CN107310345B

CN107310345B - Automobile air conditioning system and control device and method thereof

Info

Publication number: CN107310345B
Application number: CN201710580127.9A
Authority: CN
Inventors: 李俊峰; 郭爱斌; 李潇
Original assignee: Gree Electric Appliances Inc of Zhuhai
Current assignee: Gree Electric Appliances Inc of Zhuhai
Priority date: 2017-07-17
Filing date: 2017-07-17
Publication date: 2023-06-30
Anticipated expiration: 2037-07-17
Also published as: CN107310345A

Abstract

The invention provides an automobile air conditioning system and a control device and a control method thereof, wherein the system comprises: the system comprises a compressor, an external condenser, a first throttling element, a three-way valve, a first two-way valve, a second two-way valve, an internal condenser and an internal evaporator; the outlet of the compressor is connected with the inlet of the three-way valve; the first outlet of the three-way valve, the external condenser and the first two-way valve are connected through a first three-way pipe; the inlet of the compressor, the evaporator in the vehicle and the first two-way valve are connected through a second three-way pipe; the second outlet of the three-way valve is connected with the in-vehicle condenser; the first throttling element, the in-vehicle condenser and the second two-way valve are connected through a third three-way pipe; the first throttling element is connected with the external condenser, and the second two-way valve is connected with the internal evaporator. According to the scheme of the invention, modes such as refrigeration, heating, dehumidification, defrosting and the like are realized through switching of the three-way valve and the two-way valve; the two heat exchangers in the vehicle are respectively and independently used in a refrigerating and heating mode; only one throttling element is used, and the element utilization rate is high.

Description

Automobile air conditioning system and control device and method thereof

Technical Field

The invention relates to the field of automobile air conditioners, in particular to an automobile air conditioning system and a control device and method thereof.

Background

The existing vast majority of electric automobile air conditioning systems completely adopt PTC electric heating in winter, and replace the original engine as a heat source. However, PTC, which is a direct energy source for heating, is low in efficiency and high in power; in winter, in a heating mode, the air conditioning system consumes a large amount of electric energy, so that the endurance mileage of the electric automobile is greatly shortened. At present, a heat pump air conditioning system is only provided with a condenser and an evaporator, and is directly used on an automobile, when a refrigerating mode is switched to a heating mode, condensed water on the evaporator is evaporated, and the condensed water is blown into the automobile to cause fog on window glass; on the other hand, the heat pump air conditioning system generally realizes the switching between a refrigerating mode and a heating mode through the four-way valve, but the four-way valve has a hidden danger of air leakage under the vibration condition because the vibration is relatively large on the automobile, and the four-way valve used in the automobile air conditioning system is not yet available at present.

In order to solve the above problems, more three-heat-exchanger heat pump automobile air conditioning systems are currently used, and fig. 1 shows a schematic structural diagram of a conventional three-heat-exchanger heat pump automobile air conditioning system. As shown in fig. 1, the air conditioning system includes a compressor 71, a vapor-liquid separator 72, a first two-way valve 73, a first throttling element 74, an in-vehicle evaporator 75, a PTC auxiliary electric heating device 76, an in-vehicle condenser 77, a second two-way valve 78, a second throttling element 79, an out-of-vehicle condenser 81, and a condensing fan 82. The defects are that: (1) in order to realize the switching between the refrigerating mode and the heating mode, the air conditioning system is provided with two throttling elements, but only one throttling element is used in the refrigerating mode and the heating mode respectively, and the other throttling element is idle, so that the cost is wasted; (2) the refrigerant in the external condenser is not reversed in the refrigerating mode and the heating mode, so that the flow paths of the external condenser in the refrigerating mode and the heating mode are the same, and as the flow path difference of the external condenser in the refrigerating mode and the heating mode is large, only one flow path can only ensure the effect of one working mode in the refrigerating mode or the heating mode, or a compromise scheme is adopted, so that the capacity of the external condenser cannot be fully exerted, and the efficiency is low; (3) under the low-temperature working condition, when frosting of the external condenser occurs in the running process of the automobile and needs to be performed, as the windspeed of the head-on is always high, the high-temperature refrigerant of the compressor enters the external condenser and is quickly condensed, and effective frosting cannot be completed, so that the frosting time is long and the effect is poor, and the heating performance and the comfort of an air conditioning system are greatly reduced; (4) the interior condenser for heating is smaller, and the heat exchange area is insufficient.

Disclosure of Invention

Therefore, in order to solve the problem that the capacity of the external condenser cannot be fully utilized due to the fact that the refrigerant is not commutated in the refrigeration mode and the heating mode of the external condenser in the prior art, the invention provides an automobile air conditioning system and a control device and method thereof.

In one aspect, the present invention provides an automotive air conditioning system comprising: the system comprises a compressor, an external condenser, a first throttling element, a three-way valve, a first two-way valve, a second two-way valve, an internal condenser and an internal evaporator; the outlet of the compressor is connected with the inlet of the three-way valve; the first outlet of the three-way valve, the external condenser and the first two-way valve are connected through a first three-way pipe; the inlet of the compressor, the in-vehicle evaporator and the first two-way valve are connected through a second three-way pipe; the second outlet of the three-way valve is connected with the in-vehicle condenser; the first throttling element, the in-vehicle condenser and the second two-way valve are connected through a third three-way pipe; the first throttling element is connected with the external condenser, and the second two-way valve is connected with the internal evaporator; the in-vehicle condenser and the in-vehicle evaporator are arranged in the automobile air conditioning system box body; the interior condenser works in a heating mode and does not work in a cooling mode; the in-vehicle evaporator works in a refrigeration mode and does not work in a heating mode.

Optionally, a check valve is arranged on a pipeline connected between the in-vehicle condenser and the third tee pipe.

Optionally, the inlet of the compressor is connected to the first throttling element by a pipe provided with a third two-way valve.

Optionally, the second outlet of the three-way valve is connected with the pipeline connected with the interior condenser, and the pipeline connected with the interior condenser and the third three-way pipe is connected with the pipeline connected with the interior condenser and the third three-way pipe through a pipeline provided with a fourth two-way valve.

Optionally, a flash device and a second throttling element are arranged between the external condenser and the first throttling element, the second throttling element is connected with the external condenser, the second throttling element is connected with the flash device, and the flash device is connected with the compressor through a control valve; the control valve is a two-way valve or a check valve.

Optionally, an air inlet grille is arranged on the windward side of the external condenser.

Optionally, a heating device is arranged in the air duct of the automobile air conditioning system box body and is used for heating air flowing through the heating device.

Optionally, the heating device partially shields the air duct; and a cold and hot air door is further arranged in the air duct, and the air does not pass through the heating device or partially passes through the heating device or completely passes through the heating device before flowing out of the box body by controlling the opening position of the cold and hot air door.

Optionally, the in-vehicle condenser and the in-vehicle evaporator are arranged in parallel in an air duct of the vehicle air conditioning system box, the in-vehicle evaporator is arranged on a windward side of the air duct, and the in-vehicle condenser is arranged on a leeward side of the air duct.

Optionally, the interior condenser and the interior evaporator are the same size.

Another aspect of the present invention provides a control device for an automotive air conditioning system according to any one of the preceding claims, comprising: the first control unit is used for controlling the first outlet of the three-way valve to be conducted when the refrigerating mode and/or the dehumidifying mode is entered, the first two-way valve is closed, and the second two-way valve is opened; and/or when the heating mode is entered, the second outlet of the three-way valve is controlled to be conducted, the first two-way valve is opened, and the second two-way valve is closed; and/or when the heating mode is changed into the defrosting mode, the first outlet of the three-way valve is controlled to be conducted, the first two-way valve is closed, and the second two-way valve is closed.

Optionally, a check valve is arranged on a pipeline connected between the in-vehicle condenser and the third tee pipe; the first control unit is further configured to: and in the refrigeration mode, the check valve is controlled to be closed, and in the heating mode, the check valve is controlled to be opened.

Optionally, an air inlet grille is arranged on the windward side of the external condenser, and the device further comprises: the second control unit is used for controlling the opening of the air inlet grille in a refrigerating mode or a heating mode; and/or, in a defrosting mode, controlling the air inlet grille to be closed.

Optionally, a heating device is arranged in the air duct of the automobile air conditioning system box body and is used for heating air flowing through the heating device; the heating device partially shields the air duct; the air duct is internally provided with a cold and hot air door, and the air can flow out of the box body without passing through the heating device or partially or completely through the heating device by controlling the opening position of the cold and hot air door; the apparatus further comprises: and the third control unit is used for controlling the heating device to be opened in a heating mode and/or a defrosting mode, and controlling the opening position of the cold and hot air door to enable air to flow out of the box body and pass through the heating device.

Optionally, the inlet of the compressor is connected with the first throttling element through a pipeline provided with a third two-way valve; the apparatus further comprises: the fourth control unit is used for controlling the third two-way valve to be opened when the heating mode enters the defrosting mode; and when the defrosting mode is exited, the third two-way valve is controlled to be closed.

Optionally, the second outlet of the three-way valve is connected with the pipeline connected with the interior condenser, and the pipeline connected with the interior condenser and the third three-way pipe is connected with the pipeline connected with the interior condenser and the third three-way pipe through a pipeline provided with a fourth two-way valve; the apparatus further comprises: the fifth control unit is used for controlling the fourth two-way valve to be opened when the heating mode is entered and if the outside environment temperature is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the high-side temperature of the system is detected to be lower than a second preset temperature value; and when the temperature of the outside environment of the vehicle is detected to reach the third preset temperature value and/or the high-side pressure of the system reaches the second preset pressure value and/or the temperature of the high-side pressure of the system reaches the fourth preset temperature value, the fourth two-way valve is controlled to be closed.

In yet another aspect, the present invention provides a control method for an automotive air conditioning system according to any one of the preceding claims, including: when the refrigerating mode and/or the dehumidifying mode is/are entered, the first outlet of the three-way valve is controlled to be conducted, the first two-way valve is closed, and the second two-way valve is opened; and/or when the heating mode is entered, the second outlet of the three-way valve is controlled to be conducted, the first two-way valve is opened, and the second two-way valve is closed; and/or when the heating mode is changed into the defrosting mode, the first outlet of the three-way valve is controlled to be conducted, the first two-way valve is closed, and the second two-way valve is closed.

Optionally, a check valve is arranged on a pipeline connected between the in-vehicle condenser and the third tee pipe; the method further comprises the steps of: and in the refrigeration mode, the check valve is controlled to be closed, and in the heating mode, the check valve is controlled to be opened.

Optionally, the windward side of the external condenser is provided with an air inlet grille, and the method further comprises: in a refrigerating mode or a heating mode, controlling the opening of the air inlet grille; and/or, in a defrosting mode, controlling the air inlet grille to be closed.

Optionally, a heating device is arranged in the air duct of the automobile air conditioning system box body and is used for heating air flowing through the heating device; the heating device partially shields the air duct; a cold and hot air door is arranged below the heating device, and the opening position of the cold and hot air door is controlled to enable air to flow out of the box body without passing through the heating device or partially or completely passing through the heating device; the method further comprises the steps of: and in the heating mode and/or the defrosting mode, controlling the heating device to be opened, and controlling the opening position of the cold and hot air door to enable air to flow out of the box body to pass through the heating device.

Optionally, the inlet of the compressor is connected with the first throttling element through a pipeline provided with a third two-way valve; the method further comprises the steps of: when the heating mode is changed into the defrosting mode, the third two-way valve is controlled to be opened; and when the defrosting mode is exited, the third two-way valve is controlled to be closed.

Optionally, the second outlet of the three-way valve is connected with the pipeline connected with the interior condenser, and the pipeline connected with the interior condenser and the third three-way pipe is connected with the pipeline connected with the interior condenser and the third three-way pipe through a pipeline provided with a fourth two-way valve; the method further comprises the steps of: when the heating mode is entered, if the temperature of the outside environment of the vehicle is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the temperature of the high-side pressure of the system is detected to be lower than a second preset temperature value, the fourth two-way valve is controlled to be opened; and when the temperature of the outside environment of the vehicle is detected to reach the third preset temperature value and/or the high-side pressure of the system reaches the second preset pressure value and/or the temperature of the high-side pressure of the system reaches the fourth preset temperature value, the fourth two-way valve is controlled to be closed.

The technical scheme of the invention has the following beneficial effects:

1. the three heat exchangers of the external condenser, the internal condenser and the internal evaporator are realized through the combined switching of the three-way valve, the two-way valve and related pipelines, so that modes of refrigeration, heating, dehumidification, defrosting and the like are realized, the four-way valve is not needed for reversing, the compressor is not needed for switching each mode, and the response speed of the system is high.

2. The refrigerating and heating modes are respectively carried out by the refrigerant passing through the evaporator and the condenser in the vehicle, and the two heat exchangers in the vehicle can not be reused in the refrigerating and heating modes, so that the situation that the heat exchangers in the vehicle are used as the condenser and the evaporator is avoided, and the problem that the condensed water of the evaporator in the refrigerating mode is evaporated and blown into the vehicle to cause fog of window glass in the vehicle when the heating mode is changed is avoided.

3. One end of the interior condenser is provided with a check valve, and the condition that the air conditioning system lacks the refrigerant due to the fact that the refrigerant migrates and resides in the interior condenser can be prevented through the check valve in a refrigerating mode.

4. Only one throttling element is used in the refrigerating or heating mode, so that the utilization rate of components is high, the structure is simple, and the practical value is higher.

5. The refrigerant of the external condenser is reversed under the refrigerating and heating modes, so that the advantages of the condenser flow path in the condensation and evaporation processes can be fully exerted, and the heat exchange efficiency of the external condenser is maximized.

6. An air inlet grille is arranged on the windward side of the external condenser, and is closed when defrosting, so that defrosting effect can be improved, and defrosting time can be shortened.

7. A section of pipeline is added between the compressor and the throttling element to serve as a defrosting pipeline, when defrosting is performed, a low-temperature refrigerant does not need to pass through an in-vehicle heat exchanger, continuous heating can be achieved in the defrosting process, temperature balance in the vehicle is guaranteed, and in-vehicle thermal comfort is good.

8. A pipeline provided with a two-way valve is additionally arranged between an inlet and an outlet of the interior condenser, and when the automobile air conditioning system is at low temperature or is placed at low temperature for a long time, the interior condenser can be shielded by opening the two-way valve, so that heat dissipation of the interior condenser can be reduced to the greatest extent.

9. The arrangement position of the interior condenser in the traditional HVAC (air conditioning system) box body is changed, the interior condenser and the interior evaporator are arranged in parallel, the heat exchange area of the interior condenser is increased, the problem of small heat exchange area of a warm air core of the traditional automobile air conditioner is solved, and the heating capacity and energy efficiency are greatly improved.

10. The air-supplementing enthalpy-increasing technology can enable the heat pump system to replace electric automobile heating to adopt a PTC heating mode, and improve the energy efficiency of an air conditioning system and the endurance mileage of an automobile, in particular the low-temperature heating capacity and energy consumption.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:

FIG. 1 is a schematic diagram of a three heat exchanger system in the background art;

FIG. 2 is a schematic diagram of an embodiment of an air conditioning system for a vehicle according to the present invention;

Fig. 3 shows a schematic flow diagram of a refrigeration cycle refrigerant of an automotive air conditioning system according to the present invention;

fig. 4 shows a schematic flow diagram of a heating cycle refrigerant of an automotive air conditioning system according to the present invention;

FIG. 5 is a schematic view of an exterior condenser flowpath;

fig. 6 is a schematic structural diagram of another embodiment of an air conditioning system for a vehicle according to the present invention;

FIG. 7 is a schematic view showing the structure of a further embodiment of an air conditioning system for a vehicle according to the present invention;

fig. 8 is a schematic structural diagram of another embodiment of an air conditioning system for a vehicle according to the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to specific embodiments of the present invention and corresponding drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present invention and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Referring to fig. 2, fig. 2 is a schematic structural diagram of an embodiment of an air conditioning system for a vehicle according to the present invention. As shown in fig. 2, the vehicle air conditioning system includes a compressor 11, a three-way valve 12, a first two-way valve 13, a second two-way valve 14, a first throttling element 15, an exterior condenser 22, an interior condenser 31, an interior evaporator 32, the interior condenser 31 and the interior evaporator 32 being disposed within the vehicle air conditioning system housing 30. The in-vehicle condenser 31 operates in a heating mode and does not operate in a cooling mode; the in-vehicle evaporator 32 operates in the cooling mode and does not operate in the heating mode; the refrigerant flow direction in the exterior condenser 22 is opposite in the cooling mode and the heating mode.

The outlet of the compressor 11 is connected with the inlet A of the three-way valve 12 (the end A shown in FIG. 2); the first outlet B (end B shown in fig. 2) of the three-way valve 12, the external condenser 22 and the first two-way valve 13 are connected through a first three-way pipe 41; the inlet of the compressor 11, the in-vehicle evaporator 32 and the first two-way valve 13 are connected through a second three-way pipe 42; a second outlet C (C-end as shown in fig. 2) of the three-way valve 12 is connected to the in-vehicle condenser 31; the first throttle element 15, the interior condenser 31 and the second two-way valve 14 are connected by a third three-way pipe 43; the first throttle element 15 is connected to the exterior condenser 22, and the second two-way valve 14 is connected to the interior evaporator 32.

Referring to fig. 3, fig. 3 is a refrigerant (refrigerant) cycle diagram of an air conditioning system for a vehicle in a cooling state according to an embodiment of the present invention. As shown in fig. 3, when the operation mode of the air conditioning system of the vehicle is the cooling mode, the first outlet B (a-B) of the three-way valve 12 is turned on, the first two-way valve 13 is closed, the second two-way valve 14 is opened, the refrigerant flows out from the compressor 11 through the first outlet B of the three-way valve 12, the refrigerant directly flows into the external condenser 22 due to the closing of the first two-way valve 13, condenses and dissipates heat in the external condenser 22, then is throttled by the first throttling device 15, and the throttled low-temperature low-pressure refrigerant enters the internal evaporator 32 to perform evaporation heat exchange, and finally returns to the compressor 11 to complete the cooling cycle. Wherein, the first two-way valve 13 is closed, so that the system breakdown caused by the high-temperature high-pressure refrigerant entering the low-pressure side can be prevented. The flow direction of the refrigerant (refrigerant) in the defrosting mode or the dehumidifying mode can also be shown with reference to fig. 3.

Referring to fig. 4, fig. 4 is a refrigerant cycle diagram of an air conditioning system for a vehicle in a heating state according to an embodiment of the invention. As shown in fig. 4, when the operation mode of the air conditioning system is the heating mode, the second outlet C (a-C) of the three-way valve 12 is turned on, the first two-way valve 13 is opened, the second two-way valve 14 is closed, the refrigerant flows out of the compressor 11, flows out of the second outlet C of the three-way valve 12, is condensed in the interior condenser 31 to supply heat, is throttled by the first throttling element 15, is evaporated in the exterior condenser 22 to absorb heat, then passes through the first two-way valve 13, and finally returns to the compressor 11 to complete the heating cycle, and the interior condenser 31 is operated and the interior evaporator 32 is not operated during the heating cycle. The second two-way valve 14 is closed to prevent the refrigerant from migrating to the in-vehicle evaporator 32, thereby avoiding the condition that the refrigerant (refrigerant) resides in the in-vehicle evaporator 32 to cause the system to lack the refrigerant.

Preferably, as shown in fig. 3 or 4, a check valve 16 is provided in a pipe line connected between the interior condenser 31 and the third tee 43. In the cooling mode, the check valve 16 is closed, so that the refrigerant is prevented from migrating to the interior condenser 31, and the condition that the air conditioning system lacks the refrigerant due to the refrigerant residing in the interior condenser 31 is avoided.

The automobile air conditioning system provided by the invention only uses one throttling element, and realizes the switching of a refrigerating mode and a heating mode through the matching and switching of the three-way valve 12, the first two-way valve 13 and the second two-way valve 14.

Referring to fig. 5, fig. 5 is a schematic view of an external condenser flow path, wherein solid arrows are refrigerant (refrigerant) flow paths in a cooling state, hollow arrows are refrigerant flow paths in a heating state, 221 are switching blocks, 223 are spacers, 224 are collecting pipes, 225 are flat pipes, and 226 are fins. In the cooling mode, the flow path of the exterior condenser 22 is shown by the solid arrows in FIG. 5, and the refrigerant enters from above and passes through the outlets A-B-C-D in sequence; the refrigerant flows from top to bottom, and the number of processes decreases from A to D. At this time, the refrigerant in the external condenser 22 is a condensation process, the refrigerant is changed into high-pressure supercooled liquid from high-temperature high-pressure gas, the specific heat capacity is from large to small, and the refrigerant flow path arrangement is just suitable for the change process of the physical property of the refrigerant: the upper flow space is used for storing gaseous refrigerant, the condensed process gas gradually becomes gas-liquid two phases and finally becomes liquid, the space of each flow of A-B-C-D gradually decreases, and the whole refrigerating flow path from top to bottom just uses the characteristic of gravity change of the refrigerant, reduces flow resistance, and can fully play the performance and efficiency of the external condenser 22. The flow paths illustrated in fig. 5 are only trends, but may be 2, 3, or more, and may be adjusted according to specific sizes.

In the heating mode, the flow path of the external condenser 22 is shown by the hollow arrow in fig. 5, and the refrigerant enters from below and sequentially passes through D-C-B-A and exits from the upper outlet; the refrigerant flows from bottom to top, and the flow quantity sequentially increases from D to A. At this time, the refrigerant in the external condenser 22 is an evaporation process, the refrigerant absorbs heat from low-temperature low-pressure gas-liquid two phases to be changed into low-temperature superheated gas, the specific heat capacity is from small to large, and the refrigerant flow path arrangement just caters to the change process of the physical property of the refrigerant: the lower flow space is small for storing liquid refrigerant, the liquid refrigerant gradually changes into superheated gas refrigerant along with the evaporating process, the space of each flow of D-C-B-A gradually increases, and the whole refrigerating flow path is from bottom to top, so that the characteristic of gravity change of the refrigerant is exactly utilized, the flow resistance is reduced, and the performance and the efficiency of the external condenser 22 can be fully exerted. The flow paths shown in fig. 5 are only trends, but may be 2, 3 or more, and may be adjusted according to specific dimensions.

As can be seen from the above, according to the technical solution of the present invention, the flow directions of the refrigerant in the external condenser 22 are opposite in the cooling mode and the heating mode, so that the refrigerant reversing of the external condenser 22 in the cooling and heating modes is realized, the performance of the external condenser can be fully exerted by utilizing the fit between the characteristics of the refrigerant and the flow path of the external condenser, and the advantages of the external condenser flow path in the condensation and evaporation processes can be fully exerted, so that the heat exchange efficiency of the external condenser can be maximized.

Preferably, the in-vehicle condenser 31 and the in-vehicle evaporator 32 are arranged in parallel in an air duct of the vehicle air conditioning system case 30, the in-vehicle condenser 31 is arranged on a leeward side of the air duct, and the in-vehicle evaporator 32 is arranged on a windward side of the air duct. The interior condenser 31 and the interior evaporator 32 are the same size.

A heating device 33 is arranged in the air duct of the vehicle air conditioning system box 30, and is used for heating the air flowing through the heating device 33. The heating device 33 partially shields the air duct; the air duct of the box 30 is also provided with a cold/hot air door 34, and the position of the cold/hot air door 34 is controlled so that the air does not pass through the heating device 33 or passes through the heating device 33 partially or passes through the heating device 33 completely before flowing out of the box 30. The heating device 33 may be a PTC electric heater with or without adjustable power, or other available heat sources, such as electric vehicle motor waste heat, controller waste heat, etc. As shown in fig. 2-4, the damper 34 is selectively openable to three positions D, E, F, wherein in the D position, air does not pass through the heating device 33, in the E position, air partially passes through the heating device 33, and in the F position, air completely passes through the heating device 33.

During refrigeration, air is drawn into the air duct of the box 30 by the fan 36 through the inner and outer circulating air doors 35 of the box 30, cooled by the in-vehicle evaporator 32, and then subjected to further heating or partial heating or non-heating through the heating device 33 by the cold and warm air door 34, and sent to the outlet of the box 30, wherein the treated comfortable air can reach different positions in the vehicle according to the opening/closing of different air openings in the vehicle. During heating, air is drawn into the air duct of the box 30 by the fan 36 through the inner and outer circulating air doors 35 of the box 30, heated by the interior condenser 31, and then further heated or partially heated or unheated by the heating device 33 through the cold and warm air door 34, and sent to the outlet of the box 30, wherein the treated comfortable air can reach different positions in the vehicle according to the opening/closing of different air openings in the vehicle. When defrosting is performed in the heating mode, the cooling/heating air door 34 is controlled to pass all the air through the heating device 33 (when the cooling/heating air door 34 is opened at the F position, all the air passes through the heating device 33).

Preferably, the windward side of the external condenser 22 is provided with an air intake grill 23. When the air conditioning system of the automobile executes a cooling mode or a heating mode, the air inlet grille 23 is opened, and when the air conditioning system of the automobile executes a defrosting mode, the air inlet grille 23 is closed, so that defrosting effect can be improved, and defrosting time can be shortened. The leeward side of the external condenser 22 is provided with a condensing fan 21, and further, in the defrosting mode, the condensing fan 21 is controlled to be turned off.

Referring to fig. 6, the inlet of the compressor 12 is connected to the first throttling element 15 through a pipeline provided with a third two-way valve 17. When the air conditioning system is defrosted, the third two-way valve 17 is opened, and the refrigerant throttled by the throttle element 15 is directly introduced into the compressor 11 through the third two-way valve 17 (through the gas-liquid separator 61) without passing through the in-vehicle condenser 31 and the in-vehicle evaporator 32. Therefore, in the defrosting mode, neither the in-vehicle condenser 31 nor the in-vehicle evaporator 32 is operated.

In the heating mode, when a defrosting signal is received, the air inlet grille 23 and the condensing fan 21 are closed, the first two-way valve 13 is closed, the three-way valve 12 is switched from A-C to A-B, and the third two-way valve 17 is opened; the high-temperature and high-pressure refrigerant comes out of the compressor 11, is defrosted in the outside condenser 22 through the three-way valve 12, is throttled by the first throttle element 15, and then returns to the compressor 11 through the third two-way valve 17 (through the gas-liquid separator 61) to complete the defrosting cycle. When receiving the defrosting quit signal, the third two-way valve 17 is closed, the three-way valve 12 is switched from A-B to A-C, the first two-way valve 13 is opened, and the heating cycle is carried out again. The second electromagnetic valve 14 is always in a closed state during heating and defrosting, so that the low-temperature refrigerant is prevented from entering the in-vehicle evaporator 32, and the phenomenon that the temperature of the air outlet in the vehicle is reduced and the comfort in the vehicle is influenced due to the fact that the low-temperature refrigerant passes through the in-vehicle evaporator 32 is avoided. During heating and defrosting, the second two-way valve 14 is always in a closed state, and the low-temperature refrigerant is prevented from entering the in-vehicle evaporator 32 in the box 30.

Referring to fig. 7, the second outlet C of the three-way valve 12 is connected to the interior condenser 31 via a pipeline provided with a fourth two-way valve 18, and the pipeline connected to the interior condenser 31 and the third three-way pipe 43 is connected to each other via a pipeline provided with a fourth two-way valve 18. That is, the inlet and the outlet of the interior condenser 31 are connected through a pipe provided with the fourth two-way valve 18. The heat pump system is usually started slowly (the system parameters are represented as high-pressure side pressure and high-pressure side temperature rise slowly) at low temperature, especially after being placed at low temperature for a long time, and the air supply comfort can be met only after the heat pump system is heated by the heat pump. In this case, the heating process can be divided into a low-temperature heating start-up phase and a conventional heating mode. And when the temperature of the outside environment of the vehicle is lower than a first preset temperature value and/or the pressure of the high-pressure side of the system is lower than a first preset pressure value and/or the temperature of the high-pressure side of the system is lower than a second preset temperature value, entering a low-temperature heating start stage. In this stage, the fourth two-way valve 18 is opened to shield the interior condenser 31, so that heat dissipation of the interior condenser can be reduced to the maximum extent, the high-pressure side pressure and the high-pressure side temperature are increased rapidly, and when the outside environment temperature reaches the third predetermined temperature value and/or the system high-pressure side pressure reaches the second predetermined pressure value and/or the system high-pressure side temperature reaches the fourth predetermined temperature value, the fourth two-way valve 18 is closed, the low-temperature heating start stage is exited, and the refrigerant supplies heat to the interior through the interior condenser 31. The heating device 33 can be started in the low-temperature heating starting stage to maintain the heat supply in the vehicle.

Referring to fig. 8, a flash evaporator 51 and a second throttling element 19 are disposed between the external condenser 22 and the first throttling element 15, the second throttling element 19 is connected with the external condenser 22, the second throttling element 19 is connected with the flash evaporator, and the flash evaporator 51 is connected with the compressor 11 through a control valve 52; the control valve 52 is a two-way valve or a check valve. The low-temperature heating capacity of the automobile heat pump air conditioning system can be further improved by adding the air supplementing and enthalpy increasing related structure.

According to any of the foregoing embodiments of the present invention, the air conditioning system for a vehicle further includes a gas-liquid separator 61 (refer to fig. 2-4 and fig. 6-8), the gas-liquid separator 61 is located at the inlet of the compressor 11, specifically disposed on a pipeline connected to the inlet of the compressor 11 and the second tee 42, all the pipelines connected to the inlet of the compressor 11 are connected to the inlet of the compressor 11 through the gas-liquid separator 61, and the refrigerant is processed through the gas-liquid separator 61 before entering the compressor 11.

The invention also provides a control device for the automobile air conditioning system, which comprises: a first control unit.

When the first control unit enters a refrigeration mode and/or a dehumidification mode, the first outlet B of the three-way valve 12 is controlled to be conducted, the first two-way valve 13 is closed, and the second two-way valve 14 is opened; and/or when the heating mode is entered, the second outlet C of the three-way valve 12 is controlled to be conducted, the first two-way valve 13 is opened, and the second two-way valve 14 is closed; and/or when the defrosting mode is entered from the heating mode, the first outlet B of the three-way valve 12 is controlled to be conducted, the first two-way valve 13 is closed, and the second two-way valve 14 is closed.

As shown in fig. 3, when the operation mode of the air conditioning system of the vehicle is the cooling mode, the first control unit controls the first outlet B (a-B) of the three-way valve 12 to be turned on, the first two-way valve 13 is closed, the second two-way valve 14 is opened, the refrigerant flows out from the compressor 11 through the first outlet B of the three-way valve 12, at this time, the refrigerant directly flows into the external condenser 22 due to the closing of the first two-way valve 13, is condensed and cooled in the external condenser 22, is then throttled by the first throttling device 15, and the throttled low-temperature low-pressure refrigerant is evaporated and exchanged in the internal evaporator 32, and finally returns to the compressor 11 to complete the cooling cycle. Wherein, the first two-way valve 13 is closed, so that the system breakdown caused by the high-temperature high-pressure refrigerant entering the low-pressure side can be prevented. The flow direction of the refrigerant in the defrosting mode or the dehumidifying mode can also be shown with reference to fig. 3.

As shown in fig. 4, when the operation mode of the air conditioning system is a heating mode, the first control unit controls the second outlet C (a-C) of the three-way valve 12 to be on, the first two-way valve 13 to be opened, and the second two-way valve 14 to be closed, at this time, the refrigerant is discharged from the compressor 11, flows out of the interior condenser 31 through the second outlet C of the three-way valve 12 to be condensed to supply heat, is then throttled by the first throttling element 15, is evaporated to absorb heat in the exterior condenser 22, is then passed through the first two-way valve 13, and is finally returned to the compressor 11 to complete the heating cycle. The second two-way valve 14 is closed to prevent the refrigerant from migrating to the in-vehicle evaporator 32, thereby avoiding the condition that the refrigerant is not present in the in-vehicle evaporator 32 and the system lacks the refrigerant.

Preferably, as shown in fig. 2 to 4, a check valve 16 is provided on a pipe connected between the interior condenser 31 and the third tee 43. The first control unit is further configured to: in the cooling mode, the check valve 16 is controlled to be closed, and in the heating mode, the check valve 16 is controlled to be opened. In the cooling mode, the first control unit controls the check valve 16 to be closed, so that the refrigerant can be prevented from migrating to the interior condenser 31, and the condition that the air conditioning system lacks the refrigerant due to the refrigerant residing in the interior condenser 31 is avoided. In heating mode, the first control unit controls the check valve 16 to open.

Preferably, the windward side of the external condenser 22 is provided with an air intake grille 23, and the control device further includes: a second control unit for controlling the opening of the air intake grill 23 in a cooling mode or a heating mode; and/or, in the defrosting mode, the intake grill 23 is controlled to be closed. Controlling the closing of the air intake grill 23 when defrosting is performed can enhance defrosting effect and shorten defrosting time. The leeward side of the external condenser 22 is provided with a condensing fan 21, and further, in the defrosting mode, the condensing fan 21 is controlled to be turned off.

Preferably, the control device further includes: and a third control unit for controlling the heating device 33 to be turned on in a heating mode and/or a defrosting mode, and controlling the opening position of the cold and warm air door 34 to make air flow out of the case 30 to pass through the heating device 33 entirely. As shown in fig. 2-4, the damper 34 is selectively openable to three positions D, E, F, wherein in the D position, air does not pass through the heating device 33, in the E position, air partially passes through the heating device 33, and in the F position, air completely passes through the heating device 33. When the heating mode is adopted or the heating and defrosting are carried out, the cold and warm air door 34 is controlled to be opened at the F position, so that all air passes through the heating device 33, the air passes through the inner and outer circulating air doors 35 of the box body 30, is pulled into the air channel of the box body 30 through the fan 36, is heated through the in-car condenser 31, is further heated through the cold and warm air door 34, is sent to the outlet of the box body 30, and the treated comfortable air can reach different positions in the car according to the opening/closing of different air openings in the car.

Preferably, as shown in fig. 6, the inlet of the compressor 11 is connected to the first throttling element 15 by a pipe provided with a third two-way valve 17. The control device further includes: a fourth control unit, configured to control the third two-way valve 17 to be opened when the heating mode is switched into the defrosting mode; upon exiting the defrost mode, the third two-way valve 17 is controlled to close. When the defrosting mode is entered, the third two-way valve 17 is controlled to be opened, and the refrigerant throttled by the throttle element 15 is introduced into the compressor 11 (via the gas-liquid separator 61) without passing through the in-vehicle condenser 31 and the in-vehicle evaporator 32. Thus, in the defrosting mode, neither the in-vehicle condenser 31 nor the in-vehicle evaporator 32 is operated.

In the heating mode, when a defrosting signal is received, the first two-way valve 13 is controlled to be closed, the second outlet B of the three-way valve 12 is controlled to be conducted (the switching from A-C to A-B) and the third two-way valve 17 is controlled to be opened; simultaneously, the air inlet grille 23 and the condensing fan 21 are controlled to be closed, high-temperature and high-pressure refrigerant is discharged from the compressor 11, is defrosted in the external condenser 22 through the three-way valve 12, is throttled by the first throttling element 15, and then returns to the compressor 11 through the third two-way valve 17, so that the defrosting cycle is completed. When receiving the signal of defrosting, the third two-way valve 17 is controlled to be closed, the second outlet C of the three-way valve 12 is controlled to be conducted (the mode is switched from A-B to A-C), the first two-way valve 13 is opened, and the heating cycle is carried out again. The second electromagnetic valve 14 is always in a closed state during heating and defrosting, so that the low-temperature refrigerant is prevented from entering the in-vehicle evaporator 32, and the phenomenon that the temperature of the air outlet in the vehicle is reduced and the comfort in the vehicle is influenced due to the fact that the low-temperature refrigerant passes through the in-vehicle evaporator 32 is avoided. During heating and defrosting, the second two-way valve 14 is always in a closed state, and the low-temperature refrigerant is prevented from entering the in-vehicle evaporator 32 in the box 30.

Preferably, as shown in fig. 7, the second outlet B of the three-way valve 12 is connected to the interior condenser 31 via a pipe provided with the fourth two-way valve 18, and the interior condenser 31 is connected to the third three-way pipe 43 via a pipe. That is, the inlet and the outlet of the interior condenser 31 are connected through a pipe provided with the fourth two-way valve 18. Preferably, the control device further includes: a fifth control unit, configured to control, when the heating mode is entered, the fourth two-way valve 18 to be opened if it is detected that the vehicle exterior environment temperature is lower than a first predetermined temperature value and/or the system high side pressure is lower than a first predetermined pressure value and/or the system high side temperature is lower than a second predetermined temperature value; and when the temperature of the outside environment of the vehicle is detected to reach the third preset temperature value and/or the high-side pressure of the system reaches the second preset pressure value and/or the temperature of the high-side pressure of the system reaches the fourth preset temperature value, the fourth two-way valve is controlled to be closed.

The heat pump system is usually started slowly (the system parameters are represented as high-pressure side pressure and high-pressure side temperature rise slowly) at low temperature, especially after being placed at low temperature for a long time, and the air supply comfort can be met only after the heat pump system is heated by the heat pump. In this case, the heating process can be divided into a low-temperature heating start-up phase and a conventional heating mode. And when the temperature outside the vehicle is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the temperature of the high-side pressure of the system is detected to be lower than a second preset temperature value, determining to enter a low-temperature heating start stage. In this stage, the fifth control unit controls the fourth two-way valve 18 to open, thereby shielding the interior condenser 31, so that heat dissipation of the interior condenser 31 can be reduced to the maximum extent, the high-side pressure and the high-side temperature rise rapidly, and when it is detected that the exterior environment temperature reaches the third predetermined temperature value and/or the system high-side pressure reaches the second predetermined pressure value and/or the system high-side temperature reaches the fourth predetermined temperature value, the fourth two-way valve 18 is closed, it is determined that the low-temperature heating start stage is exited, the conventional heating mode is entered, the fifth control unit controls the fourth two-way valve 18 to close, and the refrigerant supplies heat to the interior through the interior condenser 31. The heating device 33 can be started in the low-temperature heating starting stage to maintain the heat supply in the vehicle.

The invention also provides a control method for the automobile air conditioning system.

When the refrigerating mode and/or the dehumidifying mode are/is entered, the first outlet B of the three-way valve 12 is controlled to be conducted, the first two-way valve is closed 13, and the second two-way valve 14 is opened; and/or when the heating mode is entered, the second outlet C of the three-way valve 12 is controlled to be conducted, the first two-way valve 13 is opened, and the second two-way valve 14 is closed; and/or when the defrosting mode is entered from the heating mode, the first outlet B of the three-way valve 12 is controlled to be conducted, the first two-way valve 13 is closed, and the second two-way valve 14 is closed.

As shown in fig. 3, when the operation mode of the air conditioning system of the vehicle is the cooling mode, the first outlet B (a-B) of the three-way valve 12 is controlled to be turned on, the first two-way valve 13 is closed, the second two-way valve 14 is opened, the refrigerant flows out from the compressor 11 through the first outlet B of the three-way valve 12, and at this time, the refrigerant directly flows into the external condenser 22 to condense and dissipate heat in the external condenser 22, and then is throttled by the first throttling device 15, the throttled low-temperature low-pressure refrigerant is evaporated and exchanged to the internal evaporator 32, and finally returns to the compressor 11 to complete the refrigeration cycle. Wherein, the first two-way valve 13 is closed, so that the system breakdown caused by the high-temperature high-pressure refrigerant entering the low-pressure side can be prevented. The flow direction of the refrigerant in the defrosting mode or the dehumidifying mode can also be shown with reference to fig. 3.

As shown in fig. 4, when the operation mode of the air conditioning system is the heating mode, the second outlet C (a-C) of the three-way valve 12 is controlled to be turned on, the first two-way valve 13 is opened, the second two-way valve 14 is closed, at this time, the refrigerant is discharged from the compressor 11, flows out of the interior condenser 31 through the second outlet C of the three-way valve 12 to condense and supply heat, is throttled by the first throttling element 15, evaporates and absorbs heat in the exterior condenser 22, then passes through the first two-way valve 13, and finally returns to the compressor 11 to complete the heating cycle. The second two-way valve 14 is closed to prevent the refrigerant from migrating to the in-vehicle evaporator 32, thereby avoiding the condition that the refrigerant is not present in the in-vehicle evaporator 32 and the system lacks the refrigerant.

Optionally, as shown in fig. 2 to 4, a check valve 16 is provided on a pipe connected between the interior condenser 31 and the third tee 43. In the cooling mode, the check valve 16 is controlled to be closed, so that the refrigerant can be prevented from migrating to the interior condenser 31, and the condition that the air conditioning system lacks the refrigerant due to the fact that the refrigerant resides in the interior condenser 31 is avoided. In the heating mode, the check valve 16 is controlled to open.

Optionally, a heating device 33 is disposed in the air duct of the air conditioning system box 30, for heating the air flowing through the heating device 33. The heating device 33 partially shields the air duct; the air duct of the box 30 is also provided with a cold/hot air door 34, and the position of the cold/hot air door 34 is controlled so that the air does not pass through the heating device 33 or passes through the heating device 33 partially or passes through the heating device 33 completely before flowing out of the box 30.

The method further comprises the steps of: in the heating mode and/or the defrosting mode, the heating device 33 is controlled to be turned on, and the air is entirely passed through the heating device 33 when the air flows out of the case 30 by controlling the opened position of the cooling and heating damper 34. As shown in fig. 2-4, the damper 34 is selectively openable to three positions D, E, F, wherein in the D position, air does not pass through the heating device 33, in the E position, air partially passes through the heating device 33, and in the F position, air completely passes through the heating device 33.

When the heating mode is adopted or the heating and defrosting are carried out, the cold and warm air door 34 is controlled to be opened at the F position, so that all air passes through the heating device 33, the air passes through the inner and outer circulating air doors 35 of the box body 30, is pulled into the air channel of the box body 30 through the fan 36, is heated through the in-car condenser 31, is further heated through the cold and warm air door 34, is sent to the outlet of the box body 30, and the treated comfortable air can reach different positions in the car according to the opening/closing of different air openings in the car.

Preferably, as shown in fig. 2-4, the windward side of the external condenser 22 is provided with an air intake grille 23, and the method further comprises: in a refrigerating mode or a heating mode, controlling the opening of the air inlet grille; and/or, in the defrosting mode, the air inlet grille 23 is controlled to be closed, so that defrosting effect can be improved and defrosting time can be shortened. The leeward side of the external condenser 22 is provided with a condensing fan 21, and further, in the defrosting mode, the condensing fan 21 is controlled to be turned off.

Preferably, as shown in fig. 6, the inlet of the compressor 11 is connected to the first throttling element 15 by a pipe provided with a third two-way valve 17. The method further comprises the steps of: when the heating mode is changed into the defrosting mode, the third two-way valve 17 is controlled to be opened; upon exiting the defrost mode, the third two-way valve 17 is controlled to close. When the defrosting mode is entered, the third two-way valve 17 is controlled to be opened, and the refrigerant throttled by the throttle element 15 is introduced into the compressor 11 (via the gas-liquid separator 61) without passing through the in-vehicle condenser 31 and the in-vehicle evaporator 32. Thus, in the defrosting mode, neither the in-vehicle condenser 31 nor the in-vehicle evaporator 32 is operated.

In the heating mode, when a defrosting signal is received, the first two-way valve 13 is controlled to be closed, the second outlet B of the three-way valve 12 is controlled to be conducted (the switching from A-C to A-B) and the third two-way valve 17 is controlled to be opened; simultaneously, the air inlet grille 23 and the condensing fan 21 are controlled to be closed, high-temperature and high-pressure refrigerant is discharged from the compressor 11, is defrosted in the external condenser 22 through the three-way valve 12, is throttled by the first throttling element 15, and then returns to the compressor 11 through the third two-way valve 17, so that the defrosting cycle is completed. When receiving the signal of defrosting, the third two-way valve 17 is controlled to be closed, the second outlet C of the three-way valve 12 is controlled to be conducted (the mode is switched from A-B to A-C), the first two-way valve 13 is opened, and the heating cycle is carried out again. The second electromagnetic valve 14 is always in a closed state during heating and defrosting, so that the low-temperature refrigerant is prevented from entering the in-vehicle evaporator 32, and the low-temperature refrigerant is prevented from passing through the in-vehicle evaporator, so that the temperature of the in-vehicle air outlet is reduced, and the in-vehicle comfort is prevented from being influenced. During heating and defrosting, the second two-way valve 14 is always in a closed state, and the low-temperature refrigerant is prevented from entering the in-vehicle evaporator 32 in the box 30.

As shown in fig. 7, the second outlet C of the three-way valve 12 is connected to the interior condenser 31 via a pipe provided with the fourth two-way valve 18, and the interior condenser 31 is connected to the third three-way pipe 43 via a pipe. That is, the inlet and the outlet of the interior condenser 31 are connected through a pipe provided with the fourth two-way valve 18. When the heating mode is entered, if the temperature of the outside environment of the vehicle is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the temperature of the high-side pressure of the system is detected to be lower than a second preset temperature value, the fourth two-way valve 18 is controlled to be opened; the fourth two-way valve 18 is controlled to close when it is detected that the vehicle exterior environment temperature reaches the third predetermined temperature value and/or that the system high side pressure reaches the second predetermined pressure value and/or that the system high side temperature reaches the fourth predetermined temperature value.

The heat pump system is usually started slowly (the system parameters are represented as high-pressure side pressure and high-pressure side temperature rise slowly) at low temperature, especially after being placed at low temperature for a long time, and the air supply comfort can be met only after the heat pump system is heated by the heat pump. In this case, the heating process can be divided into a low-temperature heating start-up phase and a conventional heating mode. And when the temperature outside the vehicle is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the temperature of the high-side pressure of the system is detected to be lower than a second preset temperature value, determining to enter a low-temperature heating start stage. At this stage, the fourth two-way valve 18 is controlled to open, thereby shielding the interior condenser 31, so that heat dissipation of the interior condenser can be reduced to the maximum extent, the high-side pressure and the high-side temperature are increased rapidly, and when it is detected that the exterior environment temperature reaches the third predetermined temperature value and/or the system high-side pressure reaches the second predetermined pressure value and/or the system high-side temperature reaches the fourth predetermined temperature value, the fourth two-way valve 18 is closed, it is determined that the low-temperature heating start stage is exited, the conventional heating mode is entered, and the refrigerant supplies heat to the interior of the vehicle through the interior condenser 31. The heating device 33 can be started in the low-temperature heating starting stage to maintain the heat supply in the vehicle.

It will be readily appreciated by those skilled in the art that the above advantageous ways can be freely combined and superimposed without conflict.

The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention. The foregoing is merely a preferred embodiment of the present invention, and it should be noted that it will be apparent to those skilled in the art that modifications and variations can be made without departing from the technical principles of the present invention, and these modifications and variations should also be regarded as the scope of the invention.

Claims

1. An automotive air conditioning system, comprising:

the system comprises a compressor, an external condenser, a first throttling element, a three-way valve, a first two-way valve, a second two-way valve, an internal condenser and an internal evaporator; the outlet of the compressor is connected with the inlet of the three-way valve; the first outlet of the three-way valve, the external condenser and the first two-way valve are connected through a first three-way pipe; the inlet of the compressor, the in-vehicle evaporator and the first two-way valve are connected through a second three-way pipe; the second outlet of the three-way valve is connected with the in-vehicle condenser; the first throttling element, the in-vehicle condenser and the second two-way valve are connected through a third three-way pipe; the first throttling element is connected with the external condenser, and the second two-way valve is connected with the internal evaporator; the in-vehicle condenser and the in-vehicle evaporator are arranged in the automobile air conditioning system box body; the interior condenser works in a heating mode and does not work in a cooling mode; the in-vehicle evaporator works in a refrigeration mode and does not work in a heating mode.

2. The vehicle air conditioning system according to claim 1, wherein a check valve is provided on a pipe connected between the interior condenser and the third tee.

3. An automotive air conditioning system according to claim 1 or 2, characterized in that the inlet of the compressor is connected to the first throttling element by a pipe provided with a third two-way valve.

4. The air conditioning system according to claim 1 or 2, wherein the second outlet of the three-way valve is connected to the line connected to the interior condenser, and the line connected to the interior condenser and the third three-way pipe is connected to each other by a line provided with a fourth two-way valve.

5. The vehicle air conditioning system according to claim 1, wherein a flash tank and a second throttling element are provided between the external condenser and the first throttling element, the second throttling element is connected with the external condenser, the second throttling element is connected with the flash tank, and the flash tank is connected with the compressor through a control valve; the control valve is a two-way valve or a check valve.

6. The vehicle air conditioning system according to claim 1, wherein the windward side of the external condenser is provided with an air intake grill.

7. The vehicle air conditioning system according to claim 1, wherein a heating device is provided in the duct of the vehicle air conditioning system housing for heating air flowing through the heating device.

8. The vehicle air conditioning system of claim 7, wherein the heating device partially shields the air duct; and a cold and hot air door is further arranged in the air duct, and the air does not pass through the heating device or partially passes through the heating device or completely passes through the heating device before flowing out of the box body by controlling the opening position of the cold and hot air door.

9. The vehicle air conditioning system of claim 1, wherein the in-vehicle condenser and in-vehicle evaporator are disposed in parallel within an air duct of the vehicle air conditioning system housing, the in-vehicle evaporator being disposed on a windward side of the air duct, the in-vehicle condenser being disposed on a leeward side of the air duct.

10. The vehicle air conditioning system of claim 1, wherein the interior condenser and interior evaporator are the same size.

11. A control device for an automotive air conditioning system according to any one of claims 1 to 10, characterized by comprising:

The first control unit is used for controlling the first outlet of the three-way valve to be conducted when the refrigerating mode and/or the dehumidifying mode is entered, the first two-way valve is closed, and the second two-way valve is opened;

and/or the number of the groups of groups,

when the heating mode is entered, the second outlet of the three-way valve is controlled to be conducted, the first two-way valve is opened, and the second two-way valve is closed;

and/or the number of the groups of groups,

when the heating mode is switched into the defrosting mode, the first outlet of the three-way valve is controlled to be conducted, the first two-way valve is closed, and the second two-way valve is closed.

12. The apparatus of claim 11, wherein a check valve is provided on a line connecting the interior condenser and the third tee;

the first control unit is further configured to: and in the refrigeration mode, the check valve is controlled to be closed, and in the heating mode, the check valve is controlled to be opened.

13. The apparatus of claim 11 or 12, wherein the windward side of the external condenser is provided with an air intake grille, the apparatus further comprising:

the second control unit is used for controlling the opening of the air inlet grille in a refrigerating mode or a heating mode; and/or, in a defrosting mode, controlling the air inlet grille to be closed.

14. The device according to claim 11, wherein a heating device is arranged in the air duct of the vehicle air conditioning system box body and is used for heating the air flowing through the heating device; the heating device partially shields the air duct; the air duct is internally provided with a cold and hot air door, and the air can flow out of the box body without passing through the heating device or partially or completely through the heating device by controlling the opening position of the cold and hot air door; the apparatus further comprises:

and the third control unit is used for controlling the heating device to be opened in a heating mode and/or a defrosting mode, and controlling the opening position of the cold and hot air door to enable air to flow out of the box body and pass through the heating device.

15. The apparatus of claim 11, wherein the inlet of the compressor is connected to the first throttling element by a pipe provided with a third two-way valve; the apparatus further comprises:

the fourth control unit is used for controlling the third two-way valve to be opened when the heating mode enters the defrosting mode; and when the defrosting mode is exited, the third two-way valve is controlled to be closed.

16. The apparatus according to claim 11, wherein a pipe line connecting the second outlet of the three-way valve and the interior condenser is connected between the pipe line connecting the interior condenser and the third three-way pipe through a pipe line provided with a fourth two-way valve; the apparatus further comprises:

The fifth control unit is used for controlling the fourth two-way valve to be opened when the heating mode is entered and if the outside environment temperature is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the high-side temperature of the system is detected to be lower than a second preset temperature value;

and when the temperature of the outside environment of the vehicle reaches a third preset temperature value and/or the high-side pressure of the system reaches a second preset pressure value and/or the temperature of the high-side pressure of the system reaches a fourth preset temperature value, controlling the fourth two-way valve to be closed.

17. A control method for an automotive air conditioning system according to any one of claims 1 to 10, characterized by comprising:

when the refrigerating mode and/or the dehumidifying mode is/are entered, the first outlet of the three-way valve is controlled to be conducted, the first two-way valve is closed, and the second two-way valve is opened;

and/or the number of the groups of groups,

18. The method of claim 17, wherein a check valve is provided on a line connecting the interior condenser and the third tee;

The method further comprises the steps of: and in the refrigeration mode, the check valve is controlled to be closed, and in the heating mode, the check valve is controlled to be opened.

19. The method of claim 17, wherein the windward side of the external condenser is provided with an air intake grille, the method further comprising:

in a refrigerating mode or a heating mode, controlling the opening of the air inlet grille;

and/or the number of the groups of groups,

and in the defrosting mode, controlling the air inlet grille to be closed.

20. The method according to any one of claims 17-19, wherein a heating device is provided in the air duct of the vehicle air conditioning system box for heating the air flowing through the heating device; the heating device partially shields the air duct; a cold and hot air door is arranged below the heating device, and the opening position of the cold and hot air door is controlled to enable air to flow out of the box body without passing through the heating device or partially or completely passing through the heating device; the method further comprises the steps of:

and in the heating mode and/or the defrosting mode, controlling the heating device to be opened, and controlling the opening position of the cold and hot air door to enable air to flow out of the box body to pass through the heating device.

21. The method of claim 17, wherein the inlet of the compressor is connected to the first throttling element by a conduit provided with a third two-way valve; the method further comprises the steps of:

when the heating mode is changed into the defrosting mode, the third two-way valve is controlled to be opened;

and when the defrosting mode is exited, the third two-way valve is controlled to be closed.

22. The method of claim 17, wherein the second outlet of the three-way valve is connected to the interior condenser via a line having a fourth two-way valve; the method further comprises the steps of:

when the heating mode is entered, if the temperature of the outside environment of the vehicle is detected to be lower than a first preset temperature value and/or the high-side pressure of the system is detected to be lower than a first preset pressure value and/or the temperature of the high-side pressure of the system is detected to be lower than a second preset temperature value, the fourth two-way valve is controlled to be opened;