Car refrigerator, thermal management system, and vehicle

Abstract

A car refrigerator, a thermal management system, and a vehicle. The car refrigerator comprises: a housing and a heat exchange system, wherein an accommodating chamber is formed in the housing; the heat exchange system comprises cooler members and a first heat exchanger; the cooler members and the first heat exchanger are provided in the housing and exchange heat with the accommodating chamber; and the cooler members further exchange heat with the first heat exchanger.

Description

A vehicle-mounted refrigerator, a thermal management system, and a vehicle

[0001] Cross-references to related applications

[0002] This application claims priority to Chinese Patent Application No. 202520176267.X, filed on January 26, 2025, entitled “A Vehicle Refrigerator, Thermal Management System and Vehicle”, the entire contents of which are incorporated herein by reference.

[0003] This application claims priority to Chinese Patent Application No. 202510239394.4, filed on February 28, 2025, entitled "Refrigeration Apparatus, Refrigeration System and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0004] This application belongs to the field of vehicle technology, specifically relating to an in-vehicle refrigerator, a thermal management system, and a vehicle. Background Technology

[0005] With the rapid development of the automotive industry, in-car refrigerators have gradually become a major selling point for mainstream car manufacturers to attract buyers. However, in terms of related technologies, the cooling effect of in-car refrigerators is insufficient.

[0006] Application content

[0007] This application aims to provide an in-vehicle refrigerator, a thermal management system, and a vehicle to solve the problem of insufficient cooling effect in existing in-vehicle refrigerators.

[0008] To solve the above-mentioned technical problems, this application is implemented as follows:

[0009] In a first aspect, this application discloses a vehicle refrigerator, which includes a cabinet and a heat exchange system. The cabinet forms a accommodating cavity, and the heat exchange system includes a cooling element and a first heat exchanger. The cooling element and the first heat exchanger are disposed in the cabinet and exchange heat with the accommodating cavity, and the cooling element also exchanges heat with the first heat exchanger.

[0010] The housing includes an outer shell and a first inner liner, the first inner liner being disposed inside the outer shell, the first heat exchanger being disposed between the first inner liner and the outer shell, and the cooling element being disposed inside the first inner liner.

[0011] One side of the first heat exchanger is fixedly connected to the outer wall of the first inner liner.

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

[0013] The housing includes an outer shell, a first inner liner, and a second inner liner. The first inner liner is disposed inside the outer shell, and the second inner liner is disposed inside the first inner liner. The second inner liner forms the receiving cavity. The first heat exchanger is disposed between the first inner liner and the outer shell. The cooling element is disposed between the first inner liner and the second inner liner.

[0014] The cooling element is fixedly connected to the outer wall of the second inner liner.

[0015] The heat exchange system further includes a first insulation layer, which is disposed between the first heat exchanger and the outer shell.

[0016] The heat exchange system further includes a second insulation layer, which fills the portion between the first inner liner and the second inner liner where the cooling fins are not located.

[0017] The first heat exchanger is arranged around the second inner liner, and the cooling fins are located inside the first heat exchanger.

[0018] The heat exchange system further includes a cold accumulator, which is installed in the first heat exchanger and is used to absorb and store the cold energy of the first heat exchanger.

[0019] The cold accumulator is attached to the surface of the first heat exchanger.

[0020] The housing includes an outer shell and a first inner liner, the first inner liner being disposed inside the outer shell, the first heat exchanger and the cold storage device being disposed between the first inner liner and the outer shell, and the cooling element being disposed inside the first inner liner.

[0021] The heat exchange system further includes a first insulation layer, which is disposed between the cold accumulator and the outer shell.

[0022] The housing includes an outer shell, a first inner liner, and a second inner liner. The first inner liner is disposed inside the outer shell, and the second inner liner is disposed inside the first inner liner. The second inner liner forms the receiving cavity. The first heat exchanger and the cold storage device are both disposed between the first inner liner and the outer shell. The cooling element is disposed between the first inner liner and the second inner liner.

[0023] The heat exchange system further includes a first insulation layer, which is disposed between the cold accumulator and the outer shell.

[0024] The heat exchange system further includes a second insulation layer, which fills the portion between the first inner liner and the second inner liner where the cooling fins are not located.

[0025] The cold storage device includes a cold storage shell, which is filled with cold storage material.

[0026] The heat exchange system further includes a cold accumulator, which is in heat exchange cooperation with the hot end of the cooling chip, and the first heat exchanger is in heat exchange cooperation with the cold accumulator.

[0027] The cold storage device is configured to absorb and store the cold energy of the first heat exchanger when the vehicle refrigerator is in a first operating state, and the cold storage device is further configured to release the cold energy to the hot end and / or the accommodating cavity when the vehicle refrigerator is in a second operating state.

[0028] Wherein, the first heat exchanger is in a refrigerant-flowing state in the first operating state, and in a non-refrigerant-flowing state in the second operating state; or

[0029] The first heat exchanger is connected to the compressor. In the first operating state, the compressor is in a working state, and in the second operating state, the compressor is in a stopped working state.

[0030] Wherein, when the operating parameters of the vehicle refrigerator meet the first condition, the vehicle refrigerator is configured to operate in the second operating state; wherein, the first condition includes at least one of the following: the cold storage device completes cold storage, the temperature of the cold storage device is less than or equal to a first temperature threshold, and the temperature inside the accommodating cavity is lower than a second temperature threshold.

[0031] The cold storage device includes a phase change material.

[0032] The first temperature threshold is determined based on the phase change temperature and supercooling of the phase change material.

[0033] When the operating parameters of the vehicle refrigerator meet the second condition, the vehicle refrigerator is configured to operate in a first operating state. The second condition includes: the temperature of the cold storage device or the accommodating cavity is greater than or equal to a third temperature threshold.

[0034] The second temperature threshold is determined based on the phase change temperature of the phase change material in the cold storage.

[0035] When the temperature inside the accommodating cavity is lower than the fourth temperature threshold, the vehicle refrigerator operates in the second operating state and the cooling element stops working or operates at low power.

[0036] The vehicle-mounted refrigerator includes a normal operating mode and an energy-saving operating mode, and the second operating state operates in the energy-saving operating mode.

[0037] When the vehicle's operating status meets the energy-saving conditions, it enters the energy-saving working mode. The energy-saving conditions include at least one of the following: the battery charge is lower than a set value, the ambient temperature is lower than a set ambient temperature threshold, and an energy-saving signal is received.

[0038] In the normal operating mode, the cooling chip operates at rated power or maximum power.

[0039] The cold storage device and the accommodating cavity are located on opposite sides of the first heat exchanger.

[0040] The cold storage device includes a heat-conducting layer and a heat-insulating layer. The heat-conducting layer is in heat exchange cooperation with the first heat exchanger and the cooling chip, respectively. The heat-insulating layer is located on the side of the heat-conducting layer away from the first heat exchanger and the cooling chip.

[0041] The first heat exchanger has two operating modes: an evaporator mode and a condenser mode. The vehicle refrigerator has two operating modes: a heating mode and a cooling mode. In the cooling mode, the first heat exchanger operates in evaporator mode, and in the heating mode, the first heat exchanger operates in condenser mode.

[0042] The first heat exchanger includes a flat tube heat exchanger or a coil heat exchanger.

[0043] The refrigeration element includes a semiconductor refrigeration element.

[0044] Secondly, this application also discloses a thermal management system, the thermal management system comprising: a compressor for compressing a refrigerant; a heat exchange assembly comprising a first heat exchanger of any of the above-described vehicle-mounted refrigerators; the heat exchange assembly being connected to the compressor for adjusting the temperature of the refrigerator's casing.

[0045] The heat exchange assembly further includes a condenser, and the thermal management system further includes a first expansion valve. The outlet end of the compressor is connected to one end of the condenser, the other end of the condenser is connected to one end of the first expansion valve, the other end of the first expansion valve is connected to one end of the first heat exchanger, and the other end of the first heat exchanger is connected to the outlet end and the inlet end of the compressor. The first expansion valve is used to regulate the flow rate of the refrigerant between the condenser and the first heat exchanger.

[0046] The thermal management system further includes a first solenoid valve; the first solenoid valve is connected between the outlet end of the compressor and the first heat exchanger; wherein the first solenoid valve has a first open state and a first closed state, in the first open state, the outlet end of the compressor is connected to the first heat exchanger to increase the temperature of the housing, and in the first closed state, the outlet end of the compressor is sequentially connected to the condenser and the first heat exchanger to decrease the temperature of the housing.

[0047] The thermal management system further includes a first throttle valve, which is connected between the first expansion valve and the first heat exchanger. The first throttle valve is used to adjust the refrigerant flow rate between the first expansion valve and the first heat exchanger.

[0048] The heat exchange assembly further includes a second heat exchanger; the other end of the first expansion valve is connected to one end of the second heat exchanger, and the other end of the second heat exchanger is connected to the outlet and inlet of the compressor. The second heat exchanger is used to adjust the temperature of the vehicle cabin.

[0049] The thermal management system further includes a second solenoid valve, which is connected between the second heat exchanger and the inlet end of the compressor. The second solenoid valve is used to control the on / off connection between the second heat exchanger and the compressor.

[0050] The thermal management system further includes a third solenoid valve connected between the compressor and the second heat exchanger. The third solenoid valve has a second open state and a second closed state. In the second open state, the outlet end of the compressor is connected to the second heat exchanger to increase the temperature of the vehicle compartment. In the second closed state, the outlet end of the compressor, the condenser, and the second heat exchanger are connected in sequence to decrease the temperature of the vehicle compartment.

[0051] The heat exchange assembly further includes a third heat exchanger, and the thermal management system further includes a second expansion valve. The other end of the condenser is connected to one end of the second expansion valve, and the other end of the second expansion valve is connected to one end of the third heat exchanger. The other end of the third heat exchanger is connected to the outlet and inlet ends of the compressor. The third heat exchanger is used to adjust the temperature of the battery components in the vehicle, and the second expansion valve is used to adjust the refrigerant flow between the condenser and the third heat exchanger.

[0052] The thermal management system further includes a second throttling valve, which is connected between the third heat exchanger and the inlet end of the compressor. The second throttling valve is used to adjust the refrigerant flow between the third heat exchanger and the compressor.

[0053] The thermal management system further includes a fourth solenoid valve, which is connected between the outlet end of the compressor and the third heat exchanger. The fourth solenoid valve has a third open state and a third closed state. In the third open state, the outlet end of the compressor is connected to the third heat exchanger to increase the temperature of the battery assembly. In the third closed state, the outlet end of the compressor, the condenser, and the third heat exchanger are connected in sequence to decrease the temperature of the battery assembly.

[0054] Thirdly, this application also discloses a vehicle, the vehicle comprising: the vehicle-mounted refrigerator described in any of the preceding claims or the thermal management system described in any of the preceding claims.

[0055] In this embodiment of the application, by setting a first heat exchanger and a cooling plate on the box body, the cooling plate exchanges heat with the inner cavity of the box body to achieve cooling and other operations of the inner cavity of the box body. By exchanging heat with the cooling plate through the first heat exchanger, a cooling temperature lower than the temperature of the first heat exchanger can be obtained, thereby improving the cooling effect of the vehicle refrigerator.

[0056] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0057] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0058] Figure 1 is an explosion diagram of a vehicle-mounted refrigerator according to an embodiment of this application;

[0059] Figure 2 is an exploded schematic diagram of a partial structure of a vehicle-mounted refrigerator according to an embodiment of this application;

[0060] Figure 3 is a cross-sectional structural diagram of a vehicle-mounted refrigerator according to an embodiment of this application;

[0061] Figure 4 is a schematic diagram of a cold storage device for a vehicle-mounted refrigerator according to an embodiment of this application.

[0062] Figure 5 is a flowchart illustrating a control method for a thermal management system according to an embodiment of this application.

[0063] Figure 6 is a schematic diagram of the structure of the thermal management system of the first embodiment shown in this application;

[0064] Figure 7 shows the single-on cooling mode of the thermal management system of the first embodiment of this application;

[0065] Figure 8 illustrates the dual-cooling mode of the thermal management system according to the first embodiment of this application.

[0066] Figure 9 illustrates the three-way cooling mode of the thermal management system according to the first embodiment of this application.

[0067] Figure 10 shows the single-on heating mode of the thermal management system of the first embodiment of this application.

[0068] Figure 11 shows the dual-heating mode of the thermal management system of the first embodiment of this application.

[0069] Figure 12 shows the three-phase heating mode of the thermal management system of the first embodiment of this application;

[0070] Figure 13 is a schematic diagram of a thermal management system according to the second embodiment of this application;

[0071] Figure 14 is a schematic diagram of a thermal management system according to a third embodiment of this application;

[0072] Figure 15 is a schematic diagram of the structure of the thermal management system of the fourth embodiment of this application.

[0073] Reference numerals: 1-Vehicle refrigerator; 10-Box body; 101-Outer shell; 102-First inner liner; 103-Second inner liner; 104-Receptacle; 111-Refrigeration element; 112-First heat exchanger; 113-Cold accumulator; 114-First insulation layer; 115-Second insulation layer; 20-Compressor; 210-Condenser; 211-Second heat exchanger; 212-Third heat exchanger; 22-First expansion valve; 23-First solenoid valve; 24-First throttle valve; 25-Second solenoid valve; 26-Third solenoid valve; 27-Second expansion valve; 28-Second throttle valve; 29-Fourth solenoid valve; 30-Fifth solenoid valve; 31-Thermal management integrated module. Detailed Implementation

[0074] The embodiments of this application will now be described in detail. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0075] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0076] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0077] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0078] This application provides a vehicle-mounted refrigerator 1, specifically, the vehicle-mounted refrigerator 1 is applied to a vehicle. The vehicle-mounted refrigerator 1 of this application will be described in detail below with reference to the accompanying drawings.

[0079] Referring to Figures 1-3, the vehicle refrigerator 1 provided in this application embodiment may specifically include a cabinet 10 and a heat exchange system. The cabinet 10 forms a receiving cavity 104. The heat exchange system includes a cooling chip 111 and a first heat exchanger 112. The cooling chip 111 and the first heat exchanger 112 are disposed in the cabinet 10 and exchange heat with the receiving cavity 104. The cooling chip 111 also exchanges heat with the first heat exchanger 112.

[0080] Specifically, the cavity 104 formed by the cabinet 10 is used to store food, beverages and other items. The heat exchange system is used to exchange heat with the cabinet 10 and adjust the temperature of the cabinet 10 so as to perform cooling, heat preservation and heating operations on the items stored in the cavity 104.

[0081] The cooling element 111 can be a thermoelectric cooler or a semiconductor cooler. The cooling element 111 is electrically connected to a power supply. When current flows through the cooling element 111, a thermoelectric effect is generated. This thermoelectric effect gives the cooling element 111 a hot end and a cold end, with the temperature of the hot end being higher than that of the cold end, i.e., a temperature difference between the hot and cold ends. Thus, heat exchange can be achieved between the cooling element 111 on the housing 10 and the accommodating cavity 104, realizing either cooling or heating of the accommodating cavity 104 within the housing 10. Specifically, by switching the positive and negative terminals of the cooling element 111, the cold and hot ends of the cooling element 111 are interchanged, allowing the cooling element 111 to switch between heating and cooling the accommodating cavity 104 within the housing 10.

[0082] The first heat exchanger 112 can be connected to the compressor 20 of the vehicle thermal management system or the vehicle refrigerator 1 system. The refrigerant in the compressor 20 can be input to the first heat exchanger 112. The first heat exchanger 112 can exchange heat with the accommodating cavity 104 in the housing 10 to achieve cooling or heating of the accommodating cavity 104 in the housing 10.

[0083] In this embodiment of the application, by providing a first heat exchanger 112 and a cooling chip 111 on the housing 10, when cooling the housing 10, if a lower cooling temperature is required, the first heat exchanger 112 on the housing 10 can dissipate heat to the hot end of the cooling chip 111, and the cold end of the cooling chip exchanges heat with the accommodating cavity 104 of the housing 10 to achieve cooling, a lower cooling temperature than the temperature of the first heat exchanger 112 can be obtained, thereby improving the cooling effect of the vehicle refrigerator 1.

[0084] The housing 10 includes an outer shell 101 and a first inner liner 102. The first inner liner 102 is disposed inside the outer shell 101. The first heat exchanger 112 is disposed between the first inner liner 102 and the outer shell 101. The cooling element 111 is disposed inside the first inner liner 102.

[0085] As shown in Figures 1-3, the box body 10 consists of two layers: an outer shell 101 and an inner first liner 102. The first liner 102 is located inside the outer shell 101, and there is a sandwich between the outer shell 101 and the first liner 102. The first heat exchanger 112 is located in the sandwich, and the cooling chip 111 is located in the first liner 102. The first liner 102 includes a receiving cavity 104, which can be used to hold items.

[0086] It should be noted that the outer shell 101 and the first inner liner 102 can be of any shape. For example, both the outer shell 101 and the first inner liner 102 can be rectangular. This application embodiment does not specifically limit this.

[0087] In this embodiment, by placing the first heat exchanger 112 between the first inner liner 102 and the outer shell 101, and placing the cooling plate 111 inside the first inner liner 102, both the first heat exchanger 112 and the cooling plate 111 are placed inside the outer shell 101. The temperature of the first heat exchanger 112 and the cooling plate 111 can be transferred to the item in the accommodating cavity 104 through the shortest path in a relatively concentrated manner, reducing heat loss during the heat transfer process. In this way, when the accommodating cavity 104 is cooled or heated by the first heat exchanger 112 and the cooling plate 111, the cooling or heating effect of the accommodating cavity 104 can be improved. Furthermore, since the first heat exchanger 112 is located between the first inner liner 102 and the outer shell 101, and the cooling plate 111 is located inside the first inner liner 102, the first heat exchanger 112 and the cooling plate 111 can be arranged sequentially from the outside to the inside. In this way, when a lower cooling temperature is required, the first heat exchanger 112 on the housing 10 dissipates heat directly at the hot end of the cooling plate 111, improving the heat dissipation effect of the first heat exchanger 112 on the cooling plate 111, and further improving the cooling effect of the vehicle refrigerator 1.

[0088] One side of the first heat exchanger 112 is fixedly connected to the outer wall of the first inner liner 102.

[0089] As shown in Figures 1-3, specifically, one side of the surface of the first heat exchanger 112 can be tightly bonded to the outer wall of the first inner liner 102 using a thermally conductive adhesive, so that the first heat exchanger 112 is fixed to the outer wall of the first inner liner 102. In this way, the contact area between the first heat exchanger 112 and the first inner liner 102 can be guaranteed, so as to better achieve heat exchange and improve the cooling or heating effect of the vehicle refrigerator 1.

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

[0091] As shown in Figures 1 and 3, the space between the inner wall of the outer casing 101 and the first heat exchanger 112 is filled with insulation material to form a first insulation layer 114. The first insulation layer 114 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by setting the first insulation layer 114 between the first heat exchanger 112 and the outer casing 101, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the first insulation layer 114 for conduction, thus preventing heat backflow and further saving energy consumption of the vehicle refrigerator 1.

[0092] The housing 10 includes an outer shell 101, a first inner liner 102, and a second inner liner 103. The first inner liner 102 is disposed inside the outer shell 101, and the second inner liner 103 is disposed inside the first inner liner 102. The first heat exchanger 112 and the cold storage accumulator 113 are both disposed between the first inner liner 102 and the outer shell 101. The cooling element 111 is disposed between the first inner liner 102 and the second inner liner 103.

[0093] Specifically, as shown in Figures 1-3, the housing 10 consists of a three-layer structure: the outermost layer is the outer shell 101, the middle layer is the first inner liner 102, and the outermost layer is the second inner liner 103. A first interlayer is formed between the outer shell 101 and the first inner liner 102. The first heat exchanger 112 is disposed in the first interlayer. The first inner liner 102 and the second inner liner 103 form a second interlayer. The cooling chip 111 is disposed in the second interlayer. A receiving cavity 104 is formed in the second inner liner 103. In this way, the first heat exchanger 112 and the cooling plate 111 are arranged opposite each other. When cooling the cabinet 10, when a lower cooling temperature is required, the cold energy in the first heat exchanger 112 can be transferred to the hot end of the cooling plate 111 through the wall of the first inner liner 102, so as to dissipate heat from the hot end of the cooling plate 111 and further improve the heat dissipation effect of the first heat exchanger 112 on the hot end of the cooling plate 111. The cold end of the cooling plate 111 exchanges heat with the accommodating cavity 104 of the second inner liner 103 to achieve cooling, which can obtain a lower cooling temperature than the temperature of the first heat exchanger 112, thereby improving the cooling effect of the accommodating cavity 104 of the second inner liner 103 and further improving the cooling effect of the vehicle refrigerator 1.

[0094] The cooling element 111 is fixedly connected to the outer wall of the second inner liner 103.

[0095] Specifically, the cooling element 111 can be tightly attached to the outer wall of the second inner liner 103 using a thermally conductive adhesive, so that the cooling element 111 is fixed to the outer wall of the first inner liner 102. This ensures the contact area between the cooling element 111 and the first inner liner 102, thereby achieving better heat exchange and improving the cooling or heating effect of the vehicle refrigerator 1.

[0096] There are multiple cooling chips 111, and all of the multiple cooling chips 111 are fixedly connected to the outer wall of the second inner liner 103.

[0097] Specifically, the number of cooling elements 111 can be selected according to the size of the second inner liner 103. For example, there can be 2, 3, or 4 semiconductor cooling elements 111. Multiple cooling elements 111 are attached to the outer wall of the second inner liner 103 using thermally conductive adhesive. In practical applications, by setting multiple cooling elements 111, the temperature of the second inner liner 103 can be lowered or raised more quickly by having multiple cooling elements 111 work simultaneously, thus improving the efficiency and effectiveness of temperature adjustment. Furthermore, since there may be temperature gradients within the second inner liner 103 (i.e., some areas are warmer than others), the operating current of the multiple cooling elements 111 can be adjusted. For example, if a certain area is too warm, the operating current of the cooling element 111 in that area can be increased to accelerate temperature adjustment; conversely, if a certain area is too cold, its operating current can be reduced to avoid overcooling or heating. This effectively eliminates temperature differences, ensuring a more uniform temperature distribution throughout the second inner liner 103 and improving the temperature uniformity inside the vehicle refrigerator 1.

[0098] The heat exchange system further includes a first insulation layer 114, which is disposed between the first heat exchanger 112 and the outer shell 101.

[0099] Specifically, as shown in Figures 1-3, when the housing 10 has a three-layer structure, the inner wall of the outer shell 101 and the first heat exchanger 112 are also filled with insulation material to form a first insulation layer 114. The first insulation layer 114 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by setting the first insulation layer 114 between the first heat exchanger 112 and the outer shell 101, the insulation material has a low thermal conductivity, making it difficult for heat to penetrate the first insulation layer 114 for conduction, thus preventing heat backflow and further saving energy consumption of the vehicle refrigerator 1.

[0100] The heat exchange system further includes a second insulation layer 115, and the portion between the first inner liner 102 and the second inner liner 103 where the cooling element 111 is not located is filled with the second insulation layer 115.

[0101] Specifically, as shown in Figure 3, in the second interlayer between the first inner liner 102 and the second inner liner 103, the portion without the cooling element 111 is filled with insulation material to form a second insulation layer 115, so that the cooling element 111 is located inside the second insulation layer 115. The second insulation layer 115 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by filling the portion of the first inner liner 102 and the second inner liner 103 without the cooling element 111 with the second insulation layer 115, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the second insulation layer 115 for conduction, preventing heat backflow and further saving energy consumption of the vehicle refrigerator 1.

[0102] In some embodiments, the heat exchange system further includes a cold storage unit 113 disposed in the first heat exchanger 112, the cold storage unit 113 being used to absorb and store the cold energy of the first heat exchanger 112.

[0103] As shown in Figures 1-3, specifically, the cold storage 113 is installed on the first heat exchanger 112. When the first heat exchanger 112 cools the cabinet 10, the cold storage 113 can absorb and store the unused cold energy in the first heat exchanger 112. In practical applications, when the cooling demand is not high or in the power-off mode, the compressor 20 can not work, so the first heat exchanger 112 cannot cool. The cold energy stored in the cold storage 113 can be used directly to cool, keep warm, or preserve food for the cabinet 10, which can reduce the energy consumption of the vehicle refrigerator 1.

[0104] The cold storage unit 113 is attached to the surface of the first heat exchanger 112.

[0105] Specifically, the cold storage 113 can be directly attached to the surface of the first heat exchanger 112 using thermally conductive adhesive or thermally conductive tape. In practical applications, by attaching the cold storage 113 to the surface of the first heat exchanger 112, a close physical contact between the two can be achieved. The cold energy in the first heat exchanger 112 can be directly transferred to the cold storage 113, allowing the cold storage 113 to absorb and store the cold energy in the first heat exchanger 112 more efficiently and fully. This can improve the cooling or heat preservation capacity of the cold storage 113, and further save energy consumption of the vehicle refrigerator 1.

[0106] The housing 10 includes an outer shell 101 and a first inner liner 102. The first inner liner 102 is disposed inside the outer shell 101. The first heat exchanger 112 and the cold storage accumulator 113 are both disposed between the first inner liner 102 and the outer shell 101. The cooling chip 111 is disposed inside the first inner liner 102.

[0107] Specifically, the detailed description of the outer shell 101, the first inner liner 102, and the first heat exchanger 112 can be referred to the foregoing embodiments. The first heat exchanger 112 can be disposed close to the first inner liner 102, or the first heat exchanger 112 can be fixedly connected to the outer wall surface of the first inner liner 102. The cold storage unit 113 can be attached to the surface of the first heat exchanger 112 away from the first inner liner 102 by means of thermally conductive adhesive or thermally conductive tape. In this way, the cold storage unit 113 is disposed inside the outer shell 101, and the cold energy stored in the cold storage unit 113 can be transferred to the items in the accommodating cavity 104 in a more concentrated manner through the shortest path, reducing heat loss during the heat transfer process. When the cold storage unit 113 can cool, keep warm, or preserve food in the accommodating cavity 104, the cooling, warming, or preservation effect of the vehicle refrigerator 1 can be improved.

[0108] In some other embodiments, the housing 10 includes an outer shell 101, a first inner liner 102, and a second inner liner 103. The first inner liner 102 is disposed inside the outer shell 101, and the second inner liner 103 is disposed inside the first inner liner 102. The second inner liner 103 forms the receiving cavity 104. The first heat exchanger 112 and the cold storage accumulator 113 are both disposed between the first inner liner 102 and the outer shell 101. The cooling element 111 is disposed between the first inner liner 102 and the second inner liner 103.

[0109] Specifically, when the cabinet 10 has three layers, a first interlayer is formed between the outer shell 101 and the first inner liner 102. The first heat exchanger 112 and the cold storage 113 are both located in the first interlayer. The cold storage 113 is located inside the outer shell 101. The cold energy stored in the cold storage 113 can be transferred to the items in the accommodating cavity 104 through the shortest path in a relatively concentrated manner, reducing heat loss during the heat transfer process. When the cold storage 113 can perform cooling, heat preservation, or freshness preservation operations on the accommodating cavity 104, the cooling effect, heat preservation effect, or freshness preservation effect of the vehicle refrigerator 1 can be improved.

[0110] The heat exchange system also includes a first insulation layer 114, which is disposed between the cold accumulator 113 and the outer casing 101. Specifically, the inner wall of the outer casing 101 and the cold accumulator 113 are filled with insulation material to form the first insulation layer 114. The first insulation layer 114 can be polyurethane foam, vacuum insulation board, etc. In practical applications, by setting the first insulation layer 114 between the cold accumulator 113 and the outer casing 101, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the first insulation layer 114 for conduction, thus preventing heat backflow. When the cooling demand is low or in power-off mode, the cooling capacity in the cold accumulator 113 can be maintained for a longer time, further saving energy consumption of the vehicle refrigerator 1.

[0111] In some embodiments, the heat exchange system further includes a second insulation layer 115, wherein the portion between the first inner liner 102 and the second inner liner 103 where the cooling element 111 is not disposed is filled with the second insulation layer 115.

[0112] Specifically, as shown in Figure 3, when the cabinet 10 has a three-layer structure, the portion of the second interlayer between the first inner liner 102 and the second inner liner 103 that does not have the cooling element 111 is filled with insulation material to form a second insulation layer 115. This allows the cooling element 111 to be located inside the second insulation layer 115. The second insulation layer 115 can be replaced by the first insulation layer 114, which can be polyurethane foam, vacuum insulation board, etc. In practical applications, by filling the portion of the first inner liner 102 and the second inner liner 103 without the cooling element 111 with the second insulation layer 115, the low thermal conductivity of the insulation material makes it difficult for heat to penetrate the second insulation layer 115 for conduction, preventing heat backflow and further saving energy consumption of the vehicle refrigerator 1.

[0113] The cold storage device 113 includes a cold storage shell, which is filled with cold storage material.

[0114] Specifically, the cold storage unit 113 consists of a cold storage shell and a cold storage material. The cold storage material is filled inside the cold storage shell to form the cold storage unit 113. The cold storage shell is used to contain the cold storage material, which is used to absorb and store the cold energy in the first heat exchanger 112. The outer surface of the cold storage shell is attached to the first heat exchanger 112. In practical applications, when the cold storage unit 113 is located between the outer shell 101 and the first inner liner 102, by setting a cold storage shell to fill the cold storage material, the cold storage unit 113 can have sufficient thickness to ensure that there is enough cold storage material inside the cold storage unit 113 to absorb and store the cold energy of the first heat exchanger 112. This ensures that when the cooling demand is low or in a power outage mode, the cold storage unit 113 can provide sufficient cooling energy to the cabinet 10, reducing the energy consumption of the vehicle refrigerator 1.

[0115] The first heat exchanger 112 has two operating modes: evaporator mode and condenser mode. The vehicle refrigerator 1 has two operating modes: heating mode and cooling mode. In the cooling mode, the first heat exchanger 112 operates in evaporator mode, and in the heating mode, the first heat exchanger 112 operates in condenser mode.

[0116] Specifically, the vehicle refrigerator 1 operates in two modes: heating and cooling. The first heat exchanger 112 operates in two modes: evaporator and condenser. In cooling mode, the first heat exchanger 112 operates as an evaporator. In this mode, refrigerant from the compressor 20 flows into the first heat exchanger 112, absorbs heat, and vaporizes, carrying away heat from the cabinet 10, thus enabling the vehicle refrigerator 1 to cool. In heating mode, the first heat exchanger 112 operates as a condenser. In this mode, refrigerant from the compressor 20 flows into the first heat exchanger 112, releases heat to the items inside the cabinet 10, and becomes a saturated liquid, thus enabling the vehicle refrigerator 1 to heat. By switching the operating modes of the first heat exchanger 112, the vehicle refrigerator 1 can not only provide heating but also provide heating when needed. Different operating modes of the vehicle refrigerator 1 can be selected according to actual needs, improving the user experience.

[0117] The first heat exchanger 112 includes a flat tube heat exchanger or a coil heat exchanger.

[0118] Specifically, the first heat exchanger 112 can be a flat tube heat exchanger or a coil heat exchanger. By optimizing the piping design, such as increasing the surface area in contact with the refrigerant through the flat shape of the flat tubes in a flat tube heat exchanger, or expanding the heat exchange area through multiple turns in a coil heat exchanger, the first heat exchanger 112 can provide a larger heat exchange area. In practical applications, by making the first heat exchanger 112 a flat tube heat exchanger or a coil heat exchanger, a larger heat exchange area is achieved between the first heat exchanger 112 and the housing 10 and the cold storage 113, further improving the cooling or heating effect of the vehicle-mounted refrigerator 1.

[0119] The refrigeration chip 111 includes a semiconductor refrigeration chip.

[0120] Specifically, the cooling element 111 can be a semiconductor cooling element, which is used to cool or heat the cabinet 10. In practical applications, the refrigerator temperature is adjusted by setting a semiconductor cooling element. Since the semiconductor cooling element is small in size, it can make full use of the limited space between the first inner liner 102 and the second inner liner 103, thereby improving space utilization.

[0121] In some alternative embodiments, a fan unit can also be added inside the vehicle refrigerator 1 to achieve faster cooling inside the cabinet 10.

[0122] This application also provides another embodiment of a vehicle-mounted refrigerator 1, including: a second inner liner 103, a cooling element 111, a cold storage unit 113, and a first heat exchanger 112. The second inner liner 103 has a receiving cavity that can hold items, thereby allowing the vehicle-mounted refrigerator 1 to cool the items. The cooling element 111 is disposed in the second inner liner 103 and has a cold end and a hot end. The cooling element 111 can transfer heat from the cold end to the hot end, thereby achieving cooling using the cold end. The cold end is configured to cooperate with the receiving cavity for heat exchange, exchanging heat with the internal space of the cavity, thereby using the cooling element 111 to cool the receiving cavity, thus achieving the purpose of cooling the items stored in the receiving cavity. The cold storage unit 113 cooperates with the hot end for heat exchange, allowing the cold storage unit 113 to dissipate heat from the hot end, thereby improving the energy efficiency of the cooling element 111 and enhancing the cooling effect on the inner cavity of the second inner liner 103. The first heat exchanger 112 works in conjunction with the cold accumulator 113 to provide cooling for the cold accumulator 113. By providing cooling to the cold accumulator 113, the first heat exchanger 112 can remove the heat from the hot end of the cooling chip 111, thereby achieving heat dissipation from the hot end.

[0123] In addition, the first heat exchanger 112 can also be configured to directly exchange heat with the second inner liner 103, thereby using the first heat exchanger 112 to cool the accommodating cavity. The cooperation between the first heat exchanger 112 and the cold storage 113 can store the cold energy generated by the first heat exchanger 112 in the cold storage 113, so that when the first heat exchanger 112 is not running, the cold outlet module can be used to dissipate heat from the hot end and cool the accommodating cavity.

[0124] In this application, by setting up a cold storage device 113, the cold storage device 113 can dissipate heat from the hot end of the cooling chip 111, thereby providing a better operating environment for the cooling chip 111 and improving its cooling capacity. In addition, the cold storage device 113 can store a portion of the cold energy of the first heat exchanger 112, and after the cold storage device 113 has stored the cold energy, it can be used to dissipate heat from the vehicle refrigerator 1. This allows the first heat exchanger 112 to maintain a more energy-efficient operating state, and when it is not necessary to use the first heat exchanger 112 to dissipate heat from the cooling chip 111, the cold energy is stored in the cold storage device 113, thereby improving the energy efficiency of the vehicle refrigerator 1 and reducing energy consumption.

[0125] According to the embodiments of this application, the vehicle refrigerator 1 can have multiple operating modes. It can use the cooling element 111 to cool the second inner liner 103 and use the first heat exchanger 112 and / or the cold storage 113 to dissipate heat from the vehicle refrigerator 1, so that the first heat exchanger 112 can operate efficiently. When the cold storage 113 meets the heat dissipation requirements, the first heat exchanger 112 is turned off, thereby reducing the energy consumption of the vehicle refrigerator 1 and improving the performance of the vehicle refrigerator 1.

[0126] The vehicle-mounted refrigerator 1 in this application can have multiple operating states, including but not limited to the following operating states:

[0127] In the first operating state, the first heat exchanger 112 is in operation, for example, in a cooling state, and the cold storage 113 is configured to absorb and store the cooling capacity of the first heat exchanger 112. This reduces cooling capacity waste and achieves energy saving.

[0128] In one possible implementation, in the first operating state, the cooling chip 111 is in a working state, the cold end of the cooling chip 111 exchanges heat with the accommodating cavity, and the hot end of the cooling chip 111 exchanges heat with the first heat exchanger 112. The heat generated by the hot end of the cooling chip 111 can be dissipated by the first heat exchanger 112 to maintain the energy efficiency and cooling capacity of the cooling chip 111.

[0129] In another possible implementation, in the first operating state, the cooling chip 111 stops working, and the first heat exchanger 14 exchanges heat with the internal space of the second inner liner 103, thereby using the first heat exchanger 112 to cool the internal space of the second inner liner 103 or the items stored in the second inner liner 103.

[0130] The cooling element 111 can be, for example, but not limited to, a semiconductor cooling element. The cooling element 111 can be switched to an operating state or a non-operating state by energizing or de-energizing it.

[0131] In the second operating state, the cold storage 113 releases cold energy to the hot end and / or the accommodating cavity, cooling or insulating the accommodating cavity of the second inner liner 103 and the items within it. In the second operating state, the cold storage 113 can utilize the cold energy absorbed and stored during the first operating state to cool or insulate the accommodating cavity of the second inner liner 103 and the items within it. This fully utilizes the cold energy generated by the first heat exchanger 112 in the first operating state, improving energy efficiency.

[0132] In the second operating state, the first heat exchanger 112 is in a stopped state. This can reduce the energy consumption of the first heat exchanger 112.

[0133] In one possible implementation, in the second operating state, the cooling chip 111 is in operation, and the cold end of the cooling chip 111 exchanges heat with the accommodating cavity, thereby cooling or insulating the accommodating cavity of the second inner liner 103 and the items within the accommodating cavity. The cold accumulator 113 dissipates heat from the hot end of the cooling chip.

[0134] In another possible implementation, in the second operating state, the cooling chip 111 is in a stopped working state, and the heat storage device 113 exchanges heat with the accommodating cavity to cool or keep warm the accommodating cavity of the second inner liner 103 and the items inside the accommodating cavity.

[0135] Optionally, the first heat exchanger 112 is connected to the compressor. In the first operating state, the compressor is in a working state, and in the second operating state, the compressor is in a stopped state. Alternatively, it can be configured such that: in the first operating state, the first heat exchanger 112 is in a refrigerant-flowing state, and in the second operating state, the first heat exchanger 112 is in a non-refrigerant-flowing state.

[0136] Optionally, the compressor in this application may be a compressor shared with the vehicle's air conditioning system, or it may be a separate compressor for the vehicle refrigerator 1.

[0137] Of course, the operating state of the vehicle refrigerator 1 in this application may include, but is not limited to, the above-described embodiments. For example, the combination of the above different operating states can form a new operating state.

[0138] Compared to thermal management systems in related technologies, in this application, a cold storage unit 113 surrounds the first heat exchanger 112. Cooling chips 111 (e.g., thermoelectric coolers) are arranged inside the first heat exchanger 112. The vehicle refrigerator 1 has multiple operating modes during cooling. The main operating state is thermoelectric cooling (i.e., cooling using the cooling chips 111), where the thermoelectric coolers are cooled by the low-temperature refrigerant in the first heat exchanger 112. This application can achieve a more energy-efficient mode. After the refrigerant temperature in the cold storage unit 113 reaches below the phase change temperature, the compressor can be turned off or the branch in the thermal management system connected to the cooling chips 111 can be closed, allowing the cooling capacity of the cold storage unit 113 to cool the cooling chips 111, achieving temperature reduction. When the temperature of the phase change material in the cold storage unit 113 rises or the wall temperature of the first heat exchanger 112 exceeds the set temperature, the compressor can be restarted or the branch in the thermal management system connected to the cooling chips 111 can be reconnected.

[0139] Optionally, in this application, the cold storage 113 has a simple structure and is made of two materials: a heat-conducting layer 1131 with high thermal conductivity is attached to the first heat exchanger 112, and a heat-insulating layer 1132 with low thermal conductivity is attached to the other side. In this application, when the vehicle refrigerator 1 enters the temperature maintenance mode, the internal temperature of the cavity can be finely adjusted by the cooling element 111, reducing the number of compressor start-stop cycles.

[0140] In this embodiment, the vehicle-mounted refrigerator 1 can switch between a first operating state and a second operating state, and use a cold storage device to store and release cold energy, thereby making full use of the cold energy generated or released by the first heat exchanger to achieve energy saving.

[0141] In some optional embodiments, when the operating parameters of the vehicle refrigerator meet a first condition, the vehicle refrigerator is configured to operate in a second operating state; wherein the first condition includes: the cold storage device has completed cold storage; and / or, the temperature T1 of the cold storage device is lower than a first temperature threshold; and / or, the temperature inside the accommodating cavity is lower than a second temperature threshold. Thus, after the cold storage device has absorbed and stored a certain amount of cold energy, or after the temperature inside the accommodating cavity is sufficiently low, the vehicle refrigerator 1 switches to the second operating state, which can reduce the operating energy consumption of the first heat exchanger.

[0142] The cold storage device includes a phase change material. The phase change material can store or release cold energy using a phase change.

[0143] The first temperature threshold is determined based on the phase change temperature and supercooling of the cold storage material.

[0144] For example, the first temperature threshold can be the difference between the phase change temperature and the supercooling temperature of the phase change material.

[0145] When the operating parameters of the vehicle refrigerator 1 meet the first condition, the compressor can be stopped so that the vehicle refrigerator 14 can switch to the second operating state.

[0146] Optionally, when the operating parameters of the vehicle-mounted refrigerator meet the second condition, the vehicle-mounted refrigerator is configured to operate in a first operating state. The second condition includes: the temperature of the cold accumulator or the accommodating cavity is greater than or equal to a third temperature threshold.

[0147] In this way, the cold storage 113 can absorb and store cold energy in the first operating state.

[0148] The second temperature threshold is determined based on the phase change temperature of the phase change material in the cold accumulator.

[0149] For example, the second temperature threshold can be the phase change temperature of the phase change material in the cold storage.

[0150] Optionally, when the temperature within the accommodating cavity is lower than a fourth temperature threshold, the vehicle-mounted refrigerator (10) operates in a second operating state and the cooling element stops working or operates at low power. The fourth temperature threshold can be user-set or factory-set. For example, the fourth temperature threshold can be lower than a third temperature threshold.

[0151] In this way, the vehicle refrigerator 1 switches between the first operating state and the second operating state, which can make fuller use of the cooling capacity and achieve energy saving.

[0152] In some alternative embodiments, the vehicle-mounted refrigerator includes a normal operating mode and an energy-saving operating mode, with a second operating state in the energy-saving operating mode.

[0153] Optionally, the decision to enter the energy-saving operating mode can be based on the overall vehicle status. For example, the energy-saving operating mode is entered when the vehicle's operating status meets energy-saving conditions, which include at least one of the following: battery charge is lower than a set value, ambient temperature is lower than a set ambient temperature threshold, or an energy-saving signal is received.

[0154] Optionally, in normal operating mode, the cooling element 111 operates at rated power or maximum power.

[0155] Among them, the vehicle refrigerator 1 in this application can be a vehicle refrigerator.

[0156] The cold storage unit and the accommodating cavity are located on both sides of the first heat exchanger.

[0157] As shown in Figure 1, the cold storage 113 is located outside the first heat exchanger 112. It can exchange heat with the second inner liner 103 using the first heat exchanger 112, thereby cooling the internal space of the second inner liner 103. The cold energy stored in the cold storage 113 can be used to dissipate heat from the cooling element 111, and the first heat exchanger 112 can also supply cooling to the cold storage 113, facilitating rapid cold storage in the cold storage 113. Specifically, the first heat exchanger 112 and the cooling element 111 are located outside the second inner liner 103, and the cold storage 113 is located outside the first heat exchanger 112 and the cooling element 111. The cooling capacity supplied by the first heat exchanger 112 can be fully utilized. A portion of the cooling capacity of the first heat exchanger 112 will exchange heat with the internal space of the second inner liner 103, thereby achieving cooling of the accommodating cavity and the items within it. The remaining portion of the cooling capacity of the first heat exchanger 112 will be stored in the cold storage 113, which can dissipate heat to the cooling element 111 when the first heat exchanger 112 is not in operation. This reduces or avoids ineffective heat exchange between the first heat exchanger 112 and the outside of the vehicle refrigerator 1, thereby effectively improving the cooling efficiency and energy efficiency of the vehicle refrigerator 1.

[0158] To achieve cold storage in the cold storage unit 113, a medium with a high specific heat capacity can be used, or a medium capable of storing cold energy through phase change can be used. In some embodiments, the cold storage unit 113 contains a phase change medium configured to utilize phase change for cold storage and release. For example, when the cold storage unit 113 supplies cooling, the phase change medium can change to a liquid state to store cold energy; when the cold storage unit 113 releases cooling, the phase change medium can gradually change from a liquid state to a gas state and absorb heat from the outside to dissipate heat from the cooling element 111. Of course, the cold storage unit 113 in this application can also be configured to achieve cold storage and release through a phase change between liquid and solid. The phase change medium in this application can include organic phase change materials, inorganic phase change materials, and eutectic phase change materials, etc.

[0159] In this design, the phase change temperature of the phase change medium in the cold storage 113 is set as T1, the subcooling of the phase change medium is set as T2, and the temperature of the refrigerant in the first heat exchanger 112 is set as T3, wherein (T1-T2)-T3≥5℃. During the cooling process of the first heat exchanger 112, the cooling capacity supplied by the first heat exchanger 112 can be used to quickly induce a phase change in the phase change medium in the cold storage 113, thereby facilitating the cold storage of the cold storage 113 and optimizing the stability and cold storage effect of the cold storage 113.

[0160] As shown in Figure 4, in some embodiments, the cold storage 113 includes a heat-conducting layer 1131 and a heat-insulating layer 1132. The heat-conducting layer 1131 is in heat exchange cooperation with the first heat exchanger 112 and the cooling chip 111, respectively. The heat-insulating layer 1132 is disposed on the side of the heat-conducting layer 1131 away from the first heat exchanger 112 and the cooling chip 111. In this way, the heat-conducting layer 1131 can exchange heat with the first heat exchanger 112 and the cooling chip 111, as well as with the cold storage medium inside the cold storage 113. For example, during the cold storage process, the cold energy supplied by the first heat exchanger 112 can be transferred to the cold storage medium more quickly through the heat-conducting layer 1131, so as to utilize the cold storage medium to store the cold energy; during the cooling process, the cold energy generated by the cold storage medium can be quickly transferred to the hot end of the cooling chip 111 through the heat-conducting layer 1131, so as to utilize the cold storage 113 to dissipate heat from the hot end.

[0161] In addition, by setting the heat insulation layer 1132, the cold storage accumulator 113 can be kept warm, thereby improving the cold storage effect and stability and reducing the loss of cold energy. In conjunction with the above embodiments, the second inner liner 103, the first heat exchanger 112 and the cooling plate 111 are all located inside the cold storage accumulator 113, and the second inner liner 103, the first heat exchanger 112 and the cooling plate 111 can exchange heat with the cold storage medium (such as the aforementioned phase change medium) in the cold storage accumulator 113 through the heat-conducting layer 1131, while the heat insulation layer 1132 can keep the cold storage medium, the first heat exchanger 112, the cooling plate 111 and the second inner liner 103 warm, reduce the loss of cold energy, thereby reducing energy loss and improving energy efficiency.

[0162] The cold accumulator 113 is also provided with a filling hole 1101 to facilitate the filling of the cold accumulator 113 with a phase change medium or a cold storage medium. The phase change filling hole 1101 can be located in the heat insulation layer 1132 and sealed with a sealing component. Alternatively, the cold accumulator can be configured in a modular form, without the filling hole.

[0163] In some embodiments, the first heat exchanger 112 is disposed on the outside of the second inner liner 103, and at least a portion of the cooling plate 111 is disposed on the side of the first heat exchanger 112 near the second inner liner 103. Specifically, at least a portion of the cooling plate 111 can be disposed between the second inner liner 103 and the first heat exchanger 112, with the hot end of the cooling plate 111 engaging with the first heat exchanger 112 for heat exchange, and the cold end of the cooling plate 111 engaging with the second inner liner 103 for heat exchange. This simplifies the structure of the vehicle refrigerator 1 and facilitates the use of the cooling plate 111 to cool the second inner liner 103 and the items stored inside.

[0164] The first heat exchanger 112 is arranged around the second inner liner 103, and the cooling fins 111 are located inside the first heat exchanger 112. This improves the cooling effect on the second inner liner 103 and the items stored inside it.

[0165] Specifically, the vehicle-mounted refrigerator 1 of this application may include a second inner liner 103, a cooling element 111, a first heat exchanger 112, and a cold storage unit 113 distributed from the inside out. The second inner liner 103 has a cavity for storing items. The cooling element 111 is connected to the second inner liner 103 and can exchange heat with the cold end of the cooling element 111 and the internal space of the second inner liner 103, as well as with the items stored in the second inner liner 103. The first heat exchanger 112 is wound around the outside of the second inner liner 103 and cooperates with the hot end of the cooling element 111 for heat exchange. The cold storage unit 113 is wound around the outside of the second inner liner 103 and stacked on the outside of the first heat exchanger 112. The cold storage unit 113 has an inner heat-conducting layer 1131, an outer heat-insulating layer 1132, and a phase change medium located between the heat-conducting layer 1131 and the heat-insulating layer 1132.

[0166] This application relates to a shared compressor-based vehicle-mounted refrigerator thermal management system for new energy electric vehicles, featuring segmented refrigeration. It includes: a compressor, a condenser (e.g., an external condenser), a front air conditioning unit, a thermal management integrated module, a battery pack, a vehicle-mounted refrigerator 1 (which can be a refrigerator), multiple electronic expansion valves, and multiple solenoid valves, etc.

[0167] In addition, this application also provides a control method for a thermal management system.

[0168] As shown in Figure 5, the control method according to an embodiment of this application is used in the aforementioned thermal management system. The control method includes:

[0169] S101: The vehicle refrigerator 1 is operating in the first operating state, and both the cooling element 111 and the first heat exchanger are in working state.

[0170] For example, when the vehicle refrigerator 1 is determined to be in energy-saving mode, the vehicle refrigerator 1 can be controlled to operate in the first operating state, the cooling chip 111 can be driven by a preset current, the compressor can be controlled to operate, and the heat exchanger 112 can be used to remove the heat from the hot end of the cooling chip 111.

[0171] The preset current can be the operating current at which the cooling chip 111 operates most efficiently. By supplying the preset current to the cooling chip 111, its efficient operation can be maintained, achieving a high level of cooling capacity and energy consumption. This enables rapid cooling of the accommodating cavity. Furthermore, the compressor operation utilizes the first heat exchanger 112 to remove heat from the hot end of the cooling chip 111, achieving heat dissipation from the hot cooling chip 111. Simultaneously, the first heat exchanger 112 can also exchange heat with the cold storage unit 113, allowing a portion of the cooling capacity supplied by the first heat exchanger 112 to be stored in the cold storage unit 113.

[0172] S102: Determine whether the cold accumulator has completed cold storage.

[0173] For example, it can be determined whether the cold storage device has completed cold storage by judging whether the temperature of the cold storage device is lower than the first temperature threshold.

[0174] S103. If so, control the vehicle refrigerator 1 to operate in the second operating state;

[0175] For example, the compressor can be controlled to shut down or disconnect the first heat exchanger 112 when the cold storage accumulator 113 has completed cold storage.

[0176] Once the cold storage unit 113 has completed its cold storage, it can exchange heat with the cooling coil 111 to dissipate heat from the hot end of the cooling coil 111, thus maintaining the efficient operation of the cooling coil 111. At this time, the first heat exchanger 112 can be shut down, and the cold storage unit 113 can be used for heat dissipation. This can be achieved by shutting down the compressor to shut down the first heat exchanger 112; alternatively, the first heat exchanger 112 can be shut down by disconnecting the heat exchanger, for example, by switching the refrigerant passage between the compressor and the first heat exchanger 112. Through this configuration, after the cold storage unit 113 has completed its cold storage, it can dissipate heat from the hot end of the cooling coil 111. At this point, the compressor can be shut down or the passage between the compressor and the first heat exchanger 112 can be closed, thereby reducing the energy consumption of the thermal management system and achieving energy conservation.

[0177] According to the control method of this application embodiment, after the cold storage accumulator 113 completes cold storage, the cold storage accumulator 113 can be used to dissipate heat from the hot end of the cooling chip 111, thereby reducing the energy consumption of the thermal management system by turning off the compressor or disconnecting the first heat exchanger 112, which facilitates the improvement of the energy efficiency of the thermal management system and meets the requirements of energy conservation and environmental protection.

[0178] As shown in Figure 5, in some optional embodiments, the control method further includes: S104, determining whether the temperature inside the storage cavity is lower than the second temperature threshold; S105, if so, controlling the cooling chip 111 to stop working.

[0179] After the compressor is shut down, if the internal temperature or the temperature of the item within the storage cavity is less than or equal to the second temperature threshold, the cooling element 111 is de-energized or driven at a low current. Once the internal temperature of the storage cavity reaches the preset temperature, the cooling element 111 can be used to maintain the temperature within the storage cavity, thus maintaining the low temperature of the stored item and further reducing the energy consumption of the thermal management system, thereby improving its energy efficiency and energy-saving performance. Specifically, when the cooling element 111 is de-energized, it will no longer perform cooling; the second inner liner 103 and the cold storage medium can be used to insulate and maintain the temperature of the storage cavity. When the cooling element 111 is driven at a low current, the second inner liner 103 and the cold storage medium can be used to insulate and maintain the temperature of the storage cavity, and the cooling element 111 operates at a lower power, which also achieves the function of maintaining and insulating the temperature. The aforementioned low current drive refers to setting the operating current of the cooling element 111 to be less than or equal to 50% of its rated current value. The internal temperature value refers to the temperature value of the space inside the cavity, and the item temperature value refers to the temperature value of the item stored in the cavity.

[0180] As shown in Figure 5, in some embodiments, the control method further includes: 106. After the compressor is shut down, if the temperature value of the inner cavity or the temperature value of the item in the accommodating cavity is greater than the set temperature value, then when the temperature value of the medium in the cold storage 113 and / or the temperature value of the tube wall of the first heat exchanger 112 are greater than the upper limit temperature value, the compressor is controlled to run, and the heat of the hot end of the cooling chip 111 is carried away by the first heat exchanger 112.

[0181] For example, the vehicle refrigerator 1 may have a sensor that detects the internal temperature value of the accommodating cavity. After the compressor is turned off, if the internal temperature value of the accommodating cavity is greater than the set temperature value, the compressor is controlled to run when the medium temperature value in the cold storage 113 is greater than the upper limit temperature value, and the heat of the hot end of the cooling chip 111 is carried away by the first heat exchanger 112.

[0182] For example, the vehicle refrigerator 1 may have a sensor that detects the temperature of the items stored in the cavity. After the compressor is turned off, if the temperature of the items stored in the cavity is greater than the set temperature, the compressor is turned on and the heat from the hot end of the cooling plate 111 is carried away by the first heat exchanger 112.

[0183] For example, the working state of the thermal management system can be controlled by detecting the tube wall temperature of the first heat exchanger 112. After the compressor is shut down, the compressor is controlled to run when the tube wall temperature of the first heat exchanger 112 is greater than the upper limit temperature value, so that the heat from the hot end of the cooling plate 111 can be carried away by the first heat exchanger 112.

[0184] With the above configuration, when the cold storage 113 in the thermal management system is unable to meet the heat dissipation requirements of the cooling chip 111, the first heat exchanger 112 can be turned on to supply heat to the cold storage 113. The first heat exchanger 112 can also be used to dissipate heat from the cooling chip 111, so as to improve the energy efficiency of the cooling chip 111.

[0185] In addition, after the compressor is turned off, if the internal temperature of the accommodating cavity or the temperature of the item is less than or equal to the set temperature, the cooling element 111 is controlled to enter the temperature maintenance and insulation mode.

[0186] After the compressor is shut down, if the temperature value of the cavity or the temperature value of the item is less than or equal to the set temperature value, the compressor is kept off or the first heat exchanger 112 is kept off.

[0187] In addition, in some embodiments of this application, when the vehicle refrigerator 1 enters a non-energy-saving mode, the cooling chip 111 is controlled to be driven with the maximum current, and when the temperature value of the inner cavity of the accommodating cavity or the temperature value of the item is less than or equal to the set temperature value, the cooling chip 111 is controlled to be powered off or driven with a low current.

[0188] As shown in Figures 1 to 5, this application discloses an energy-saving control strategy for a multi-cold-source shared compressor vehicle-mounted refrigerator installed in a new energy electric vehicle. By adding a second inner liner 103, a cooling element 111, and a cold storage unit 113, the vehicle-mounted refrigerator 1 can have multiple operating modes to meet different user needs. The specific solution is described below.

[0189] In this solution, as shown in Figure 5, when the user has no need for rapid freezing, such as when the user sets the refrigerator to refrigeration or preservation mode, the refrigerant working pressure of the vehicle refrigerator 1 branch always operates according to the common working pressure of the air conditioning system. The phase change temperature (phase change temperature - subcooling) of the phase change medium in the cold storage 113 should be at least 5°C higher than the refrigerant temperature in the evaporator. When the user sets an energy-saving mode or the vehicle determines that the battery level is low, the cooling element 111 can be driven in the high-efficiency current range. The heat generated at the hot end of the cooling element 111 is carried away by the refrigerant in the evaporator. During the cooling process of the vehicle refrigerator 1, the cold storage medium also releases heat at the same time, and the temperature continues to decrease. When the temperature of the cold storage medium reaches below (phase change temperature - subcooling temperature), the compressor can be turned off. After the compressor is turned off, the vehicle refrigerator 1 continues to operate. At this time, the cold source for cooling the heat load at the hot end of the cooling element 111 is the cold energy stored in the phase change medium. Then, it is determined whether the air or items inside the vehicle refrigerator 1 have reached the set temperature. If the set temperature has been reached, the cooling element 111 is turned off and enters the heat preservation or temperature maintenance mode. If the air or items inside the vehicle refrigerator 1 do not reach the set temperature, the temperature of the phase change medium or the wall temperature of the first heat exchanger 112 needs to be checked. If the temperature of the phase change medium is higher than the phase change point or the wall temperature of the first heat exchanger 112 is significantly higher than the set temperature, the compressor needs to be restarted and the refrigerator will cycle in the aforementioned manner. If the user is not using the energy-saving mode or the vehicle has sufficient battery power, the vehicle refrigerator 1 can operate at maximum current. Once the temperature reaches the user's set temperature, it will enter the temperature maintenance or insulation mode.

[0190] This application also discloses a thermal management system. Referring to Figures 6-12, a first embodiment of the thermal management system described in this application is shown. Specifically, the thermal management system includes: a compressor 20 for compressing refrigerant; and a heat exchange assembly including a first heat exchanger 112 of the vehicle refrigerator 1 described in any of the above embodiments. The heat exchange assembly is connected to the compressor 20 and is used to adjust the temperature of the cabinet 10 of the vehicle refrigerator 1.

[0191] Specifically, the compressor 20 can compress low-pressure, low-temperature gaseous refrigerant into high-temperature, high-pressure gaseous refrigerant. The compressor 20 is connected to the heat exchange assembly via a pipeline. The heat exchange assembly is used to adjust the temperature using the refrigerant compressed by the compressor 20. Since the heat exchange assembly includes the first heat exchanger 112 of the vehicle refrigerator 1 described in any of the above embodiments, the temperature of the refrigerator body 10 can be adjusted through the heat exchange assembly. Furthermore, the refrigerant can be of types such as R134a, R410a, and R1234yf.

[0192] It should be noted that the compressor 20 can be a separate compressor 20 for the vehicle refrigerator 1, or it can be a shared compressor 20 in the thermal management system. In related technologies, when the vehicle refrigerator 1 shares the compressor 20 with the thermal management system, the required evaporation pressure of the first heat exchanger 112 decreases when the cooling demand is very low. However, reducing the evaporation pressure leads to increased energy consumption of the compressor 20, condensation in the pipes, and increased costs. In this embodiment, when the vehicle refrigerator 1 uses a shared compressor 20 in the thermal management system, the first heat exchanger 112 is installed on the housing 10. With the cooling plate 111, the first heat exchanger 112 can cool the accommodating cavity 104 inside the housing 10 through the cooling plate 111 to obtain a cooling temperature lower than the evaporation temperature, thereby improving the cooling effect of the vehicle refrigerator 1. At the same time, by setting a cold storage device 113 on the first heat exchanger 112, the cold storage device 113 can absorb and store the unutilized cold energy in the first heat exchanger 112. When the cooling demand is not high or in the power outage mode, the cold energy stored in the cold storage device 113 can be used to cool or insulate the housing 10 without turning on the compressor 20, thereby saving energy consumption of the thermal management system.

[0193] It should be noted that in this embodiment, the structure of the vehicle refrigerator 1 is the same as that of the vehicle refrigerator 1 in any of the above embodiments, and its beneficial effects are similar, so it will not be described in detail here.

[0194] The heat exchange assembly further includes a condenser 210, and the thermal management system further includes a first expansion valve 22. The outlet end of the compressor 20 is connected to one end of the condenser 210, and the other end of the condenser 210 is connected to one end of the first expansion valve 22. The other end of the first expansion valve 22 is connected to one end of the first heat exchanger 112, and the other end of the first heat exchanger 112 is connected to both the outlet end and the inlet end of the compressor 20. The first expansion valve 22 is used to regulate the flow rate of the refrigerant between the condenser 210 and the first heat exchanger 112.

[0195] As shown in Figures 6-12, the outlet end of compressor 20, condenser 210, first expansion valve 22, first heat exchanger 112, and inlet end of compressor 20 are sequentially connected by pipelines. The outlet end of compressor 20 is also connected to the other end of first heat exchanger 112 via a pipeline. Condenser 210 cools and condenses the high-temperature, high-pressure gaseous refrigerant from compressor 20 into a saturated liquid refrigerant. First expansion valve 22 throttles and reduces the pressure of the liquid refrigerant and regulates the refrigerant flow rate between condenser 210 and first heat exchanger 112. Furthermore, first expansion valve 22 can be an electronic expansion valve.

[0196] Furthermore, the thermal management system also includes a first solenoid valve 23; the first solenoid valve 23 is connected between the outlet end of the compressor 20 and the first heat exchanger 112; wherein, the first solenoid valve 23 has a first open state and a first closed state. In the first open state, the outlet end of the compressor 20 is connected to the first heat exchanger 112 to increase the temperature of the housing 10. In the first closed state, the outlet end of the compressor 20 is sequentially connected to the condenser 210 and the first heat exchanger 112 to decrease the temperature of the housing 10.

[0197] When the vehicle refrigerator 1 operates in heating mode, the first solenoid valve 23 is in the first open state, and the outlet end of the compressor 20 is connected to the first heat exchanger 112. At this time, the first heat exchanger 112 is in condenser mode. The refrigerant in the compressor 20 flows from the outlet end through the first heat exchanger 112 and the first expansion valve 22 into the inlet end of the compressor 20. The refrigerant releases heat to the items in the cabinet 10 through the first heat exchanger 112 and becomes a saturated liquid, thereby increasing the temperature of the cabinet 10. When the vehicle refrigerator 1 operates in cooling mode, the first solenoid valve 23 is in the first closed state, and the outlet end of the compressor 20 is connected to the condenser 210 and the first heat exchanger 112 in sequence. At this time, the first heat exchanger 112 is in evaporator mode. The refrigerant in the compressor 20 flows through the condenser 210, the first expansion valve 22, and the first heat exchanger 112 into the inlet end of the compressor 20. The refrigerant absorbs heat in the first heat exchanger 112 and vaporizes, carrying away the heat in the cabinet 10, thereby reducing the temperature of the cabinet 10. In this way, by setting the first solenoid valve 23, the first solenoid valve 23 can quickly switch between the first open state and the first closed state, which allows the thermal management system to flexibly switch the working mode of the vehicle refrigerator 1 according to actual needs, ensuring that the vehicle refrigerator 1 can quickly switch between the cooling mode and the heating mode.

[0198] The thermal management system further includes a first throttle valve 24, which is connected between the first expansion valve 22 and the first heat exchanger 112. The first throttle valve 24 is used to adjust the refrigerant flow between the first expansion valve 22 and the first heat exchanger 112.

[0199] As shown in Figures 6-12, the first throttle valve 24 is installed on the pipeline between the first expansion valve 22 and the first heat exchanger 112. By adjusting the opening of the first throttle valve 24, the refrigerant flow rate between the first expansion valve 22 and the first heat exchanger 112 is adjusted. In the specific refrigeration process, the liquid refrigerant from the condenser 210 is depressurized and cooled by the first expansion valve 22, and then its flow rate is further regulated by the first throttle valve 24 before finally reaching the first heat exchanger 112 for heat exchange, thus achieving the refrigeration effect. In this embodiment, the combined use of the first expansion valve 22 and the first throttle valve 24 allows for more precise control of the refrigerant flow rate and pressure, which helps to achieve precise control of the evaporation temperature of the first heat exchanger 112 and avoids excessive temperature fluctuations in the housing 10.

[0200] The heat exchange assembly further includes a second heat exchanger 211; the other end of the first expansion valve 22 is also connected to one end of the second heat exchanger 211, and the other end of the second heat exchanger 211 is connected to the outlet and inlet of the compressor 20. The second heat exchanger 211 is used to adjust the temperature of the vehicle cabin.

[0201] Specifically, the other end of the first expansion valve 22 is connected to one end of the second heat exchanger 211 via a pipeline. The other end of the second heat exchanger 211 is connected to the outlet and inlet ends of the compressor 20 via two pipelines respectively. In this case, the first expansion valve 22 is also used to adjust the refrigerant flow between the condenser 210 and the second heat exchanger 211. The second heat exchanger 211 can be installed in the vehicle cabin, exchanging heat with the vehicle cabin to heat or cool the cabin. In practical applications, by having the first heat exchanger 112 and the second heat exchanger 211 share a single compressor 20, compared to a vehicle refrigerator 1 with an independent compressor 20, the space of the vehicle refrigerator 1 is increased, waste heat emissions and noise in the cabin are reduced, and the comfort of the cabin is improved.

[0202] Furthermore, the first throttle valve 24 is located between the first expansion valve 22, the first heat exchanger 112, and the second heat exchanger 211. In this way, the first expansion valve 22 can adjust the refrigerant flow between the condenser 210 and the first heat exchanger 112 and the second heat exchanger 211, and the first throttle valve 24 can adjust the flow between the first expansion valve 22 and the first heat exchanger 112. Through the combined use of the first throttle valve 24 and the second expansion valve 27, the flow and pressure of the refrigerant can be controlled more precisely, and the evaporation temperature of the first heat exchanger 112 and the second heat exchanger 211 can be accurately adjusted, avoiding excessive temperature fluctuations in the vehicle cabin and the vehicle refrigerator 1. Furthermore, by adjusting the opening of the first throttle valve 24, the refrigerant flow into the first heat exchanger 112 and the second heat exchanger 211 can be controlled. This limits the evaporation pressure and temperature of the vehicle refrigerator 1, ensuring that the evaporation pressure and temperature of the vehicle refrigerator 1 are consistent with those of the second heat exchanger 211. This increases the evaporation pressure and temperature of the vehicle refrigerator 1, reducing the risk of condensation in the pipes. Simultaneously, the increased evaporation temperature of the vehicle refrigerator 1 allows for a reduction in the thickness of its insulation layer, increasing the effective volume of the refrigerator. In addition, the increased evaporation pressure allows for a decrease in the pressure ratio of the compressor 20, reducing energy consumption and mitigating the risk of overheating of critical components such as the IGBT module in the low-speed compressor 20 under high ambient temperatures.

[0203] The thermal management system further includes a second solenoid valve 25, which is connected between the second heat exchanger 211 and the inlet end of the compressor 20. The second solenoid valve 25 controls the on / off connection between the second heat exchanger 211 and the compressor 20. In practical applications, by installing the second solenoid valve 25 between the inlet end of the compressor 20 and the second heat exchanger 211, the on / off connection between the second heat exchanger 211 and the compressor 20 can be controlled. The evaporation pressure of the second heat exchanger 211 can be controlled jointly by the first expansion valve 22 and the second solenoid valve 25, achieving independent control of the evaporation pressure of the second heat exchanger 211. This avoids the impact of multiple branches operating on the evaporation temperature of the second heat exchanger 211. Furthermore, using the second solenoid valve 25 for direct control can reduce the cost of the thermal management system.

[0204] The thermal management system further includes a third solenoid valve 26, which is connected between the compressor 20 and the second heat exchanger 211. The third solenoid valve 26 has a second open state and a second closed state. In the second open state, the outlet end of the compressor 20 is connected to the second heat exchanger 211 to increase the temperature of the vehicle compartment. In the second closed state, the outlet end of the compressor 20, the condenser 210, and the second heat exchanger 211 are connected in sequence to decrease the temperature of the vehicle compartment.

[0205] Specifically, the third solenoid valve 26 can be installed on the pipeline between the outlet end of the compressor 20 and the second heat exchanger 211, or on the pipeline between the second heat exchanger 211 and the inlet end of the compressor 20. The thermal management system also includes a fifth solenoid valve 30, which is installed on the pipeline between the condenser 210 and the first expansion valve 22. The fifth solenoid valve 30 has an open state and a closed state. When the fifth solenoid valve 30 is in the open state, the condenser 210 is connected to the first expansion valve 22. When the fifth solenoid valve 30 is in the closed state, the condenser 210 and the first expansion valve 22 are not connected. The thermal management system also has a heating mode and a cooling mode. The second heat exchanger 211 also has two operating modes, namely evaporator mode and condenser mode. The switching between the heating mode and the cooling mode of the thermal management system is achieved through the cooperation of the third solenoid valve 26 and the fifth solenoid valve 30.

[0206] Specifically, in heating mode, the third solenoid valve 26 is in the second open state, and the fifth solenoid valve 30 is in the closed state. At this time, the second heat exchanger 211 operates as a condenser. The refrigerant in the compressor 20 flows from the outlet end through the second heat exchanger 211 and the first expansion valve 22 before flowing into the inlet end of the compressor 20. The refrigerant releases heat into the passenger compartment through the second heat exchanger 211, becoming a saturated liquid to increase the temperature of the passenger compartment. In cooling mode, the third solenoid valve 26 is in the second closed state, and the fifth solenoid valve 30 is in the open state. At this time, the second heat exchanger 211 operates as an evaporator. The refrigerant in the compressor 20 flows from the outlet end through the condenser 210, the first expansion valve 22, and the second heat exchanger 211 before flowing into the inlet end of the compressor 20. The refrigerant absorbs heat in the second heat exchanger 211 and vaporizes, carrying away heat from the passenger compartment to lower the temperature of the passenger compartment. In this way, by setting the third solenoid valve 26 and the fifth solenoid valve 30 to work together, the third solenoid valve 26 and the fifth solenoid valve 30 can quickly switch between corresponding open and closed states, which allows the thermal management system to flexibly switch the working mode of thermal management according to actual needs, and ensures that the thermal management system can quickly switch between cooling mode and heating mode.

[0207] It should be noted that the first solenoid valve 23 described in the aforementioned embodiment can also cooperate with the fifth solenoid valve 30 to switch between the refrigerator's cooling mode and heating mode. The specific cooperation method is similar to that described above and will not be repeated here.

[0208] The heat exchange assembly further includes a third heat exchanger 212, and the thermal management system further includes a second expansion valve 27. The other end of the condenser 210 is connected to one end of the second expansion valve 27, and the other end of the second expansion valve 27 is connected to one end of the third heat exchanger 212. The other end of the third heat exchanger 212 is connected to the outlet and inlet ends of the compressor 20. The third heat exchanger 212 is used to adjust the temperature of the battery pack in the vehicle, and the second expansion valve 27 is used to adjust the refrigerant flow between the condenser 210 and the third heat exchanger 212. Specifically, the third heat exchanger 212 can be a battery cold plate, which is installed on the battery pack and used to adjust the temperature of the battery pack. In practical applications, by connecting the third heat exchanger 212 to the second expansion valve 27 and the condenser 210, the third heat exchanger 212 can achieve heat exchange with the battery through the compressor 20, condenser 210, and other structures in the thermal management system, further reducing the cost of the thermal management system.

[0209] The thermal management system further includes a second throttle valve 28, which is connected between the third heat exchanger 212 and the inlet of the compressor 20. The second throttle valve 28 is used to adjust the refrigerant flow rate between the third heat exchanger 212 and the compressor 20. In practical applications, the refrigerant flow rate between the third heat exchanger 212 and the compressor 20 can be adjusted by changing the opening of the second throttle valve 28. Furthermore, the evaporation pressure of the second heat exchanger 211 can be controlled jointly by the second expansion valve 27 and the second throttle valve 28, achieving independent control of the evaporation pressure of the third heat exchanger 212 and avoiding the impact on the evaporation temperature of the third heat exchanger 212 when multiple branches are operating.

[0210] The thermal management system further includes a fourth solenoid valve 29, which is connected between the outlet end of the compressor 20 and the third heat exchanger 212. The fourth solenoid valve 29 has a third open state and a third closed state. In the third open state, the outlet end of the compressor 20 is connected to the third heat exchanger 212 to increase the temperature of the battery assembly. In the third closed state, the outlet end of the compressor 20, the condenser 210, and the third heat exchanger 212 are connected in sequence to decrease the temperature of the battery assembly.

[0211] Specifically, the fourth solenoid valve 29 is located on the pipeline between the outlet end of the compressor 20 and the third heat exchanger 212. The third heat exchanger 212 has evaporator mode and condenser mode. When the thermal management system is in heating mode, the fourth solenoid valve 29 is in the third open state. At this time, the third heat exchanger 212 is in condenser mode. The refrigerant in the compressor 20 flows from the outlet end through the third heat exchanger 212 and the second expansion valve 27 in sequence into the inlet end of the compressor 20. The refrigerant releases heat to the battery pack in the third heat exchanger 212 and becomes saturated liquid, thereby increasing the temperature of the battery pack. When the thermal management system is in cooling mode, the fourth solenoid valve 29 is in the third closed state. At this time, the second heat exchanger 211 is in evaporator mode. The refrigerant in the compressor 20 flows from the outlet end through the condenser 210, the second expansion valve 27 and the third heat exchanger 212 in sequence into the inlet end of the compressor 20. The refrigerant absorbs heat in the third heat exchanger 212 and vaporizes, carrying away heat from the battery pack, thereby reducing the temperature of the battery pack. In this way, by setting the fourth solenoid valve 29, the fourth solenoid valve 29 can quickly switch between the third open state and the third closed state, which allows the thermal management system to flexibly switch the working mode of the thermal management system according to actual needs, and ensures that the thermal management system can quickly switch between cooling mode and heating mode.

[0212] It should be noted that the fourth solenoid valve 29 described in this embodiment can also cooperate with the fifth solenoid valve 30 described in the previous embodiment to achieve switching between cooling mode and heating mode. The specific cooperation method is similar to that described above and will not be repeated here.

[0213] It should be noted that, for the sake of simplification of the accompanying drawings, the thermal management integrated module 31 shown in Figures 6-15 refers to the integration of some flow channels and control valves in the thermal management system body into the same module to form the thermal management integrated module 31. The specific flow channel settings and control valve settings in the thermal management integrated module 31 can be specifically set according to actual needs, and this application embodiment does not make specific settings in this regard.

[0214] The working mode of the thermal management system in the first embodiment of this application will be described in detail below with reference to Figures 7-12. In the figures, black lines represent pipelines, and black arrows indicate the direction of refrigerant flow.

[0215] Referring to Figure 7, a refrigerant flow diagram is shown in the single-operation cooling mode of the thermal management system of the first embodiment of this application. As shown in Figure 7, the single-operation cooling mode specifically refers to the situation where only the vehicle refrigerator 1 is in cooling mode, and the user-set temperature of the vehicle refrigerator 1 is higher than the normal evaporation temperature of the first heat exchanger 112. In this case, the refrigerant flow is as shown in Figure 7. The refrigerant flowing out from the outlet of the compressor 20 first passes through the condenser 210, then through the thermal management integrated module 31, and then through the first expansion valve 22, the first throttle valve 24, and the first heat exchanger 112 before flowing back to the inlet of the compressor 20. In this mode, the first solenoid valve 23, the second solenoid valve 25, the third solenoid valve 26, the fourth solenoid valve 29, the second expansion valve 27, and the second throttle valve 28 are all in the closed state, the fifth solenoid valve 30 is in the open state, and the first throttle valve 24 is in the fully open state. At this time, the evaporation pressure and temperature of the vehicle refrigerator 1 are jointly controlled by the first expansion valve 22 and the speed of the compressor 20. At this time, the accommodating cavity 104 is cooled only through the first heat exchanger 112 on the housing 10.

[0216] Furthermore, when the vehicle refrigerator 1 is operating in the mode shown in Figure 7, if the user sets the temperature of the vehicle refrigerator 1 to be lower than the normal evaporation temperature of the first heat exchanger 112, or if the vehicle refrigerator 1 needs to be in freezing or rapid cooling mode, the cooling chip 111 is turned on. At this time, the first heat exchanger 112 on the cabinet 10 is used to dissipate heat from the hot end of the cooling chip 111, and the cold end of the cooling chip 111 is the direct cold source for cooling the internal cavity 104 of the cabinet 10. At this time, a cooling temperature lower than the evaporation temperature of the first heat exchanger 112 can be obtained.

[0217] Referring to Figure 8, Figure 8 illustrates the dual-operation cooling mode of the thermal management system of the first embodiment of this application. As shown in Figure 8, the dual-operation cooling mode refers to the simultaneous cooling needs of the vehicle refrigerator 1 and the vehicle cabin. The refrigerant flow is shown in Figure 8. The refrigerant flowing from the outlet of the compressor 20 first passes through the condenser 210, then through the thermal management integrated module 31, and then through the first expansion valve 22. After the first expansion valve 22, it is divided into two paths: one path flows into the thermal management integrated module 31 through the second heat exchanger 211 and the second solenoid valve 25, and then flows out of the thermal management integrated module 31; the other path flows through the first throttle valve 24 and the first heat exchanger 112, merging with the portion flowing out of the first path from the thermal management integrated module 31 and converging into the inlet of the compressor 20. In this operating mode, the evaporation pressures of the first heat exchanger 112 and the second heat exchanger 211 are the same, with the evaporation pressure of the second heat exchanger 211 being dominant. In this mode, the first solenoid valve 23, the third solenoid valve 26, the fourth solenoid valve 29, the second throttle valve 28, and the second expansion valve 27 are all closed, while the second solenoid valve 25 and the fifth solenoid valve 30 are open. The evaporation pressure of the first heat exchanger 112 and the second heat exchanger 211 is adjusted by the first expansion valve 22 and the compressor 20 speed. The first throttle valve 24 can be used to adjust the refrigerant flow rate in the first heat exchanger 112 branch and the second heat exchanger 211 branch.

[0218] Furthermore, when the refrigerator is operating as shown in Figure 8, if the user-set temperature of the vehicle refrigerator 1 is lower than the normal evaporation temperature of the first heat exchanger 112, or if the vehicle refrigerator 1 needs to be in freezing or rapid cooling mode, the cooling plate 111 is turned on. At this time, the first heat exchanger 112 on the cabinet 10 is used to dissipate heat to the hot side of the cooling plate 111, and the cold end of the cooling plate 111 is the direct cold source for the cooling of the cabinet 10. At this time, a cooling temperature lower than the evaporation temperature of the first heat exchanger 112 can be obtained.

[0219] Referring to Figure 9, which illustrates a three-stage cooling mode of a thermal management system according to an embodiment of this application, the three-stage cooling mode refers to simultaneous cooling of the vehicle refrigerator 1, the vehicle compartment, and the battery pack. The refrigerant flow is shown in Figure 9. In the three-stage cooling mode, based on the two-stage cooling mode described above, the refrigerant flowing into the thermal management integrated module 31 is divided into two paths. One path flows according to the two-stage cooling mode described in Figure 8, while the other path flows through the second expansion valve 27, the third heat exchanger 212, and the second throttle valve 28, finally returning to the inlet of the compressor 20 via the thermal management integrated module 31. In this mode, the first solenoid valve 23, the second solenoid valve 25, and the fourth solenoid valve 29 are closed, the second solenoid valve 25 and the fifth solenoid valve 30 are open, and the second expansion valve 27 and the second throttle valve 28 are open, thereby controlling the evaporation pressure within the third heat exchanger 212. Furthermore, in this mode, the evaporation pressures of the second heat exchanger 211 and the first heat exchanger 112 remain consistent.

[0220] Furthermore, when the vehicle refrigerator 1 is operating in the mode shown in Figure 9, if the user-set temperature of the vehicle refrigerator 1 is lower than the normal evaporation temperature of the first heat exchanger 112, or if the vehicle refrigerator 1 needs to be in freezing or rapid cooling mode, the cooling plate 111 is turned on. At this time, the first heat exchanger 112 on the cabinet 10 is used to dissipate heat to the hot side of the cooling plate 111, and the cold end of the cooling plate 111 is the direct cold source for the cooling of the cabinet 10. At this time, a cooling temperature lower than the normal evaporation temperature of the first heat exchanger 112 can be obtained.

[0221] Referring to Figure 10, which illustrates a single-heating mode of a thermal management system according to an embodiment of this application, the single-heating mode refers to only the vehicle refrigerator 1 being in heating mode. The refrigerant flow is shown in Figure 10. The refrigerant flowing from the outlet of the compressor 20 passes through the first solenoid valve 23, the first heat exchanger 112, the first throttle valve 24, the first expansion valve 22, and the thermal management integrated module 31 before flowing back to the inlet of the compressor 20. In this mode, the second solenoid valve 25, the third solenoid valve 26, the fourth solenoid valve 29, the fifth solenoid valve 30, the second expansion valve 27, and the second throttle valve 28 are all closed. The first solenoid valve 23 is open, the first throttle valve 24 is fully open, and the first expansion valve 22 acts as a throttling valve. At this time, the vehicle refrigerator 1 is in refrigerant heating mode, and the heat from the refrigerant is transferred to the accommodating cavity 104 inside the cabinet 10 through the cooling element 111.

[0222] Furthermore, when the compressor 20 cannot provide enough heat or reach the heating temperature set by the user, the cooling chip 111 will be energized in reverse to swap the hot and cold ends. At this time, the hot end of the cooling chip 111 is used directly to heat the accommodating cavity 104 inside the housing 10.

[0223] Referring to Figure 11, Figure 11 illustrates a dual-heating mode of a thermal management system according to an embodiment of this application. The dual-heating mode refers to the refrigerant heating mode being activated in both the vehicle refrigerator 1 and the vehicle cabin, as shown in Figure 11. The refrigerant at the outlet of the compressor 20 is divided into two paths: one flows through the second heat exchanger 211 and the third solenoid valve 26, and the other flows in the single-heating mode shown in Figure 10. Furthermore, the refrigerant exiting the third solenoid valve 26 flows into the thermal management integrated module 31. The thermal management integrated module 31 has a throttling valve (not shown) to throttle the refrigerant in this path. The throttled refrigerant then flows back to the inlet of the compressor 20 along with the refrigerant from the other path. At this time, the second solenoid valve 25, the fifth solenoid valve 30, the fourth solenoid valve 29, the second expansion valve 27, and the second throttling valve 28 are all closed, the first solenoid valve 23 and the third solenoid valve 26 are open, the first throttling valve 24 is fully open, and the first expansion valve 22 performs the throttling function.

[0224] Furthermore, based on the operation mode shown in Figure 11 above, a heater will be installed in the second heat exchanger 211. This heater can be used for auxiliary heating and can be a positive temperature coefficient heater.

[0225] Furthermore, when the compressor 20 cannot provide enough heat or reach the heating temperature set by the user, the cooling chip 111 will be energized in reverse to swap the hot and cold ends. At this time, the hot end of the cooling chip 111 is used directly to heat the accommodating cavity 104 inside the housing 10.

[0226] Referring to Figure 12, Figure 12 illustrates a three-stage heating mode of a thermal management system according to an embodiment of this application. The three-stage heating mode refers to the operation when the vehicle refrigerator 1, the vehicle compartment, and the battery assembly are simultaneously heated by refrigerant, as shown in Figure 12. Based on the operation mode in Figure 11, one path of refrigerant flows through the fourth solenoid valve 29 and the second throttle valve 28 into the third heat exchanger 212. At this time, the second throttle valve 28 is fully open, and after being throttled by the second expansion valve 27, it merges with other flow paths and enters the inlet of the compressor 20. In this mode, the second solenoid valve 25 and the fifth solenoid valve 30 are closed, the first solenoid valve 23, the third solenoid valve 26, and the fourth solenoid valve 29 are all open, the first throttle valve 24 is fully open, and the first expansion valve 22 performs throttling.

[0227] Furthermore, based on the operation mode shown in Figure 12 above, a heater will be installed in the second heat exchanger 211. This heater can be used for auxiliary heating and can be a positive temperature coefficient heater.

[0228] Furthermore, when the compressor 20 cannot provide enough heat or reach the heating temperature set by the user, the cooling chip 111 will be energized in reverse to swap the hot and cold ends. At this time, the hot end of the cooling chip 111 is used directly to heat the accommodating cavity 104 inside the housing 10.

[0229] It should be noted that the above-described working mode of the thermal management system is only an example, and many other working modes can also be generated.

[0230] Figure 14 shows a schematic diagram of the thermal management system of the second embodiment of this application. The difference between this schematic diagram and the thermal management system of the first embodiment is that the second solenoid valve 25 and the first throttle valve 24 can be eliminated. Instead, the throttle valve between the condenser 210 and the first heat exchanger 112 is replaced with an electronic expansion valve. This reduces the number of valves in the thermal management system and lowers costs. The specific structure and operating mode are the same as those in the thermal management system of the first embodiment, and can be referred to the above discussion; they will not be repeated here.

[0231] In some alternative embodiments, as shown in Figure 14, a schematic diagram of the thermal management system of the third embodiment of this application is illustrated. This schematic diagram differs from the thermal management system of the first embodiment in that multiple vehicle-mounted refrigerators 1 are connected in parallel, and a first solenoid valve 23 is adapted to one vehicle-mounted refrigerator 1. Figure 14 uses two vehicle-mounted refrigerators 1 as an example; the multiple refrigerators 1 are throttled through the same first throttle valve 24, eliminating the need for additional throttle valves and saving costs. Its specific structure and operating mode are implemented in the same way as the thermal management system in the first embodiment, and can be referred to the above discussion, so they will not be repeated here.

[0232] In some alternative embodiments, as shown in Figure 15, a schematic diagram of the thermal management system of the fourth embodiment of this application is illustrated. This schematic diagram differs from the thermal management system of the first embodiment in that the vehicle-mounted refrigerator branch 1 is connected to the third heat exchanger branch 212, replacing the second heat exchanger branch 211, thereby further increasing the refrigerant evaporation temperature of the vehicle-mounted refrigerator branch 1 and reducing the risk of condensation in the pipeline. The specific structure and operating mode are implemented in the same way as the thermal management system in the first embodiment, and can be referred to the above discussion, and will not be repeated here.

[0233] This application also provides a vehicle, which may specifically include the vehicle-mounted refrigerator described in any of the above embodiments or the thermal management system described in any of the above embodiments.

[0234] It should be noted that in this embodiment, the structure of the thermal management system and the vehicle refrigerator is the same as that of the vehicle refrigerator in any of the above embodiments, and their beneficial effects are also similar, so they will not be described in detail here.

[0235] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0236] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle-mounted refrigerator, characterized in that, The vehicle refrigerator (1) includes a cabinet (10) and a heat exchange system. The cabinet (10) forms a receiving cavity (104). The heat exchange system includes a cooling chip (111) and a first heat exchanger (112). The cooling chip (111) and the first heat exchanger (112) are disposed in the cabinet (10) and exchange heat with the receiving cavity (104). The cooling chip (111) also exchanges heat with the first heat exchanger (112).

2. The vehicle-mounted refrigerator according to claim 1, characterized in that, The housing (10) includes an outer shell (101) and a first inner liner (102), the first inner liner (102) is disposed inside the outer shell (101), the first heat exchanger (112) is disposed between the first inner liner (102) and the outer shell (101), and the cooling chip (111) is disposed inside the first inner liner (102).

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

4. The vehicle-mounted refrigerator according to claim 2, characterized in that, The heat exchange system further includes a first insulation layer (114), which is disposed between the first heat exchanger (112) and the outer shell (101).

5. The vehicle-mounted refrigerator according to claim 1, characterized in that, The housing (10) includes an outer shell (101), a first inner liner (102) and a second inner liner (103). The first inner liner (102) is disposed inside the outer shell (101), and the second inner liner (103) is disposed inside the first inner liner (102). The second inner liner (103) forms the receiving cavity (104). The first heat exchanger (112) is disposed between the first inner liner (102) and the outer shell (101). The cooling element (111) is disposed between the first inner liner (102) and the second inner liner (103).

6. The vehicle-mounted refrigerator according to claim 5, characterized in that, The cooling element (111) is fixedly connected to the outer wall of the second inner liner (103).

7. The vehicle-mounted refrigerator according to claim 5, characterized in that, The heat exchange system further includes a first insulation layer (114), which is disposed between the first heat exchanger (112) and the outer shell (101).

8. The vehicle-mounted refrigerator according to claim 5, characterized in that, The heat exchange system further includes a second insulation layer (115), and the portion between the first inner liner (102) and the second inner liner (103) where the cooling element (111) is not located is filled with the second insulation layer (115).

9. The vehicle-mounted refrigerator according to claim 5, characterized in that, The first heat exchanger (112) is arranged around the second inner liner (103), and the cooling fins (111) are arranged inside the first heat exchanger (112).

10. The vehicle-mounted refrigerator according to claim 1, characterized in that, The heat exchange system further includes a cold storage unit (113), which is disposed in the first heat exchanger (112) and is used to absorb and store the cold energy of the first heat exchanger (112).

11. The vehicle-mounted refrigerator according to claim 10, characterized in that, The cold storage unit (113) is attached to the surface of the first heat exchanger (112).

12. The vehicle-mounted refrigerator according to claim 10, characterized in that, The housing (10) includes an outer shell (101) and a first inner liner (102). The first inner liner (102) is disposed inside the outer shell (101). The first heat exchanger (112) and the cold storage device (113) are both disposed between the first inner liner (102) and the outer shell (101). The cooling chip (111) is disposed inside the first inner liner (102).

13. The vehicle-mounted refrigerator according to claim 12, characterized in that, The heat exchange system further includes a first insulation layer (114), which is disposed between the cold storage (113) and the outer shell (101).

14. The vehicle-mounted refrigerator according to claim 10, characterized in that, The housing (10) includes an outer shell (101), a first inner liner (102), and a second inner liner (103). The first inner liner (102) is disposed inside the outer shell (101), and the second inner liner (103) is disposed inside the first inner liner (102). The second inner liner (103) forms the accommodating cavity (104). The first heat exchanger (112) and the cold storage device (113) are both disposed between the first inner liner (102) and the outer shell (101). The cooling element (111) is disposed between the first inner liner (102) and the second inner liner (103).

15. The vehicle-mounted refrigerator according to claim 14, characterized in that, The heat exchange system further includes a first insulation layer (114), which is disposed between the cold storage (113) and the outer shell (101).

16. The vehicle-mounted refrigerator according to claim 14, characterized in that, The heat exchange system further includes a second insulation layer (115), and the portion between the first inner liner (102) and the second inner liner (103) where the cooling element (111) is not located is filled with the second insulation layer (115).

17. The vehicle-mounted refrigerator according to any one of claims 10-16, characterized in that, The cold storage device (113) includes a cold storage shell, which is filled with cold storage material.

18. The vehicle-mounted refrigerator according to claim 1, characterized in that, The heat exchange system also includes a cold storage unit (113), which is in heat exchange cooperation with the hot end of the cooling chip (111), and the first heat exchanger (112) is in heat exchange cooperation with the cold storage unit (113).

19. The vehicle-mounted refrigerator according to claim 18, characterized in that, The cold storage unit (113) is configured to absorb and store the cold energy of the first heat exchanger (112) when the vehicle refrigerator is in a first operating state, and the cold storage unit (113) is also configured to release the cold energy to the hot end and / or the accommodating cavity when the vehicle refrigerator is in a second operating state.

20. The vehicle-mounted refrigerator according to claim 19, characterized in that, The first heat exchanger (112) is in a refrigerant-flowing state under the first operating state, and in a non-refrigerant-flowing state under the second operating state; or The first heat exchanger (112) is connected to the compressor (20). In the first operating state, the compressor (20) is in a working state, and in the second operating state, the compressor (20) is in a stopped working state.

21. The vehicle-mounted refrigerator according to claim 19 or 20, characterized in that, When the operating parameters of the vehicle refrigerator meet the first condition, the vehicle refrigerator is configured to operate in a second operating state; The first condition includes at least one of the following: the cold storage device (113) has completed cold storage, the temperature of the cold storage device (113) is less than or equal to a first temperature threshold, and the temperature inside the accommodating cavity is lower than a second temperature threshold.

22. The vehicle-mounted refrigerator according to claim 21, characterized in that, The cold storage device (113) includes a phase change material.

23. The vehicle-mounted refrigerator according to claim 22, characterized in that, The first temperature threshold is determined based on the phase change temperature and supercooling of the phase change material.

24. The vehicle-mounted refrigerator according to claim 22, characterized in that, When the operating parameters of the vehicle refrigerator meet the second condition, the vehicle refrigerator is configured to operate in a first operating state, the second condition including: the temperature of the cold storage (113) or the accommodating cavity is greater than or equal to a third temperature threshold.

25. The vehicle-mounted refrigerator according to claim 24, characterized in that, The second temperature threshold is determined based on the phase change temperature of the phase change material of the cold storage (113).

26. The vehicle-mounted refrigerator according to any one of claims 19-25, characterized in that, When the temperature inside the accommodating cavity is lower than the fourth temperature threshold, the vehicle refrigerator operates in the second operating state and the cooling chip (111) stops working or operates at low power.

27. The vehicle-mounted refrigerator according to any one of claims 19-26, characterized in that, The vehicle-mounted refrigerator includes a normal operating mode and an energy-saving operating mode, and the second operating state operates in the energy-saving operating mode.

28. The vehicle-mounted refrigerator according to claim 27, characterized in that, When the vehicle's operating status meets the energy-saving conditions, it enters the energy-saving working mode. The energy-saving conditions include at least one of the following: the battery charge is lower than a set value, the ambient temperature is lower than a set ambient temperature threshold, and an energy-saving signal is received.

29. The vehicle-mounted refrigerator according to claim 27 or 28, characterized in that, In the normal operating mode, the cooling chip (111) operates at rated power or maximum power.

30. The vehicle-mounted refrigerator according to any one of claims 10-29, characterized in that, The cold storage unit (113) and the accommodating cavity are located on both sides of the first heat exchanger (112).

31. The vehicle-mounted refrigerator according to any one of claims 10-30, characterized in that, The cold storage device (113) includes a heat-conducting layer (1131) and a heat-insulating layer (1132). The heat-conducting layer (1131) is in heat exchange cooperation with the first heat exchanger (112) and the cooling chip (111), respectively. The heat-insulating layer (1132) is disposed on the side of the heat-conducting layer (1131) away from the first heat exchanger (112) and the cooling chip (111).

32. The vehicle-mounted refrigerator according to any one of claims 1-31, characterized in that, The first heat exchanger (112) has two operating modes: evaporator mode and condenser mode. The vehicle refrigerator has two operating modes: heating mode and cooling mode. In the cooling mode, the first heat exchanger operates in evaporator mode. In the heating mode, the first heat exchanger operates in condenser mode.

33. The vehicle-mounted refrigerator according to any one of claims 1-32, characterized in that, The first heat exchanger (112) includes a flat tube heat exchanger or a coil heat exchanger.

34. The vehicle-mounted refrigerator according to any one of claims 1-33, characterized in that, The cooling chip (111) includes a semiconductor cooling chip.

35. A thermal management system, characterized in that, The thermal management system includes: A compressor (20) for compressing refrigerant; A heat exchange assembly, the heat exchange assembly comprising the first heat exchanger (112) of the vehicle refrigerator (1) according to any one of claims 1-34; The heat exchange component is connected to the compressor (20) and is used to adjust the temperature of the cabinet (10) of the vehicle refrigerator (1).

36. The thermal management system according to claim 35, characterized in that, The heat exchange assembly also includes a condenser (210), and the thermal management system also includes a first expansion valve (22); The outlet end of the compressor (20) is connected to one end of the condenser (220), the other end of the condenser (210) is connected to one end of the first expansion valve (22), the other end of the first expansion valve (22) is connected to one end of the first heat exchanger (112), and the other end of the first heat exchanger (112) is connected to the outlet end and the inlet end of the compressor (20). The first expansion valve (22) is used to regulate the flow rate of the refrigerant between the condenser (210) and the first heat exchanger (112).

37. The thermal management system according to claim 36, characterized in that, The thermal management system also includes a first solenoid valve (23); The first solenoid valve (23) is connected between the outlet end of the compressor (20) and the first heat exchanger (112); The first solenoid valve (23) has a first open state and a first closed state. In the first open state, the outlet end of the compressor (20) is connected to the first heat exchanger (112) to increase the temperature of the housing (10). In the first closed state, the outlet end of the compressor (20) is connected to the condenser (210) and the first heat exchanger (112) in sequence to decrease the temperature of the housing (10).

38. The thermal management system according to claim 36, characterized in that, The thermal management system further includes a first throttle valve (24), which is connected between the first expansion valve (22) and the first heat exchanger (112). The first throttle valve (24) is used to adjust the refrigerant flow between the first expansion valve (22) and the first heat exchanger (112).

39. The thermal management system according to claim 36, characterized in that, The heat exchange assembly also includes a second heat exchanger (211); The other end of the first expansion valve (22) is also connected to one end of the second heat exchanger (211), and the other end of the second heat exchanger (211) is connected to the outlet and inlet of the compressor (20). The second heat exchanger (211) is used to adjust the temperature of the vehicle cabin.

40. The thermal management system according to claim 39, characterized in that, The thermal management system further includes a second solenoid valve (25), which is connected between the second heat exchanger (211) and the inlet end of the compressor (20). The second solenoid valve (25) is used to control the on / off connection between the second heat exchanger (211) and the compressor (20).

41. The thermal management system according to claim 39, characterized in that, The thermal management system further includes a third solenoid valve (26), which is connected between the compressor (20) and the second heat exchanger (211); The third solenoid valve (26) has a second open state and a second closed state. In the second open state, the outlet end of the compressor (20) is connected to the second heat exchanger (211) to increase the temperature of the vehicle compartment. In the second closed state, the outlet end of the compressor (20), the condenser (210) and the second heat exchanger (211) are connected in sequence to decrease the temperature of the vehicle compartment.

42. The thermal management system according to claim 36, characterized in that, The heat exchange assembly also includes a third heat exchanger (212), and the thermal management system also includes a second expansion valve (27); The other end of the condenser (210) is also connected to one end of the second expansion valve (27), the other end of the second expansion valve (27) is connected to one end of the third heat exchanger (212), and the other end of the third heat exchanger (212) is connected to the outlet end and the inlet end of the compressor (20); The third heat exchanger (212) is used to adjust the temperature of the battery components in the vehicle, and the second expansion valve (27) is used to adjust the refrigerant flow between the condenser (210) and the third heat exchanger (212).

43. The thermal management system according to claim 42, characterized in that, The thermal management system further includes a second throttle valve (28), which is connected between the third heat exchanger (212) and the inlet end of the compressor (20). The second throttle valve (28) is used to adjust the refrigerant flow between the third heat exchanger (212) and the compressor (20).

44. The thermal management system according to claim 42, characterized in that, The thermal management system further includes a fourth solenoid valve (29), which is connected between the outlet end of the compressor (20) and the third heat exchanger (212); The fourth solenoid valve (29) has a third open state and a third closed state. In the third open state, the outlet end of the compressor (20) is connected to the third heat exchanger (212) to increase the temperature of the battery assembly. In the third closed state, the outlet end of the compressor (20), the condenser (210) and the third heat exchanger (212) are connected in sequence to decrease the temperature of the battery assembly.

45. A vehicle, characterized in that, The vehicle includes: a vehicle-mounted refrigerator (1) as described in any one of claims 1-34 or a thermal management system as described in any one of claims 35-44.

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