator 90 to release the heat, thereby realizing heat circulation and ensuring the normal operation of the power battery 80.

[0043] Referring to FIG. 1, in some embodiments, the thermal management system 100 further includes an outdoor fan 91 for dissipating heat from the radiator 90 and the external air cooler 50 .

[0044] In this way, after the radiator 90 and the external air cooler 50 release the heat of the battery coolant and the refrigerant, the outdoor fan 91 operates to quickly release the heat to the outside, ensuring the heat dissipation effect.

[0045] Referring to FIG. 1 , in some embodiments, the thermal management system 100 further includes a water pump 25 connected to the third connection port 23 of the liquid-cooled air cooler 20 and causing the battery coolant to enter the liquid-cooled air cooler 20 via the fourth connection port 24 of the liquid-cooled air cooler 20.

[0046] In this way, the water pump 25 can pump the battery coolant into the liquid-cooled air cooler 20, thereby enabling heat exchange between the battery coolant and the refrigerant, allowing the refrigerant to release heat into the coolant, thereby realizing heat recovery. The water pump 25 can adjust the temperature of the cabin to a set value by adjusting the flow rate and controlling the temperature of the refrigerant.

[0047] As described above, the thermal management system 100 of an embodiment of the present invention can achieve heat recycling through each component, ensure temperature stability in locations such as the power battery 80 and the passenger compartment, achieve different functions in different modes, and ensure the comfort of the vehicle 200.

[0048] 3 , the thermal management system 100 includes a cooling mode, in which the compressor 10 is started and the refrigerant first flows through the liquid-cooled air cooler 20. At this time, the water pump 25 is not started, the battery coolant does not flow through the liquid-cooled air cooler 20, and the refrigerant does not exchange heat with the battery coolant. By opening the first control valve 111 and closing the third control valve 113 and the second control valve 112, the gaseous carbon dioxide refrigerant passes through the second branch node 132 and enters the external air cooler 50 to be cooled. The cooled refrigerant flows out of the external air cooler 50 and flows through the high-pressure inlet 31 of the coaxial tube 30, exchanges heat with the low-pressure, low-temperature refrigerant in the coaxial tube 30 to reduce its enthalpy, and then flows out of the high-pressure outlet 32 ​​of the coaxial tube 30. The third throttle valve 123 is closed and the second throttle valve 122 is opened to a certain degree, the refrigerant is blocked and cooled, and the low-temperature two-phase refrigerant absorbs heat in the evaporator 60 to cool the passenger compartment. The fourth control valve 114 is opened and the first throttle valve 121 and the second control valve 112 are closed, and the low-temperature refrigerant enters the low-pressure inlet 33 of the coaxial tube 30, absorbs heat from the high-pressure side through contact within the coaxial tube 30, then flows out from the low-pressure outlet 34 of the coaxial tube 30, and finally returns to the compressor 10, completing the cooling cycle.

[0049] Of course, the thermal management system 100 also has other modes. For example, referring to FIG. 4, the thermal management system 100 further includes a heating mode. In the heating mode, the high-pressure, high-temperature refrigerant is discharged from the exhaust port of the compressor 10 and first enters the liquid-cooled air cooler 20. At this time, the water pump 25 is not started, no battery coolant flows into the liquid-cooled air cooler 20, and the refrigerant does not exchange heat with the battery coolant. The first control valve 111 is closed and the third control valve 113 is opened, allowing the refrigerant to enter the internal air cooler 40, where it dissipates heat into the relatively low-temperature air in the passenger compartment, thereby heating the passenger compartment. The first throttle valve 121 is fully opened and the fourth control valve 114 is closed, allowing the unblocked gaseous carbon dioxide refrigerant to enter the evaporator 60 and continue to release heat. At this time, the evaporator 60 functions as a condenser. The second throttle valve 122 is opened to a certain degree to block and cool the refrigerant. The third throttle valve 123 of the cooler 70 is closed, allowing the refrigerant to pass through the coaxial tube 30 and enter the external air cooler 50 to absorb heat from the air. Since the saturation temperature of carbon dioxide refrigerant under 1 MPa is -40.12°C, it can absorb a large amount of heat from a low-temperature environment of -30°C or lower. The second control valve 112 is opened and the fourth control valve 114 is closed, allowing the low-temperature refrigerant to return to the compressor 10 and complete the heating cycle.

[0050] In another example, the thermal management system 100 further includes a battery cooling mode, which is similar to a cooling cycle, and in the battery cooling mode, the refrigerant first flows through the liquid-cooled air cooler 20, and at this time, the water pump 25 is not started, no battery coolant flows through the liquid-cooled air cooler 20, the refrigerant does not exchange heat with the battery coolant, the third control valve 113 is closed, and the gaseous carbon dioxide refrigerant enters the external air cooler 50 to be cooled. The refrigerant then flows through the high-pressure inlet 31 of the coaxial tube 30, exchanges heat with the low-pressure, low-temperature refrigerant within the coaxial tube 30, reducing its enthalpy, and then flows out from the high-pressure outlet 32 ​​of the coaxial tube 30. The second throttle valve 122 is closed, and the third throttle valve 123 of the cooler 70 is opened to a certain degree, the refrigerant is blocked and cooled, and the low-temperature, two-phase refrigerant absorbs heat from the battery coolant in the cooler 70 to cool the batteries. The second control valve 112 is closed, and the fourth control valve 114 is closed, and the low-temperature refrigerant enters the low-pressure inlet 33 of the coaxial tube 30, absorbs heat from the high-pressure side through contact within the coaxial tube 30, then flows out from the low-pressure outlet 34 of the coaxial tube 30 and returns to the compressor 10, completing the battery cooling cycle.

[0051] In another example, the thermal management system 100 further includes a dehumidification mode, which is similar to the heating mode. In the dehumidification mode, the refrigerant first flows through the liquid-cooled air cooler 20, and the water pump 25 operates at a fixed duty cycle, discharging the heat of the refrigerant into the battery coolant. By adjusting the flow rate of the water pump 25, the temperature of the refrigerant entering the cabin interior air cooler 40 is controlled, and the temperature of the final dehumidified air is adjusted to reach a set value. The first throttle valve 121 is opened at a fixed opening. The refrigerant is blocked and cooled, and enters the evaporator 60 to dehumidify the air through evaporation. The second throttle valve 122 is opened to a certain degree, the refrigerant is blocked and cooled again, and after passing through the coaxial tube 30, it enters the external air cooler 50 to absorb heat from the air. The solenoid valve of the second control valve 112 is opened, and the solenoid valve of the fourth control valve 114 is closed, so that the refrigerant flows through the low-pressure inlet 33 and low-pressure outlet 34 of the coaxial tube 30, and the low-temperature refrigerant returns to the compressor 10, completing the dehumidification cycle.

[0052] In another example, the thermal management system 100 further includes a waste heat recovery mode, which is similar to the heating mode. In the waste heat recovery mode, the high-pressure, high-temperature refrigerant is discharged from the compressor 10 outlet and first enters the liquid-cooled air cooler 20. At this time, the water pump 25 is not running, and the refrigerant does not exchange heat with the battery coolant. The third control valve 113 is opened, and the high-temperature refrigerant enters the internal air cooler 40 to heat the passenger compartment. The first throttle valve 121 is fully opened, and the unblocked gaseous carbon dioxide refrigerant enters the evaporator 60 to continue to dissipate heat. At this time, the evaporator 60 functions as a condenser. The second throttle valve 122 is opened to a certain degree, and the refrigerant is blocked and cooled. After passing through the coaxial tube 30, the refrigerant enters the external air cooler 50 and absorbs heat from the air. Since the saturation temperature of carbon dioxide refrigerant is -40.12°C under a pressure of 1 MPa, it can absorb a large amount of heat from low-temperature environments below -30°C. At the same time, the third throttle valve 123 of the cooler 70 is opened to a certain degree, and the two-phase refrigerant can also absorb heat from the battery's waste heat through the cooler 70. By using two sets of water valves, the first four-way valve and the second four-way valve, in combination, it is possible not only to recover the battery's waste heat, but also to absorb heat from the battery's heat generation or the active heating of the motor, or to absorb heat from the ambient air through a water tank. The second control valve 112 is opened and the fourth control valve 114 is closed, and the two low-temperature refrigerant flows merge at the third branch node 133 and then return to the compressor 10 through the coaxial pipe 30, completing the waste heat recovery cycle.

[0053] Moreover, the thermal management system 100 of the embodiment of the present invention can have other modes to meet different usage needs, and is not limited thereto.

[0054] Referring to FIG. 2, a vehicle 200 according to an embodiment of the present invention includes the thermal management system 100 according to any of the above embodiments.

[0055] In the thermal management system 100 and vehicle 200 according to the embodiment of the present invention, the thermal management system 100 is used in the vehicle 200, and the thermal management system 100 includes a compressor 10, a liquid-cooled air cooler 20, a coaxial pipe 30, an internal air cooler 40, an external air cooler 50, and an evaporator 60, and the coaxial pipe 30 has a high-pressure inlet 31, a high-pressure outlet 32, a low-pressure inlet 33, and a low-pressure outlet 34, and the low-pressure outlet 34 is connected to the inlet of the compressor 10. The outlet of the compressor 10 is connected to the first connection port 21 of the liquid-cooled air cooler 20, and the second connection port 22 of the liquid-cooled air cooler 20 is connected to the inlet of the external air cooler 50 and the inlet of the internal air cooler 40, respectively. The outlet of the external air cooler 50 is connected to the high-pressure inlet 31, and the outlet of the internal air cooler 40 is connected to the first port and low-pressure inlet 33 of the evaporator 60, respectively. The second port of the evaporator 60 is connected to the high-pressure outlet 32. As such, the thermal management system 100 is not only applicable to carbon dioxide refrigerant systems, but also to R134a / R1234yf / mixed refrigerant and other refrigerant systems. The use of the liquid-cooled air cooler 20 and the coaxial tube 30 improves the efficiency of refrigerant heat dissipation to the outside, effectively resolving the problem of reduced efficiency in the cooling process of the carbon dioxide module 101. Furthermore, the use of carbon dioxide as a refrigerant allows the thermal management system 100 to operate stably in low-temperature environments. The coaxial pipe 30 exchanges heat between the cooled refrigerant and the refrigerant before it enters the evaporator 60, further reducing the enthalpy of the refrigerant before it enters the evaporator 60, thereby extending the performance of the evaporation section and achieving better cooling performance. The coaxial pipe 30 also improves the energy conversion efficiency in the cooling and heating process. By using the coaxial pipe 30 in series with the liquid-cooled air cooler 20 to pre-cool the refrigerant before it enters the external air cooler 50, the heat dissipation of carbon dioxide is more complete, resulting in a more efficient cooling process.

[0056] In the embodiment of the present invention, the specific type of vehicle 200 is not particularly limited as long as the vehicle 200 has the thermal management system 100 of the present invention. For example, the vehicle 200 may be an electric vehicle or a hybrid vehicle to meet different needs.

[0057] In describing embodiments of the present invention, the terms "first" and "second" are used for descriptive purposes only and should not be understood to denote or suggest relative importance or to implicitly designate the number of technical features shown. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of said features. In describing embodiments of the present invention, "plurality" means two or more, unless otherwise limited.

[0058] In the description herein, when a description is made using terms such as "one embodiment," "some embodiments," "exemplary embodiments," "example," "specific example," or "some examples," it is meant that the specific features, structures, materials, or characteristics described in the embodiment or example are included in at least one embodiment or example of the present invention. In the description herein, general expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the described specific features, structures, materials, or characteristics can be combined in any suitable manner in any one or more embodiments or examples.

[0059] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention, and the scope of the present invention is defined by the claims and their equivalents. [Explanation of symbols]

[0060] Thermal management system 100, carbon dioxide module 101, compressor 10, liquid-cooled air cooler 20, first connection port 21, second connection port 22, third connection port 23, fourth connection port 24, water pump 25, coaxial pipe 30, high-pressure inlet 31, high-pressure outlet 32, low-pressure inlet 33, low-pressure outlet 34, internal air cooler 40, external air cooler 50, evaporator 60, cooler 70, power battery 80, radiator 90, outdoor fan 91, first control valve 111, second control valve 112, third control valve 113, fourth control valve 114, first throttle valve 121, second throttle valve 122, third throttle valve 123, first diversion node 131, second diversion node 132, third diversion node 133, fourth diversion node 134, fifth diversion node 135, vehicle 200.

Claims

1. 1. A thermal management system for use in a vehicle, comprising: The system includes a compressor, a liquid-cooled air cooler, a coaxial tube, an internal air cooler, an external air cooler, and an evaporator; The coaxial tube has a high-pressure inlet, a high-pressure outlet, a low-pressure inlet, and a low-pressure outlet, the low-pressure outlet is connected to the inlet of the compressor, the outlet of the compressor is connected to a first connection port of the liquid-cooled air cooler, the second connection port of the liquid-cooled air cooler is connected to the inlet of the external air cooler and the inlet of the internal air cooler, respectively, the outlet of the external air cooler is connected to the high-pressure inlet, the outlet of the internal air cooler is connected to the first port and the low-pressure inlet of the evaporator, respectively, and the second port of the evaporator is connected to the high-pressure outlet. A thermal management system comprising:

2. the cooling system further includes a first control valve, a second control valve, a third control valve, and a fourth control valve, wherein a second connection port of the liquid-cooled air cooler is connected to a first diverter node, the first diverter node is connected to the first control valve and the third control valve, respectively, the third control valve is connected to the inlet of the internal air cooler, the first control valve is connected to a second diverter node, the second diverter node is connected to the inlet of the external air cooler and the second control valve, respectively, the second control valve is connected to a third diverter node, the third diverter node is connected to the low-pressure inlet and the fourth control valve, respectively, the fourth control valve is connected to a fourth diverter node, the fourth diverter node is connected to the outlet of the internal air cooler and the first port of the evaporator, respectively; The thermal management system of claim 1 .

3. a first throttle valve connected between an outlet of the internal air cooler and the fourth branch node; The thermal management system of claim 2 .

4. a second throttle valve connected between the second port of the evaporator and a fifth branch node, the fifth branch node being connected to the high pressure outlet; The thermal management system of claim 2 .

5. a cooler, a first port of the cooler connected to the fifth branch node via a third throttle valve, and a second port of the cooler connected to the third branch node; The thermal management system of claim 4 .

6. The cooling device further includes a power battery, wherein the third and fourth ports of the cooler are respectively connected to the power battery, and the temperature of the power battery is adjusted by a battery coolant. The thermal management system of claim 5 .

7. further comprising a radiator for cooling the battery coolant; The thermal management system of claim 6 .

8. further comprising an outdoor fan for dissipating heat from the radiator and the external air cooler. The thermal management system of claim 7 .

9. a water pump connected to a third connection port of the liquid-cooled air cooler, the water pump causing the battery coolant to enter the liquid-cooled air cooler through a fourth connection port of the liquid-cooled air cooler; The thermal management system of claim 6 .

10. A thermal management system according to any one of claims 1 to 9. A vehicle characterized by:

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