Vehicle thermal management system and vehicle

Abstract

A vehicle thermal management system (1000), comprising: a compressor (100), a first condenser (500), a first expansion valve (301), a first refrigerator evaporator (302), and a first coaxial pipe (303). An inlet of the first condenser (500) is connected to an outlet of the compressor (100). An inlet of the first refrigerator evaporator (302) is connected to an outlet of the first expansion valve (301). The first coaxial pipe (303) comprises a first outer pipe (3031) and a first inner pipe (3032). An inlet of the first outer pipe (3031) is connected to an outlet of the first condenser (500). An outlet of the first outer pipe (3031) is connected to an inlet of the first expansion valve (301). The first inner pipe (3032) is arranged in the first outer pipe (3031). An inlet of the first inner pipe (3032) is connected to an outlet of the first refrigerator evaporator (302). An outlet of the first inner pipe (3032) is connected to an inlet of the compressor (100). Also disclosed is a vehicle. The system can solve the safety problem caused by the generation of condensed water.

Description

Vehicle thermal management system and vehicle

[0001] This application claims priority to Chinese patent application No. 202410946371.2, filed on July 12, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to the field of vehicle thermal management technology, and in particular to a vehicle thermal management system and a vehicle. Background Technology

[0003] The vehicle thermal management system is an important component of a vehicle. It manages the temperature of the air conditioning system in the passenger compartment, the operating temperature of the battery system, and auxiliary equipment such as the onboard refrigerator, in order to provide a comfortable experience for passengers. Summary of the Invention

[0004] This disclosure provides a vehicle thermal management system and a vehicle, which aims to solve the safety problems caused by the generation of condensate in the vehicle thermal management system.

[0005] In a first aspect, a vehicle thermal management system is provided, which may include a compressor, a first condenser, a first expansion valve, a first refrigerator evaporator, and a first coaxial tube. The inlet of the first condenser is connected to the outlet of the compressor, and the inlet of the first refrigerator evaporator is connected to the outlet of the first expansion valve; the first coaxial tube may include a first outer tube and a first inner tube, the inlet of the first outer tube is connected to the outlet of the first condenser, and the outlet of the first outer tube is connected to the inlet of the first expansion valve; the first inner tube is disposed inside the first outer tube, the inlet of the first inner tube is connected to the outlet of the first refrigerator evaporator, and the outlet of the first inner tube is connected to the inlet of the compressor.

[0006] In a second aspect, a vehicle is provided that includes the aforementioned vehicle thermal management system. Attached Figure Description

[0007] Figure 1 is a schematic diagram of a vehicle thermal management system according to some embodiments;

[0008] Figure 2 is a structural schematic diagram of a first coaxial tube according to some embodiments;

[0009] Figure 3 is a schematic diagram of a gas-liquid separator according to some embodiments;

[0010] Figure 4 is a schematic diagram of another vehicle thermal management system according to some embodiments;

[0011] Figure 5 is a structural schematic diagram of another vehicle thermal management system according to some embodiments;

[0012] Figure 6 is a diagram illustrating the operating conditions of a vehicle thermal management system according to some embodiments;

[0013] Figure 7 is a diagram illustrating the operating conditions of another vehicle thermal management system according to some embodiments;

[0014] Figure 8 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0015] Figure 9 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0016] Figure 10 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0017] Figure 11 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0018] Figure 12 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0019] Figure 13 is a diagram showing the operating conditions of another vehicle thermal management system according to some embodiments;

[0020] Figure 14 is a diagram showing the operating conditions of another vehicle thermal management system according to some embodiments;

[0021] Figure 15 is a diagram showing the operating conditions of another vehicle thermal management system according to some embodiments;

[0022] Figure 16 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0023] Figure 17 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0024] Figure 18 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0025] Figure 19 is a diagram illustrating the operating conditions of yet another vehicle thermal management system according to some embodiments;

[0026] Figure 20 is a block diagram of a vehicle according to some embodiments. Detailed Implementation

[0027] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this disclosure.

[0028] In the description of this disclosure, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or relative positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this disclosure and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this disclosure. Unless otherwise specified, the above-mentioned orientational descriptions can be flexibly set in practical applications, provided that the relative positional relationships shown in the accompanying drawings are satisfied.

[0029] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, unless otherwise stated, "a plurality of" means two or more.

[0030] In the description of this disclosure, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "communication" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection. They can refer to a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the meaning of the above terms in this disclosure according to the circumstances.

[0031] In embodiments of this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, article, or apparatus that includes that element.

[0032] In this disclosure, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts by way of example.

[0033] In the description of this specification, features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0034] The vehicle thermal management system is an important component of a vehicle. It manages the temperature of the air conditioning system in the passenger compartment, the operating temperature of the battery system, and auxiliary equipment such as the onboard refrigerator, in order to provide a comfortable experience for passengers.

[0035] In some related technologies, in-vehicle refrigerators are driven by independent compressors with heat dissipation components located in the passenger compartment. This causes the waste heat generated during the refrigerator's operation to increase the load on the air conditioning system. Other solutions integrate the in-vehicle refrigerator into the vehicle's thermal management system, utilizing the air conditioning compressor and heat dissipation components. This shifts the heat dissipation process to the heat dissipation components in the front compartment of the vehicle, effectively avoiding the problem of the in-vehicle refrigerator dissipating heat within the passenger compartment.

[0036] However, because the refrigerant pipe connecting the onboard refrigerator in the passenger compartment to the compressor in the front compartment of the vehicle is quite long, a significant amount of cooling is lost when the refrigerant passes through this section of pipe. At the same time, condensation occurs when ambient air encounters the refrigerant pipe, and this condensation can drip onto the vehicle's electrical components, potentially causing safety issues.

[0037] Based on this, some embodiments of this disclosure provide a vehicle thermal management system and a vehicle, which can effectively solve the safety problems caused by the generation of condensate in the vehicle thermal management system. The vehicle thermal management system provided by some embodiments of this disclosure will be described in detail below with reference to the specification.

[0038] Referring to Figures 1 and 2, the vehicle thermal management system 1000 provided in some embodiments of this disclosure may include a compressor 100, a first condenser 500, and a first vehicle refrigerator branch.

[0039] For example, the first vehicle-mounted refrigerator branch includes a first expansion valve 301, a first refrigerator evaporator 302, and a first coaxial tube 303. The first vehicle-mounted refrigerator branch is connected to the outlet of the first condenser 500 and the inlet of the compressor 100. The inlet of the first condenser 500 is connected to the outlet of the compressor 100, and the inlet of the first refrigerator evaporator 302 is connected to the outlet of the first expansion valve 301.

[0040] The first coaxial tube 303 may include a first outer tube 3031 and a first inner tube 3032. The inlet of the first outer tube 3031 is connected to the outlet of the first condenser 500, and the outlet of the first outer tube 3031 is connected to the inlet of the first expansion valve 301. The first inner tube 3032 is disposed inside the first outer tube 3031. The inlet of the first inner tube 3032 is connected to the outlet of the first refrigerator evaporator 302, and the outlet of the first inner tube 3032 is connected to the inlet of the compressor 100.

[0041] In this way, the outlet of compressor 100 can generate refrigerant in a high temperature and high pressure state. After the refrigerant flows through the inlet of the first condenser 500 to the first condenser 500, it can exchange heat with the environment through heat conduction, heat convection and heat radiation. After being converted into refrigerant in a medium temperature and high pressure state, it flows out from the outlet of the first condenser 500.

[0042] After flowing out, the refrigerant returns to the compressor via the first vehicle refrigerator branch. For example, the refrigerant in a medium-temperature, high-pressure state first enters the first outer pipe 3031 in the first coaxial pipe 303, and then is throttled and cooled by the first expansion valve 301 to become a low-temperature, low-pressure refrigerant. Then it flows into the evaporator 302 of the first refrigerator, so that the low-temperature, low-pressure refrigerant in the evaporator 302 of the first refrigerator can exchange heat with the surrounding high-temperature air, cooling the high-temperature air to low-temperature air to achieve a cooling effect.

[0043] After the refrigerant in a low-temperature and low-pressure state flows out of the outlet of the first refrigerator evaporator 302, it can enter the first inner tube 3032 of the first coaxial tube 303 and flow back to the compressor 100 through the first inner tube 3032.

[0044] It is understood that, in some embodiments of this disclosure, by setting a first coaxial tube 303, the medium-temperature refrigerant of the first outer tube 3031 can surround the low-temperature refrigerant of the first inner tube 3032, thereby isolating the low-temperature refrigerant pipeline from the ambient air.

[0045] In this way, on the one hand, it can prevent the high-temperature air around the low-temperature refrigerant pipe from coming into contact with the low-temperature refrigerant pipe during the process of the low-temperature refrigerant returning to the compressor 100, which would cause condensation and drip onto the electrical components, thereby improving the safety of the relevant electrical components in the vehicle; on the other hand, the cold energy of the low-temperature refrigerant in the first inner pipe 3032 can be recovered and reused by the medium-temperature refrigerant in the first outer pipe 3031, thereby improving the system efficiency of the vehicle thermal management system.

[0046] It should be noted that the physical state of the refrigerant when it flows out of the first heat exchanger 120 after exchanging heat with the external environment is determined by the ambient temperature. If the ambient temperature is high, the refrigerant in the medium-temperature and high-pressure state is gaseous. If the ambient temperature is low, the refrigerant in the medium-temperature and high-pressure state is liquid or a gas-liquid mixture.

[0047] Referring again to Figure 2, in some embodiments, along the extending direction of the first coaxial tube 303, the inlet of the first outer tube 3031 is located at the opposite position to the inlet of the first inner tube 3032, and the outlet of the first outer tube 3031 is located at the opposite position to the outlet of the first inner tube 3032.

[0048] Understandably, the above-mentioned structural configuration allows the medium-temperature refrigerant in the first outer pipe 3031 to form counter-current convection with the low-temperature refrigerant in the first inner pipe 3032, effectively improving the heat exchange rate between the pipes. This enables the medium-temperature refrigerant to fully recover the cooling capacity of the low-temperature refrigerant, further improving the energy efficiency of the vehicle thermal management system.

[0049] Referring to Figures 1 and 4, in some embodiments, the vehicle thermal management system 1000 may further include a second vehicle-mounted refrigerator branch. The second vehicle-mounted refrigerator branch is connected to the outlet of the first condenser 500 and the inlet of the compressor 100. The second vehicle-mounted refrigerator branch includes a second expansion valve 304, a second refrigerator evaporator 308, and a second coaxial tube 305. The inlet of the second refrigerator evaporator 308 is connected to the outlet of the second expansion valve 304. The second coaxial tube 305 includes a second outer tube and a second inner tube. The inlet of the second outer tube is connected to the outlet of the first condenser 500, and the outlet of the second outer tube is connected to the inlet of the second expansion valve 304. The second inner tube is disposed in the second outer tube. The inlet of the second inner tube is connected to the outlet of the second refrigerator evaporator 308, and the outlet of the second inner tube is connected to the inlet of the compressor 100.

[0050] It should be noted that the first refrigerator evaporator 302 and the second refrigerator evaporator 308 mentioned above are both evaporators of vehicle refrigerators. The two vehicle refrigerators are installed in the passenger compartment of the vehicle. The compressor 100 and the first condenser 500 are part of the air conditioning system 200 in the vehicle and are installed in the front compartment of the vehicle outside the passenger compartment.

[0051] In this way, on the one hand, the two vehicle refrigerators can share the first condenser 500 of the air conditioning system 200 to cool the high-temperature refrigerant. The heat dissipation process occurs in the front compartment of the vehicle. When the vehicle is in motion, airflow can be blown through the air intake grille towards the first condenser 500 and undergo forced convection heat exchange, improving the cooling effect of the first condenser 500 on the high-temperature refrigerant. On the other hand, this avoids the problem of the first condenser 500's heat dissipation process occurring in the passenger compartment, which would otherwise result in a heavy load on the air conditioning system 200 and poor thermal comfort for the passengers.

[0052] In some embodiments, one vehicle refrigerator is installed on the front armrest of the passenger compartment for the use of the driver and front passenger, while another vehicle refrigerator can be installed on the rear armrest of the passenger compartment for the use of rear passengers, so as to ensure that each member in the passenger compartment has a relatively consistent user experience.

[0053] It should be noted that, since the second refrigerator evaporator 308 is connected in the same way as the first refrigerator evaporator 302 in the vehicle thermal management system, both are connected between the outlet of the first condenser 500 and the inlet of the compressor 100 using a coaxial tube, and the first vehicle refrigerator branch and the second vehicle refrigerator branch are set in parallel so that the two vehicle refrigerators can operate independently of each other. When one vehicle refrigerator is not working, the other vehicle refrigerator can be used to store cold drinks, fruits and food.

[0054] In some embodiments, the vehicle thermal management system may further include a first fan 306 and a second fan 307, with a first refrigerator evaporator 302 located on the air outlet side or air inlet side of the first fan 306, and a second refrigerator evaporator 308 located on the air outlet side or air inlet side of the second fan 307.

[0055] In this way, the first fan 306 and the second fan 307 can drive the warm air around the two vehicle refrigerators toward the first refrigerator evaporator 302 and the second refrigerator evaporator 308 respectively, thereby accelerating the heat exchange rate between the warm air and the low-temperature refrigerant in the first refrigerator evaporator 302 and the second refrigerator evaporator 308, and thus achieving rapid cooling of the vehicle refrigerators.

[0056] In some embodiments, the vehicle thermal management system may further include a first heating element and a second heating element. The first heating element is located on the air outlet side or air inlet side of the first fan 306, and the second heating element is located on the air outlet side or air inlet side of the second fan 307. Both the first heating element and the second heating element are electrically connected to the battery in the front compartment of the vehicle.

[0057] In situations where food needs to be kept warm temporarily, such as when family members need to take food to visit a patient in the hospital or when a taxi driver receives a new fare, the food can be placed in the storage cavity of the refrigerator's inner liner. The battery can supply power to the two heating elements, causing them to generate heat. Two fans then blow the heat from the two heating elements into the corresponding storage cavity, thereby maintaining the temperature of the storage cavity within a suitable range and keeping the food warm.

[0058] It should be noted that the heating element can be a heating film or a heating resistance wire. The heating film can be attached to the outer wall of the inner liner, and the heating resistance wire can be placed in the cavity formed between the inner wall of the refrigerator shell 2031 and the outer wall of the inner liner.

[0059] It should also be noted that the number of vehicle refrigerators is not limited to two and can be selected according to the vehicle model. For example, in large multi-purpose vehicles (MPVs), the vehicle refrigerators can also be set to three or four, etc. The connection method of the evaporator in the vehicle refrigerator in the vehicle thermal management system is the same as that of the first refrigerator evaporator 302 and the second refrigerator evaporator 308 mentioned above, and will not be repeated here.

[0060] The vehicle-mounted refrigerator in the vehicle thermal management system provided in some embodiments of this disclosure has been described in detail above. The air conditioning system 200 in the vehicle thermal management system will be described below.

[0061] Referring to Figures 1 and 3, in some embodiments, the vehicle thermal management system may further include a first air conditioning branch, which includes a third expansion valve 201, a first air conditioning evaporator 202, and a gas-liquid separator 203. The inlet of the third expansion valve 201 is connected to the outlet of the first condenser 500, the inlet of the first air conditioning evaporator 202 is connected to the outlet of the third expansion valve 201, the inlet of the gas-liquid separator 203 is connected to the outlet of the first air conditioning evaporator 202, and the outlet of the gas-liquid separator 203 is connected to the inlet of the compressor 100.

[0062] It should be noted that the first air conditioning evaporator 202 is an air conditioning evaporator. The evaporation temperature and evaporation pressure of the first air conditioning evaporator 202 in the air conditioning system 200 are greater than the evaporation temperature and evaporation pressure of the first refrigerator evaporator 302 in the vehicle refrigerator (for the sake of convenience, we will use one of the vehicle refrigerators as an example).

[0063] In related technologies, when connecting the vehicle refrigerator and the air conditioning system 200 in parallel, the outlet of the first refrigerator evaporator 302 and the outlet of the first air conditioning evaporator 202 are usually combined first, and then connected together to the inlet of the gas-liquid separator 203 and passed through the outlet of the gas-liquid separator 203.

[0064] This configuration will result in the outlet pressure of the first refrigerator evaporator 302 being the same as the outlet pressure of the first air conditioner evaporator 202. Since evaporation pressure and evaporation temperature are coupled, the same outlet pressure will result in the evaporation temperature of the air conditioning system 200 being the same as that of the vehicle refrigerator. If the evaporation demand of the air conditioning system 200 is prioritized, the cooling rate of the vehicle refrigerator will be slower. If the evaporation demand of the vehicle refrigerator is prioritized, the ineffective pressure loss and cooling capacity of the air conditioning system 200 will be reduced.

[0065] It is understood that some embodiments of this disclosure optimize the connection relationship between the first refrigerator evaporator 302 and the gas-liquid separator 203 in the vehicle refrigerator, connecting the outlet of the first refrigerator evaporator 302 to the inlet of the compressor 100, while keeping the outlet of the first air conditioner evaporator 202 unchanged and connecting it to the inlet of the gas-liquid separator 203.

[0066] Thus, since the outlet of the gas-liquid separator 203 is also connected to the inlet of the compressor 100, the outlet of the first refrigerator evaporator 302 can be connected to the outlet of the gas-liquid separator 203, and their pressures remain the same. Combined with the characteristic that the gas-liquid separator 203 can naturally reduce the pressure of the refrigerant flowing into it, making the inlet pressure of the gas-liquid separator 203 greater than the outlet pressure, it can be ensured that the outlet pressure of the first refrigerator evaporator 302 is less than the outlet pressure of the first air conditioner evaporator 202. This results in the evaporation temperature of the first refrigerator evaporator 302 being lower than the evaporation temperature of the first air conditioner evaporator 202. In other words, the evaporation temperature of the vehicle refrigerator can be lower than the evaporation temperature of the air conditioning system 200, thereby meeting the different evaporation temperature requirements of different refrigeration devices.

[0067] It should be noted that, in some embodiments of this disclosure, the first refrigerator evaporator 302 is connected between the inlet of the compressor 100 and the outlet of the first condenser 500 by using a first coaxial tube 303. The low-temperature refrigerant flowing back towards the inlet of the compressor 100 in the first inner tube 3032 can be heated by the medium-temperature refrigerant in the second inner tube. This causes a small portion of the liquid refrigerant in the gas-liquid mixture (if the ambient temperature is low) to further vaporize during the flow process, ensuring that the refrigerant flowing back to the compressor 100 is gaseous and avoiding damage to the compressor 100.

[0068] Therefore, although the outlet of the first refrigerator evaporator 302 in some embodiments of this disclosure is not connected to the inlet of the gas-liquid separator 203, so that the refrigerant flowing through the first refrigerator evaporator 302 is separated into gas and liquid in the gas-liquid separator 203, some embodiments of this disclosure, through the arrangement of the first coaxial tube 303 and the optimization of the connection relationship between the first refrigerator evaporator 302 and the gas-liquid separator 203, can protect the safe use of the compressor 100 while meeting the different evaporation temperatures of the air conditioning system 200 and the vehicle refrigerator.

[0069] Referring again to Figure 1, in some embodiments, the vehicle thermal management system 1000 may further include a second air conditioning branch, which includes a fourth expansion valve 206 and a second air conditioning evaporator 207. The inlet of the fourth expansion valve 206 is connected to the outlet of the first condenser 500, the inlet of the second air conditioning evaporator 207 is connected to the outlet of the fourth expansion valve 206, and the outlet of the second air conditioning evaporator 207 is connected to the inlet of the first throttle valve 208.

[0070] It should be noted that the second air conditioning evaporator 207 is also an air conditioning evaporator. In terms of pipe connections, the second air conditioning evaporator 207 can be connected in parallel with the first air conditioning evaporator 202. In terms of the spatial arrangement within the passenger compartment, the first air conditioning evaporator 202 can be located on the front center console to provide air conditioning for the driver and front passenger, while the second air conditioning evaporator 207 can be located on the side of the front armrest facing the rear to provide air conditioning for rear passengers, thereby improving the riding experience for both passengers and the driver.

[0071] It should also be noted that, similar to the aforementioned car refrigerator, the number of air conditioning evaporators is not limited to two and can be selected according to different car models.

[0072] The third expansion valve 201 and the fourth expansion valve 206 can be either electronic expansion valves or thermostatic expansion valves, depending on the vehicle's cost control requirements.

[0073] When an electronic expansion valve is selected, it can automatically throttle the valve core opening based on the detection value of the temperature and pressure sensor connected in series with it, thereby precisely controlling the refrigerant flow and maintaining a relatively constant temperature inside the vehicle. When a thermostatic expansion valve is selected, since the thermostatic expansion valve cannot be completely closed, a first switching valve 209 needs to be installed on the inlet side of the thermostatic expansion valve. The first switching valve 209 controls the on / off state of the pipeline. The first switching valve 209 can be a solenoid valve or a pneumatic valve, etc.

[0074] The expansion valves and switching valves mentioned below are the same as those described above, and will not be repeated below.

[0075] In order to control the cooling temperature of the air conditioning system 200, in some embodiments of this disclosure, the vehicle thermal management system may further include a first throttle valve 208. The inlet of the first throttle valve 208 is connected to the outlet of the first air conditioning evaporator 202 and the outlet of the second air conditioning evaporator 207. The outlet of the first throttle valve 208 is connected to the inlet of the gas-liquid separator 203. The first throttle valve 208 is used to adjust the refrigerant flow rate through the first throttle valve 208, control the evaporation pressure and evaporation temperature at the outlet of the first air conditioning evaporator 202 and the outlet of the second air conditioning evaporator 207, thereby achieving different cooling temperatures.

[0076] The above describes the refrigeration mechanism of the air conditioning system 200 in the vehicle thermal management system provided in some embodiments of this disclosure. In order to further explain the natural pressure reduction process of the refrigerant by the gas-liquid separator 203 in the refrigeration mechanism, the structure of the gas-liquid separator 203 in some embodiments of this disclosure will be described below.

[0077] Referring to Figure 3, in some embodiments, the gas-liquid separator 203 may include a housing 2031, an oil blocking element 204, and a connecting pipe 205. For example, the housing 2031 includes a top wall 20311 and a side wall 20312 connected to the top wall 20311. The top wall 20311 is provided with a connecting nozzle 2032, and the inlet of the gas-liquid separator 203 is formed in the connecting nozzle. The housing 2031 has an inner cavity 2033, and the inlet of the gas-liquid separator 203 communicates with the inner cavity 2033. Refrigerant can enter the inner cavity 2033 through the inlet in the connecting nozzle.

[0078] In some embodiments, the oil blocking element 204 is located in the inner cavity 2033 along the axial direction of the inlet of the gas-liquid separator 203. The oil blocking element 204 is spaced apart from the top wall 20311, and the oil blocking element 204 is opposite to the inlet of the gas-liquid separator 203. That is, along the axial direction of the inlet of the gas-liquid separator 203, at least part of the projection of the inlet of the gas-liquid separator 203 coincides with the projection of the oil blocking element 204. A gap is provided between the oil blocking element 204 and the side wall 20312.

[0079] In this way, the refrigerant entering the inner cavity 2033 can slide along the oil blocking element 204 to the side wall 20312 of the housing 2031, and then slide down along the gap between the oil blocking element 204 and the side wall 20312. During the sliding process, the side wall 20312 of the housing 2031 will generate a certain resistance to the flow of the refrigerant, so that the refrigerant before and after flowing through the gas-liquid separator 203 forms a pressure difference.

[0080] In some embodiments, the top wall 20311 is further provided with a mounting hole 2034, a portion of the connecting pipe 205 passes through the mounting hole 2034, the inlet of the connecting pipe 205 is located in the inner cavity 2033, the inlet of the connecting pipe 205 is located on the side of the oil blocking member 204 away from the top wall 20311, the outlet of the connecting pipe 205 is located outside the housing 2031, and the outlet of the connecting pipe 205 forms the outlet of the gas-liquid separator 203.

[0081] In this way, after the refrigerant enters the inner cavity 2033, the liquid refrigerant, being heavier, can be deposited at the bottom of the inner cavity 2033 along the aforementioned gap, while the gaseous refrigerant, being lighter, can escape to the top of the inner cavity 2033 and flow to the outlet of the gas-liquid separator through the connecting pipe 205.

[0082] Referring again to Figure 3, in some embodiments, the connecting pipe 205 may include a first pipe segment 2051, a second pipe segment 2052, and a third pipe segment 2053. For example, the first pipe segment 2051 includes a first end and a second end disposed opposite to each other. The first end is located on the side of the oil blocking member 204 away from the top wall 20311, and the opening of the first end forms the inlet of the connecting pipe 205. From the first end to the second end, the first pipe segment 2051 extends in a direction away from the top wall 20311.

[0083] The second pipe section 2052 is partially inserted into the mounting hole 2034. The second pipe section 2052 includes a third end and a fourth end that are arranged opposite each other. The third end is located in the inner cavity 2033 and along the axial direction of the inlet of the gas-liquid separator 203. The third end is located on the side of the first end away from the top wall 20311. The fourth end is located outside the housing 2031, and the opening of the fourth end forms the outlet of the connecting pipe 205. The third pipe section 2053 is connected between the second end and the third end. The side wall 20312 of the third pipe section 2053 is provided with a liquid inlet hole 20531.

[0084] In this way, the gaseous refrigerant accumulated at the top can enter the first pipe section 2051 from the first end, and then exit the gas-liquid splitter pipe after flowing sequentially through the second end of the first pipe section 2051, the third pipe section 2053, the third end of the second pipe section 2052, and the fourth end. The liquid refrigerant deposited below the inner cavity 2033 can flow into the connecting pipe 205 through the liquid inlet hole 20531 provided on the third pipe section 2053. When the compressor 100 draws in air, the air pressure in the connecting pipe 205 decreases, and the liquid refrigerant entering the connecting pipe 205 can be converted into gaseous refrigerant, which then enters the compressor 100 together with the original gaseous refrigerant in the connecting pipe 205.

[0085] In some embodiments, the third pipe segment 2053 is an arc-shaped pipe, which arches (or protrudes) towards the side away from the top wall 20311. In this way, the distance between the bottom of the third pipe segment 2053 and the bottom of the inner cavity 2033 is closer. When the oil return hole is located at the bottom of the third pipe segment 2053, it can be ensured that the liquid refrigerant in the inner cavity 2033 can still enter the connecting pipe 205 through the oil return hole when the liquid level is low, so as to maintain the gas pressure stability of the connecting pipe 205.

[0086] In some embodiments, the oil blocking member 204 may include a top plate and an annular side plate. The top plate is opposite to and spaced apart from the top wall 20311. The annular side plate is located on the side of the top plate away from the top wall 20311 and is arranged around the edge of the top plate. An annular gap is formed between the side wall 20312 of the housing 2031 and the annular side plate.

[0087] The top plate and the annular side plate mentioned above can be cylindrical or polygonal. The shape of the top plate and the annular side plate needs to be determined according to the shape of the housing 2031. For example, if the housing 2031 is cylindrical, then the annular side plate also needs to be cylindrical so that the width of the annular gap is consistent, thereby ensuring that the pressure of the refrigerant entering the annular gap is also consistent, which is beneficial to the stable operation of the gas-liquid separator 203.

[0088] The vehicle thermal management system provided in some embodiments of this disclosure also includes a battery thermal management system. The heating and cooling of the battery in the battery thermal management system will be described below with reference to the drawings in the specification.

[0089] Referring again to Figure 1, in some embodiments, the vehicle thermal management system 1000 may further include a first battery branch, which includes a fifth expansion valve 401, a first battery heat exchanger 402, and a second throttle valve 403. The fifth expansion valve 401 is a bidirectional expansion valve, with its first end opening connected to the outlet of the first condenser 500, the first end opening of the first battery heat exchanger 402 connected to the second end opening of the fifth expansion valve 401, the first end opening of the second throttle valve 403 connected to the second end opening of the first battery heat exchanger 402, and the second end opening of the second throttle valve 403 connected to the inlet of the gas-liquid separator 203.

[0090] It is understandable that when the power battery generates heat during vehicle operation, it needs to be cooled in a timely manner in order to maintain the high power output of the power battery.

[0091] In some embodiments of this disclosure, the cooling process of the power battery is as follows: the refrigerant flowing out from the outlet of the compressor 100 at high temperature and high pressure is transformed into a refrigerant at medium temperature and high pressure by the heat dissipation of the first condenser 500, and then transformed into a refrigerant at low temperature and low pressure by the throttling of the fifth expansion valve 401, and then enters the first battery heat exchanger 402. In this case, the first battery heat exchanger 402 acts as an evaporator to exchange heat with the power battery. After absorbing the heat of the battery, the low temperature refrigerant enters the first end opening of the second throttling valve 403, and finally flows back to the inlet of the compressor 100 through the second opening of the second throttling valve 403, completing the cooling cycle of the power battery.

[0092] It should be noted that in the cooling cycle of the power battery, the second throttle valve 403 can adjust the evaporation pressure of the first battery heat exchanger 402 by adjusting the opening of the valve core, thereby controlling the cooling temperature of the power battery.

[0093] When a vehicle is started in cold weather during winter, the power battery needs to be heated so that it can start normally.

[0094] In some embodiments of this disclosure, the heating process of the power battery is as follows: High-temperature, high-pressure refrigerant flows from the outlet of the compressor 100 and enters the first battery heat exchanger 402 through the second opening of the second throttle valve 403. In this case, the first battery heat exchanger 402 acts as a condenser, exchanging heat with the power battery. The high-temperature refrigerant provides heat to the power battery through heat conduction, heat convection, and heat radiation. After absorbing the heat from the refrigerant, the power battery can heat up and start normally. After heat exchange, the refrigerant enters the inlet of the gas-liquid separator 203 through the second end of the fifth expansion valve 401, and finally flows back to the inlet of the compressor 100 through the outlet of the gas-liquid separator 203, completing the power battery heating cycle.

[0095] It should be noted that during the heating cycle of the power battery, the second throttle valve 403 can control the temperature of the second end opening of the first battery heat exchanger 402 by adjusting the opening degree of the valve core.

[0096] To further improve the heating or cooling efficiency of the power battery, in some embodiments, the vehicle thermal management system may also include a second battery branch. The second battery branch includes a sixth expansion valve 404, a second battery heat exchanger 405, and a third throttle valve 406. The sixth expansion valve 404 is also a bidirectional expansion valve. The first end opening of the sixth expansion valve 404 is connected to the outlet of the first condenser 500. The first end opening of the second battery heat exchanger 405 is connected to the second end opening of the sixth expansion valve 404. The first end opening of the third throttle valve 406 is connected to the second end opening of the second battery heat exchanger 405. The second end opening of the third throttle valve 406 is connected to the inlet of the gas-liquid separator 203.

[0097] In this way, the power battery can be heated or cooled by two battery heat exchangers, thereby improving the heating or cooling efficiency of the power battery. It should be noted that the number of battery heat exchangers is not limited to this; it should be selected appropriately based on the output power of the power battery in the vehicle.

[0098] In order to achieve the switching between heating and cooling modes of the power battery, various valves are installed upstream and downstream of the first battery heat exchanger 402 and the second battery heat exchanger 405. The connection relationship of each valve in multiple pipelines in the battery thermal management system will be explained first, and then the switching mode of the power battery will be explained in conjunction with the on and off states of the valves.

[0099] In some embodiments, the vehicle thermal management system may further include a first one-way valve 407, the inlet of which is connected to the outlet of the first condenser 500, and the outlet of which is connected to the first end opening of the fifth expansion valve 401 and the first end opening of the sixth expansion valve 404.

[0100] In some embodiments, the vehicle thermal management system may further include a second switching valve 408, a third switching valve 409, and a second check valve 410. The inlet of the second switching valve 408 is connected to the outlet of the compressor 100, and the outlet of the second switching valve 408 is connected to the second end opening of the second throttle valve 403 and the second end opening of the third throttle valve 406. The inlet of the third switching valve 409 is connected to the second end opening of the second throttle valve 403 and the second end opening of the third throttle valve 406, and the outlet of the third switching valve 409 is connected to the inlet of the gas-liquid separator 203. The inlet of the second check valve 410 is connected to the first end opening of the fifth expansion valve 401 and the first end opening of the sixth expansion valve 404, and the outlet of the second check valve 410 is connected to the inlet of the gas-liquid separator 203.

[0101] In some embodiments, the vehicle thermal management system may further include a fourth switching valve 900, the inlet of which is connected to the outlet of the third one-way valve 600, the outlet of the second one-way valve 410, and the inlet of the first one-way valve 407, and the outlet of the fourth switching valve 900 is connected to the inlet of the gas-liquid separator 203.

[0102] In some embodiments, the vehicle thermal management system may further include a sixth switching valve 170, the inlet of which is connected to the outlet of the compressor 100, and the outlet of which is connected to the inlet of the first condenser 500.

[0103] In some embodiments, the vehicle thermal management system may further include a third check valve 600, the inlet of which is connected to the outlet of the first condenser 500, and the outlet of which is connected to the outlet of the second check valve 410 and the inlet of the first check valve 407.

[0104] Based on the above settings, during the cooling cycle of the power battery, the sixth switching valve 170, the third one-way valve 600, the first one-way valve 407, the second throttle valve 403, the third throttle valve 406, and the third switching valve 409 are opened, while the first switching valve 209, the second switching valve 408, and the fourth switching valve 900 are closed.

[0105] Thus, the high-temperature, high-pressure refrigerant flowing out of the compressor 100 outlet can be transformed into a medium-temperature, high-pressure refrigerant through the heat dissipation of the first condenser 500. Then, it flows sequentially through the third one-way valve 600 and the first one-way valve 407, and then flows into the first end opening of the fifth expansion valve 401 and the first end opening of the sixth expansion valve 404, respectively. After throttling, it is transformed into a low-temperature, low-pressure refrigerant, and then flows into the first battery heat exchanger 402 and the second battery heat exchanger 405 to cool the power battery. The cooled refrigerant merges after flowing through the second throttling valve 403 and the third throttling valve 406. After merging, the refrigerant enters the inlet of the gas-liquid separator 203 through the third switching valve 409, and finally flows back to the inlet of the compressor 100 through the outlet of the gas-liquid separator 203.

[0106] During the heating cycle of the power battery, the second switching valve 408, the second throttle valve 403, the third throttle valve 406, the second check valve 410, and the fourth switching valve 900 are opened, while the first switching valve 209, the third switching valve 409, and the sixth switching valve 170 are closed.

[0107] Thus, the high-temperature, high-pressure refrigerant flowing out of the compressor 100 flows through the second switching valve 408 into the second throttle valve 403 and the third throttle valve 406. After passing through the second throttle valve 403 and the third throttle valve 406 respectively, it flows into the first battery heat exchanger 402 and the second battery heat exchanger 405 to heat the power battery. Then, after being throttled and cooled by the fifth expansion valve 401 and the sixth expansion valve 404, it merges at the inlet of the second one-way valve 410 and flows through the outlet of the second one-way valve 410 into the inlet of the fourth switching valve 900. Then, it flows through the outlet of the fourth switching valve 900 into the inlet of the gas-liquid separator 203, and finally flows through the outlet of the gas-liquid separator 203 into the inlet of the compressor 100.

[0108] It should be noted that, similar to a vehicle refrigerator, the battery thermal management system also incorporates multiple temperature sensors. For example, a temperature sensor is connected in series at the second opening of the fifth expansion valve 401, and another temperature sensor is connected in series at the second opening of the sixth expansion valve 404. When the fifth expansion valve 401 and the sixth expansion valve 404 are electronic expansion valves, the valve core opening can be adjusted according to the detection values ​​of their respective connected temperature sensors, thereby adjusting the refrigerant flow and achieving automatic regulation of the power battery temperature, thus maintaining a relatively constant battery temperature.

[0109] In some embodiments, the vehicle thermal management system may further include a reservoir 110, with its inlet connected to the outlet of the first condenser 500 and its outlet connected to the inlet of a third one-way valve 600. This allows the reservoir 110 to regulate the amount of refrigerant in the vehicle thermal management system. When there is too much refrigerant in the circulation loop, the pressure inside the reservoir 110 increases, and the excess gaseous refrigerant can be converted into a liquid form and stored in the reservoir 110. Conversely, when there is too little refrigerant in the circulation loop, the pressure inside the reservoir 110 decreases, and in this case, the liquid refrigerant in the reservoir 110 can be converted into gaseous refrigerant to replenish the refrigerant circulation loop.

[0110] The switching process between heating and cooling modes of the power battery has been described above. The heating mode and dehumidification mode of the air conditioning system 200 in some embodiments of this disclosure will be described below.

[0111] Referring again to Figure 1, in some embodiments, the vehicle thermal management system 1000 may further include a third air conditioning branch, which includes a second condenser 700 and a seventh expansion valve 800. The inlet of the second condenser 700 is connected to the outlet of the compressor 100, the inlet of the seventh expansion valve 800 is connected to the outlet of the second condenser 700, the outlet of the seventh expansion valve 800 is connected to the inlet of a fourth switching valve 900, and the outlet of the fourth switching valve is connected to the inlet of a gas-liquid separator.

[0112] In this way, when heating is needed in the passenger compartment during winter, the fourth switch valve 900 can be opened and the second switch valve 408 and the sixth switch valve 170 can be closed, allowing the high-temperature refrigerant from the compressor 100 to directly enter the second condenser 700 for heat dissipation, heating the low-temperature air in the passenger compartment, thereby raising the temperature in the passenger compartment and providing a comfortable environment for the occupants.

[0113] After heat exchange, the refrigerant enters the seventh expansion valve 800 for throttling and is converted into medium-temperature and high-pressure refrigerant. Then, it enters the gas-liquid separator 203 via the fourth switching valve 900, and finally flows back to the compressor 100 from the gas-liquid separator 203, completing the heating cycle of the cockpit.

[0114] In some embodiments, in order to improve the heating effect in the passenger compartment, the second condenser 700 is also equipped with a heater, such as a PTC (ceramic heating element) heater, which uses a fan to drive air through the PTC heating element and blow the heated air into the passenger compartment.

[0115] Referring again to Figure 1, in some embodiments, the vehicle thermal management system 1000 may further include a seventh switching valve 180, the inlet of which is connected to the outlet of the second condenser 700, and the outlet of which is connected to the inlets of the third expansion valve 201 and the fourth expansion valve 206.

[0116] Thus, when the passenger compartment is humid, the seventh switch valve 180, the first switch valve 209, and the first throttle valve 208 can be opened, while the sixth switch valve 170 and the fourth switch valve 900 can be closed. This allows the high-temperature refrigerant from the compressor 100 to flow into the second condenser 700. As the low-temperature air in the passenger compartment passes through the second condenser 700, it can be heated to a high temperature to provide supplemental heating to the passenger compartment, thereby neutralizing and balancing the subsequent drop in air temperature caused by dehumidification. After the high-temperature refrigerant is cooled to a medium-temperature refrigerant by the second condenser 700, it is further cooled by throttling through the third expansion valve 201 and the fourth expansion valve 206, becoming either wet vapor or subcooled refrigerant. This vapor then flows into the first air conditioning evaporator 202 and the second air conditioning evaporator 207, respectively. At this point, the first air conditioning evaporator 202 and the second air conditioning evaporator 207 act as evaporators to dehumidify the humid air in the passenger compartment.

[0117] It should be noted that the above description of the dehumidification process is based on the flow sequence of the refrigerant in the pipeline. Although there is a descriptive order, in the actual dehumidification process, the evaporation and dehumidification of the refrigerant in the first air conditioning evaporator 202 and the second air conditioning evaporator 207 and the condensation and heat dissipation of the refrigerant in the second condenser 700 are carried out simultaneously. This can remove moisture from the air in the passenger compartment while replenishing the passenger compartment with the heat absorbed during the evaporation and dehumidification process, thereby maintaining a stable ambient temperature in the passenger compartment and providing a comfortable riding experience for the passengers.

[0118] The heating mode and dehumidification mode of the air conditioning system 200 in some embodiments of the present disclosure have been described above. The motor cooling system 400 in the vehicle thermal management system provided in some embodiments of the present disclosure will be described below.

[0119] Referring again to Figure 1, in some embodiments, the vehicle thermal management system 1000 may further include a first heat exchanger 120, which includes a first flow channel and a second flow channel. The inlet of the first flow channel is connected to the outlet of the seventh expansion valve 800, and the outlet of the first flow channel is connected to the inlet of the fourth switching valve 900. The second flow channel may be thermally connected to the first flow channel.

[0120] In some embodiments, the vehicle thermal management system further includes a water pump 130, a four-way valve 140, a fifth switching valve 190, a second heat exchanger 150, a water storage assembly 160, and a powertrain. For example, the four-way valve 140 may include a first port, a second port, a third port, and a fourth port, the four-way valve 140 being used to select any two of the first port, the second port, the third port, and the fourth port to be open, the second port being connected to the outlet of the water pump 130.

[0121] The first opening of the fifth switching valve 190 is connected to the outlet of the water pump 130, the second opening of the fifth switching valve 190 is connected to the first opening of the second flow channel, and the second opening of the second flow channel is connected to the first port. The first opening of the second heat exchanger 150 is connected to the third port, the second opening of the second heat exchanger 150 is connected to the outlet of the powertrain, and the inlet of the powertrain is connected to the outlet of the water pump 130. The first opening of the water storage assembly 160 is connected to the second opening of the second heat exchanger 150, and the second opening of the water storage assembly 160 is connected to the inlet of the water pump 130.

[0122] It should be noted that the aforementioned powertrain can be a motor or an engine; the following explanation uses a motor as an example. Coolant is lost during circulation in the motor cooling circuit. Therefore, the aforementioned water storage component 160 can be used to replenish coolant in the motor cooling circuit, ensuring sufficient coolant levels and thus guaranteeing the cooling effect of the motor.

[0123] It should also be noted that the second heat exchanger 150 is located in the front compartment of the vehicle. Airflow can enter the front compartment of the vehicle through the air intake grille at the front of the vehicle and absorb the heat of the coolant in the second heat exchanger 150 through convective heat exchange.

[0124] Based on the above structural configuration, the motor cooling system 400 of some embodiments of this disclosure has three operating modes.

[0125] In the first operating mode, the fifth switch valve 190 is closed, and the second and third ports of the four-way valve 140 are connected. The water pump 130 can drive the coolant into the power motor, so that the coolant can absorb the heat of the power motor. Then it enters the second heat exchanger 150, and the heat absorbed by the coolant is dissipated into the outside air through the second heat exchanger 150. Finally, it flows back to the inlet of the water pump 130 through the second and third ports of the four-way valve 140.

[0126] In the second operating mode, the fifth switch valve 190 is opened, and the first and third ports of the four-way valve 140 are connected. The water pump 130 can drive the coolant into the power motor, so that the coolant can absorb the heat of the power motor. Then it enters the second heat exchanger 150, and the heat absorbed by the coolant is dissipated into the outside air through the second heat exchanger 150. Then it enters the second flow channel of the first heat exchanger 120 through the third and first ports of the four-way valve 140.

[0127] In this case, the medium-temperature refrigerant in the first flow channel of the first heat exchanger 120 can exchange heat with the low-temperature coolant in the second flow channel, assisting the medium-temperature refrigerant in cooling, thereby improving the overall energy efficiency of the vehicle thermal management system.

[0128] In the third working mode, the fifth switch valve 190 is closed, and the second and fourth ports of the four-way valve 140 are connected. The water pump 130 can drive the coolant into the power motor. After the coolant flows out of the power motor, it enters the fourth port of the four-way valve 140 and flows back to the power motor through the second port of the four-way valve 140.

[0129] Some embodiments of this disclosure also provide a vehicle, as shown in FIG20. The vehicle 2000 may be a fuel vehicle, a new energy vehicle, or a hybrid vehicle, etc. The vehicle 2000 includes the vehicle thermal management system 1000 described above. The vehicle thermal management system 1000 has the same advantages as the vehicle 2000 in some embodiments of this disclosure, which will not be described again here.

[0130] Referring to Figure 5, in some embodiments of the vehicle disclosed herein, the air conditioning system 200, the refrigerator system 300, and the motor cooling system 400 are integrated into a vehicle thermal management system. This improves the efficiency of the vehicle thermal management system and reduces interior space requirements by integrating multiple systems into a unified thermal management system. Furthermore, the integrated vehicle thermal management system provides a simplified maintenance and management process, reduces maintenance costs and repair time, and improves vehicle reliability and stability.

[0131] In addition, some embodiments of this disclosure enable the motor cooling system 400, the air conditioning system 200 and the refrigerator system 300 to be independent of each other, without interaction or interference.

[0132] Based on this, some embodiments of this disclosure can achieve various working conditions, and the following provides an exemplary description of vehicle working conditions.

[0133] In some embodiments, referring to FIG6, the vehicle's air conditioning system 200 is in cooling mode. In this case, the first switching valve 209 and the sixth switching valve 170 are open, the second switching valve 408, the third switching valve 409 and the fourth switching valve 900 are closed, the first throttle valve 208 is open, the seventh expansion valve 800 and the first expansion valve 301 are closed, and the fifth expansion valve 401 and the sixth expansion valve 404 are closed.

[0134] In this way, the compressor 100 compresses and discharges the collected gas as high-temperature and high-pressure gas. The high-temperature and high-pressure gas passes through the sixth switch valve 170 to the first condenser 500. The first condenser 500 exchanges heat with the high-temperature and high-pressure gas. The outlet of the first condenser 500 discharges a medium-temperature and high-pressure fluid (in this case, the fluid can be either a liquid or a gas, and this disclosure does not limit it).

[0135] The medium-temperature, high-pressure fluid is throttled and cooled by the fifth expansion valve 401 and the sixth expansion valve 404, becoming low-temperature, low-pressure wet steam or subcooled liquid. The low-temperature, low-pressure wet steam or subcooled liquid passes through the first air conditioning evaporator 202 and the second air conditioning evaporator 207, helping the first air conditioning evaporator 202 and the second air conditioning evaporator 207 to perform refrigeration.

[0136] The first air conditioning evaporator 202 and the second air conditioning evaporator 207 cool the high-temperature air inside the vehicle to low-temperature air, thereby cooling the vehicle interior.

[0137] The following content will not elaborate on the 200 cooling mode of the air conditioning system.

[0138] In some embodiments, referring to Figures 5 and 7, the vehicle's air conditioning system 200 is in cooling mode, and the vehicle's motor cooling system 400 is turned on. In this case, the first switching valve 209, the third switching valve 409, and the sixth switching valve 170 are open, the second switching valve 408 and the fourth switching valve 900 are closed, the first throttle valve 208, the second throttle valve 403, and the third throttle valve 406 are open, the seventh expansion valve 800 and the first expansion valve 301 are closed, and the third expansion valve 201, the fifth expansion valve 401, and the sixth expansion valve 404 are open.

[0139] After being processed by the compressor 100 and the first condenser 500, part of the refrigerant flows to the vehicle's air conditioning system 200 for cooling, and the other part flows to the vehicle's motor cooling system 400. The refrigerant is cooled by the fifth expansion valve 401 and the sixth expansion valve 404, becoming a low-temperature, low-pressure wet vapor or cold liquid.

[0140] The outlet of the third expansion valve 201 is connected to the first battery heat exchanger 402 and the second battery heat exchanger 405. At this time, the first battery heat exchanger 402 and the second battery heat exchanger 405 act as evaporators. The first battery heat exchanger 402 and the second battery heat exchanger 405 cool the vehicle's battery pack through contact heat exchange. The refrigerant at the outlet of the first battery heat exchanger 402 and the second battery heat exchanger 405 is a low-temperature and low-pressure fluid.

[0141] The refrigerant from the outlets of the first battery heat exchanger 402 and the second battery heat exchanger 405 flows out through the second throttle valve 403 and the third throttle valve 406, respectively, and merges with the gas flowing out of the first throttle valve 208. The merged gas is connected to the gas-liquid separator 203, which separates the liquid refrigerant and the refrigeration oil, and acts as an intermediate storage tank for the refrigerant gas to ensure stable intake of the compressor 100. Finally, the refrigerant returns to the compressor 100, thus forming a cycle.

[0142] In some embodiments, referring to Figures 5 and 8, the vehicle's air conditioning system 200 is in cooling mode, and at the same time, the vehicle's motor cooling system 400 and refrigerator system 300 are in cooling mode.

[0143] In this situation, the second switching valve 408 and the fourth switching valve 900 are closed, the first switching valve 209, the third switching valve 409 and the sixth switching valve 170 are open, the first throttle valve 208, the second throttle valve 403 and the third throttle valve 406 are open, and the first expansion valve 301, the third expansion valve 201, the fifth expansion valve 401 and the sixth expansion valve 404 are open.

[0144] The compressor 100 compresses and discharges high-temperature and high-pressure gas, which is connected to the first condenser 500 through the sixth switching valve 170. The refrigerant exchanges heat with the environment through the first condenser 500 and releases heat. The outlet of the first condenser 500 is a medium-temperature and high-pressure fluid (which may be liquid or gas, depending on the ambient temperature). The first part of the refrigerant processed by the compressor 100 and the first condenser 500 flows to the vehicle's air conditioning system 200 for cooling, the second part flows to the vehicle's motor cooling system 400, and the third part flows to the refrigerator system 300.

[0145] Taking the first refrigerator evaporator 302 as an example, the refrigerant is cooled by the first outer pipe 3031 high-pressure pipe of the first coaxial pipe 303 and then connected to the second expansion valve 304. After the refrigerant is throttled and cooled by the second expansion valve 304, it becomes low-temperature and low-pressure wet vapor or subcooled liquid.

[0146] The outlet of the second expansion valve 304 is connected to the first refrigerator evaporator 302. At this time, the first refrigerator evaporator 302 cools the items inside the refrigerator through forced convection heat exchange by the first fan 306. The refrigerant at the outlet of the first refrigerator evaporator 302 is a low-temperature, low-pressure fluid. After passing through the first inner tube 3032 of the first coaxial tube 303, it exchanges heat with the aforementioned high-pressure refrigerant to increase its temperature and recover its cooling capacity. Therefore, the refrigerant at the outlet of the first refrigerator evaporator 302 and the refrigerant that has passed through the gas-liquid separator 203 finally merge and return to the compressor 100.

[0147] For example, although the refrigerant flow rate on the refrigerator side is smaller compared to that on the air conditioner and battery side, there is no problem of liquid refrigerant entering the compressor 100 and causing damage to the compressor 100, and there is no need to store the refrigerant.

[0148] In some embodiments, in order to prevent liquid from entering the compressor 100 through the refrigerator system 300, the second outer pipe in some embodiments of this disclosure can heat the first inner pipe 3032 so that the liquid refrigerant is heated and becomes gaseous refrigerant before entering the compressor 100.

[0149] It is understandable that the refrigeration principle of the second refrigerator evaporator 308 is the same as that of the first refrigerator evaporator 302.

[0150] In some embodiments, referring to Figures 5 and 9, the vehicle's air conditioning system 200 is in cooling mode, and the refrigerator system 300 is in cooling mode.

[0151] In this situation, the first switching valve 209 and the sixth switching valve 170 are open, the second switching valve 408, the third switching valve 409 and the fourth switching valve 900 are open, the first throttle valve 208 is open, the second throttle valve 403 and the third throttle valve 406 are closed, the seventh expansion valve 800 is closed, the first expansion valve 301 and the third expansion valve 201 are open, and the fifth expansion valve 401 and the sixth expansion valve 404 are closed.

[0152] The compressor 100 compresses and discharges high-temperature and high-pressure gas, which is connected to the first condenser 500 through the sixth switching valve 170. The refrigerant exchanges heat with the environment through the first condenser 500 and releases heat. The outlet of the first condenser 500 is a medium-temperature and high-pressure fluid (which may be liquid or gas, depending on the ambient temperature). The first part of the refrigerant processed by the compressor 100 and the first condenser 500 flows to the vehicle's air conditioning system 200 for cooling, and the second part flows to the refrigerator system 300.

[0153] Based on the above, the vehicle 2000 in some embodiments of this disclosure also has the following modes:

[0154] In some embodiments, referring to Figure 10 and in conjunction with Figure 5, it can be understood that the vehicle's motor cooling system 400 is turned on at this time, and the refrigerator system 300's cooling mode is also turned on.

[0155] In some embodiments, referring to Figure 11 and in conjunction with Figure 5, it can be understood that the cooling mode of the vehicle refrigerator system 300 is activated separately.

[0156] In some embodiments, referring to Figure 12 and in conjunction with Figure 5, it can be understood that the vehicle's motor cooling system 400 is activated separately.

[0157] In some embodiments, referring to Figure 13 and in conjunction with Figure 5, it can be understood that the heating mode of the vehicle refrigerator system 300 is activated separately.

[0158] In some embodiments, referring to FIG14 and in conjunction with FIG5, it can be understood that the vehicle's air conditioning system 200 and refrigerator system 300 are in heating mode, and the vehicle's motor cooling system 400 is switched to heating mode.

[0159] In some embodiments, referring to FIG15 and in conjunction with FIG5, it can be understood that the vehicle's air conditioning system 200 and refrigerator system 300 are in heating mode at this time.

[0160] In some embodiments, referring to FIG16 and in conjunction with FIG5, it can be understood that the vehicle's refrigerator system 300 is in heating mode and the vehicle's motor cooling system 400 is switched to heating mode.

[0161] In some embodiments, referring to FIG17 and in conjunction with FIG5, it can be understood that the vehicle's refrigerator system 300 is in heating mode at this time.

[0162] In some embodiments, referring to FIG18 and in conjunction with FIG5, it can be understood that the vehicle's motor cooling system 400 is in heating mode at this time.

[0163] In some embodiments, referring to Figure 19 and in conjunction with Figure 5, it can be understood that the vehicle's air conditioning system 200 switches to dehumidification mode at this time.

[0164] It should be noted that the operating conditions of the vehicle thermal management system in some embodiments of this disclosure include the above-described modes, but are not limited thereto.

[0165] The above are merely specific embodiments of this disclosure, but the scope of protection of this disclosure is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this disclosure should be included within the scope of protection of this disclosure. Therefore, the scope of protection of this disclosure should be determined by the scope of the claims.

Claims

1. A vehicle thermal management system (1000), comprising: Compressor (100); A first condenser (500) is connected to the outlet of the compressor (100) at its inlet. First expansion valve (301); The first refrigerator evaporator (302) has its inlet connected to the outlet of the first expansion valve (301); as well as The first coaxial tube (303) includes: A first outer pipe (3031) is connected at its inlet to the outlet of a first condenser (500), and at its outlet to the inlet of a first expansion valve (301); and A first inner tube (3032) is disposed inside the first outer tube (3031). The inlet of the first inner tube (3032) is connected to the outlet of the first refrigerator evaporator (302), and the outlet of the first inner tube (3032) is connected to the inlet of the compressor (100).

2. The vehicle thermal management system (1000) according to claim 1 further includes... Second expansion valve (304); A second refrigerator evaporator (308), the inlet of which is connected to the outlet of the second expansion valve (304); and The second coaxial tube (305) includes: The second outer pipe, the inlet of which is connected to the outlet of the first condenser (500), and the outlet of which is connected to the inlet of the second expansion valve (304); and The second inner tube is disposed inside the second outer tube. The inlet of the second inner tube is connected to the outlet of the second refrigerator evaporator (308), and the outlet of the second inner tube is connected to the inlet of the compressor (100).

3. The vehicle thermal management system (1000) according to claim 2 further includes at least one of a first fan (306) or a second fan (307); The first refrigerator evaporator (302) is located on the air outlet side or air inlet side of the first fan (306); The second refrigerator evaporator (308) is located on the air outlet side or air inlet side of the second fan (307).

4. The vehicle thermal management system (1000) according to claim 3 further includes at least one of a first heating element or a second heating element; The first heating element is located on the air outlet side or air inlet side of the first fan (306); The second heating element is located on the air outlet side or air inlet side of the second fan (307).

5. The vehicle thermal management system (1000) according to any one of claims 1-4, further comprising: A third expansion valve (201) is connected at its inlet to the outlet of the first condenser (500); A first air conditioning evaporator (202), the inlet of which is connected to the outlet of the third expansion valve (201); and A gas-liquid separator (203) is provided, the inlet of which is connected to the outlet of the first air conditioner evaporator (202), and the outlet of which is connected to the inlet of the compressor (100).

6. The vehicle thermal management system (1000) according to claim 5, wherein, The gas-liquid separator (203) includes: The housing (2031) includes a top wall (20311) and a side wall (20312) connected to the top wall (20311). The top wall (20311) is provided with a connecting nozzle (2032), and the inlet of the gas-liquid separator (203) is formed in the connecting nozzle (2032). The housing (2031) has an inner cavity, and the inlet of the gas-liquid separator (203) communicates with the inner cavity. The top wall (20311) is also provided with mounting holes. An oil-blocking element (204) is located in the inner cavity; along the axial direction of the inlet of the gas-liquid separator, the oil-blocking element (204) is spaced apart from the top wall (20311), and the oil-blocking element (204) is opposite to the inlet of the gas-liquid separator (203); a gap is provided between the oil-blocking element (204) and the side wall (20312); and A connecting pipe (205) is provided, a portion of which passes through the mounting hole. The inlet of the connecting pipe (205) is located in the inner cavity, and the inlet of the connecting pipe (205) is located on the side of the oil blocking element (204) away from the top wall. The outlet of the connecting pipe (205) is located outside the housing (2031), and the outlet of the connecting pipe (205) forms the outlet (203) of the gas-liquid separator.

7. The vehicle thermal management system (1000) according to claim 6, wherein, The connecting pipe (205) includes: The first pipe section (2051) includes a first end and a second end disposed opposite to each other. The first end is located on the side of the oil blocking member (204) away from the top wall (20311). The opening of the first end forms the inlet of the connecting pipe (205). From the first end to the second end, the first pipe section extends in a direction away from the top wall (20311). The second pipe section (2052), a portion of which passes through the mounting hole, includes a third end and a fourth end disposed opposite to each other. The third end is located within the inner cavity. Along the axial direction of the inlet of the gas-liquid separator (203), the third end is located on the side of the first end away from the top wall (20311). The fourth end is located outside the housing (2031), and the opening of the fourth end forms the outlet of the connecting pipe (205). The third pipe section (2053) is connected between the second end and the third end, and the side wall of the third pipe section (2053) is provided with a liquid inlet hole.

8. The vehicle thermal management system (1000) according to claim 7, wherein, The third pipe section (2053) is an arc-shaped pipe, which arches towards the side away from the top wall (20311).

9. The vehicle thermal management system (1000) according to claim 7 or 8, wherein, The oil blocking component (204) includes: Top plate, the top plate being opposite to and spaced apart from the top wall (20311); and An annular side plate is located on the side of the top plate opposite to the top wall (20311) and is arranged around the edge of the top plate. An annular gap is formed between the side wall of the housing (2031) and the annular side plate.

10. The vehicle thermal management system (1000) according to any one of claims 7-9, further comprising: A first throttle valve (208) is configured to regulate the flow rate passing through it. The inlet of the first throttle valve (208) is connected to the outlet of the first air conditioning evaporator (202), and the outlet of the first throttle valve (208) is connected to the inlet of the gas-liquid separator (203).

11. The vehicle thermal management system (1000) according to claim 10, further comprising: A fourth expansion valve (206) is provided, the inlet of which is connected to the outlet of the first condenser (500); as well as The second air conditioning evaporator (207) has its inlet connected to the outlet of the fourth expansion valve (206) and its outlet connected to the inlet of the first throttle valve (208).

12. The vehicle thermal management system (1000) according to claim 11 further includes: A first switching valve (209) is connected at its inlet to the outlet of the first condenser (500) and at its outlet to the inlet of the fourth expansion valve (206).

13. The vehicle thermal management system (1000) according to any one of claims 6-12, further comprising: The fifth expansion valve (401) has its first end opening connected to the outlet of the first condenser (500); A first battery heat exchanger (402) is provided, wherein the first end opening of the first battery heat exchanger (402) is connected to the second end opening of the fifth expansion valve (401).

14. The vehicle thermal management system (1000) according to claim 13 further includes: The second throttle valve (403) has its first end opening connected to the second end opening of the first battery heat exchanger (402), and its second end opening connected to the inlet of the gas-liquid separator (203).

15. The vehicle thermal management system (1000) according to claim 14, further comprising: A sixth expansion valve (404) has a first end opening connected to the outlet of the first condenser (500); as well as The second battery heat exchanger (405) has its first end opening connected to the second end opening of the sixth expansion valve (404).

16. The vehicle thermal management system (1000) according to claim 15 further comprises: The third throttle valve (406) has its first end opening connected to the second end opening of the second battery heat exchanger (405), and its second end opening connected to the inlet of the gas-liquid separator (203).

17. The vehicle thermal management system (1000) according to claim 15 or 16, further comprising: A first check valve (407) is connected at its inlet to the outlet of the first condenser (500), and at its outlet to the first end opening of the fifth expansion valve (401) and the first end opening of the sixth expansion valve (404).

18. The vehicle thermal management system (1000) according to claim 17, further comprising: The second switching valve (408) has its inlet connected to the outlet of the compressor (100), and its outlet connected to the second end opening of the second throttle valve (403) and the second end opening of the third throttle valve (406). The third switching valve (409) has its inlet connected to the second end opening of the second throttle valve (403) and the second end opening of the third throttle valve (406), and its outlet connected to the inlet of the gas-liquid separator (203). as well as The second check valve (410) has its inlet connected to the first end opening of the fifth expansion valve (401) and the first end opening of the sixth expansion valve (404), and its outlet connected to the inlet of the gas-liquid separator (203).

19. The vehicle thermal management system (1000) according to claim 18, further comprising: A third check valve (600) is connected at its inlet to the outlet of the first condenser (500), and at its outlet to the outlet of the second check valve (410) and the inlet of the first check valve (407).

20. The vehicle thermal management system (1000) according to any one of claims 6-19, further comprising: A second condenser (700) is provided, the inlet of which is connected to the outlet of the compressor (100); A seventh expansion valve (800) is provided, the inlet of which is connected to the outlet of the second condenser (700); as well as The fourth switching valve (900) is connected to the outlet of the seventh expansion valve (800) and the outlet of the fourth switching valve (900) is connected to the inlet of the gas-liquid separator (203).

21. The vehicle thermal management system (1000) according to claim 19 or 20, further comprising: A liquid storage tank (110) is provided, the inlet of which is connected to the outlet of the first condenser (500), and the outlet of which is connected to the inlet of the third check valve (600).

22. The vehicle thermal management system (1000) according to claim 20 or 21, further comprising a first heat exchanger (120), the first heat exchanger (120) comprising: A first flow channel, the inlet of which is connected to the outlet of the seventh expansion valve (800), and the outlet of which is connected to the inlet of the fourth switching valve (900); and The second flow channel is thermally connected to the first flow channel and is used to circulate cooling liquid.

23. The vehicle thermal management system (1000) according to claim 22 further includes: Water pump (130); A four-way valve (140) including a first port, a second port, a third port and a fourth port, the four-way valve (140) being configured to selectively open any two of the first port, the second port, the third port and the fourth port, the second port being connected to the outlet of the water pump (130); The fifth switch valve (190) has its first end opening connected to the outlet of the water pump (130), its second end opening connected to the first end opening of the second flow channel, and the second end opening of the second flow channel connected to the first port of the four-way valve (140). The second heat exchanger (150) has a first end opening that is connected to the third port of the four-way valve (140); as well as A water storage assembly (160) is provided, wherein the first end opening of the water storage assembly (160) is connected to the second end opening of the second heat exchanger (150), and the second end opening of the water storage assembly (160) is connected to the inlet of the water pump (130).

24. The vehicle thermal management system (1000) according to any one of claims 1-23, further comprising: A sixth switching valve (170) is provided, the inlet of which is connected to the outlet of the compressor (100), and the outlet of which is connected to the inlet of the first condenser (500).

25. A vehicle (2000) comprising a vehicle thermal management system (1000) according to any one of claims 1-24.

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