CN115503427A - Automobile CO 2 Heat pump air conditioning system, control method thereof and automobile - Google Patents

Automobile CO 2 Heat pump air conditioning system, control method thereof and automobile Download PDF

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Publication number
CN115503427A
CN115503427A CN202211185473.4A CN202211185473A CN115503427A CN 115503427 A CN115503427 A CN 115503427A CN 202211185473 A CN202211185473 A CN 202211185473A CN 115503427 A CN115503427 A CN 115503427A
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CN
China
Prior art keywords
refrigerant
heat
heat exchanger
air conditioning
conditioning system
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Pending
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CN202211185473.4A
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Chinese (zh)
Inventor
尤古塔纳·贝努利
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Great Wall Motor Co Ltd
Mind Electronics Appliance Co Ltd
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Great Wall Motor Co Ltd
Mind Electronics Appliance Co Ltd
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Priority to CN202211185473.4A priority Critical patent/CN115503427A/en
Publication of CN115503427A publication Critical patent/CN115503427A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/00392—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for electric vehicles having only electric drive means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3227—Cooling devices using compression characterised by the arrangement or the type of heat exchanger, e.g. condenser, evaporator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3228—Cooling devices using compression characterised by refrigerant circuit configurations
    • B60H1/32284—Cooling devices using compression characterised by refrigerant circuit configurations comprising two or more secondary circuits, e.g. at evaporator and condenser side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
    • B60H2001/00307—Component temperature regulation using a liquid flow
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3269—Cooling devices output of a control signal
    • B60H2001/327—Cooling devices output of a control signal related to a compressing unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H2001/3286—Constructional features
    • B60H2001/3289—Additional cooling source

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

The invention provides an automobile CO 2 Heat pump air conditioning system, control method thereof and automobile, and automobile CO provided by the invention 2 A heat pump air conditioning system comprising a refrigerant circuit, a heat transfer fluid circuit, and a two-fluid heat exchanger for heat exchange between said refrigerant circuit and said heat transfer fluid circuit; the refrigerant circuit comprises a compressor, an indoor heat exchanger, an outdoor heat exchanger, an internal heat exchanger and CO which are connected through refrigerant pipelines 2 A gas-liquid separator, and the indoor heat exchanger includes a first internal heat exchanger and a second internal heat exchanger. The invention relates to an automobile CO 2 Heat pump air conditioning system for CO 2 The transcritical circulation of the refrigerant is beneficial to the popularization of the natural working medium refrigerant, and the multi-mode operation can be realized, thereby being beneficial to improving the energy utilization rate of the whole automobile and increasing the endurance of the automobile.

Description

Automobile CO 2 Heat pump air conditioning system, control method thereof and automobile
Technical Field
The invention relates to the technical field of automobile thermal management, in particular to automobile CO 2 A heat pump air conditioning system. The invention also relates to the above automotive CO 2 Control method of heat pump air conditioning system and automobile CO provided with heat pump air conditioning system 2 An automobile with a heat pump air conditioning system.
Background
The electric automobile, as one of the mainstream directions of the current automobile development, has the advantages of diversified energy utilization, silence, no pollution and the like. Compared with the traditional fuel oil automobile, the electric automobile does not utilize the waste heat of the engine, adopts a pure PTC heating mode during heating, and has the defects of low energy efficiency and high energy consumption. In order to reduce the energy consumption of the whole vehicle, the air source heat pump is taken as an important solution.
However, the conventional heat pump air conditioning system still has the following disadvantages:
1. the refrigerant of the traditional heat pump system generally adopts R134a, the heating capacity of the refrigerant at low temperature (minus-10 ℃) is low, and the heating capacity at the low temperature is low, which is determined by the physical properties of the R134a refrigerant, and the use effect of the heat pump system in the low-temperature environment can be influenced.
2.R134a refrigerant can pollute the environment during production and use. Currently, some countries have regulations on emissions from automotive air conditioning systems, and it is expected that the automotive industry will gradually cut down on the production and use of HFC's such as R134a as the relevant international convention advances.
And natural working medium CO 2 As refrigerant, it has no damage to ozone layer, low greenhouse gas effect, no toxicity, no flammability, good heat transfer performance, low flow resistance and high refrigerating output, and CO 2 Also has lower boiling point (-78.5 ℃), can be used in the environment of lower than-20 ℃, and is suitable for being applied in a heat pump air conditioning system. Thus, CO 2 The heat pump air conditioner has become the development trend of the automobile heat pump air conditioning system, and CO is adopted in research and development 2 The heat pump air conditioning system as a refrigerant is significant.
Disclosure of Invention
In view of the above, the present invention provides an automobile CO 2 Heat pump air conditioning system to provide a system using CO 2 An automotive heat pump air conditioning system as a refrigerant.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
automobile CO 2 The heat pump air conditioning system comprises a refrigerant circuit and a heat transfer fluid circuitAnd a two-fluid heat exchanger for heat exchange between said refrigerant circuit and said heat transfer fluid circuit;
the refrigerant circuit comprises a compressor, an indoor heat exchanger, an outdoor heat exchanger, an internal heat exchanger and CO which are connected through refrigerant pipelines 2 A gas-liquid separator, and the indoor heat exchanger includes a first internal heat exchanger and a second internal heat exchanger;
an outlet of the compressor is connected with an inlet of the outdoor heat exchanger through a first stop valve and is connected with an inlet of the first internal heat exchanger through a second stop valve, an outlet of the first internal heat exchanger is connected with a first one-way valve, an inlet of the second internal heat exchanger is connected with an outlet of the first one-way valve through a first expansion valve, and a refrigerant inlet in the double-fluid heat exchanger is connected with an outlet of the first one-way valve through a second expansion valve;
the outlet of the outdoor heat exchanger is connected with a third stop valve and a second one-way valve in parallel, the outlet of the second one-way valve is connected with the outlet of the first one-way valve through a first heat exchange channel in the internal heat exchanger, the outlet of the third stop valve, the outlet of the second internal heat exchanger and the refrigerant outlet in the two-fluid heat exchanger are connected with CO through a second heat exchange channel in the internal heat exchanger 2 Inlet of gas-liquid separator, said CO 2 The outlet of the gas-liquid separator is connected to the inlet of the compressor.
Further, the internal heat exchanger and the CO 2 The gas-liquid separator is integrated into an integrally designed device, and the refrigerant in the first heat exchange passage and the second heat exchange passage of the internal heat exchanger can exchange heat.
Further, an outlet of the first check valve is connected with an inlet of the outdoor heat exchanger through a third expansion valve.
Further, the heat transfer fluid circuit includes a coolant pump and a battery cell connected by a coolant line, and the coolant channels in the two-fluid heat exchanger are connected in series in the coolant line.
Further, the heat transfer fluid loop also comprises a motor electric control unit and a three-way proportional valve;
the inlet of the cooling liquid pump is connected with the cooling liquid outlet of the double-fluid heat exchanger, and the outlet of the cooling liquid pump is connected with one valve port of the three-way proportional valve;
the other two valve ports of the three-way proportional valve are respectively connected with the battery unit and the cooling liquid inlet of the motor electric control unit, and the cooling liquid outlets of the battery unit and the motor electric control unit are connected in parallel with the cooling liquid inlet of the double-fluid heat exchanger.
Compared with the prior art, the invention has the following advantages:
the invention relates to an automobile CO 2 Heat pump air conditioning system capable of providing CO by means of connection between related components in each circuit through arrangement of refrigerant circuit, heat transfer fluid circuit and two-fluid heat exchanger 2 As refrigerants, for CO 2 The heat pump air-conditioning system with the refrigerant in transcritical circulation is beneficial to popularization of natural working medium refrigerants, can realize multi-mode operation, is beneficial to improving the energy utilization rate of the whole automobile and increasing the endurance of the automobile, and has good practicability.
In addition, the invention combines an internal heat exchanger and CO 2 The gas-liquid separator is integrated into an integrally designed device, so that the occupied space of components in the system is reduced, and the system is convenient to arrange in an automobile. And the outlet of the first one-way valve is connected with the inlet of the outdoor heat exchanger through the third expansion valve, so that the system can obtain more working modes, and the using effect of the system can be prompted. The heat transfer fluid loop is further provided with the motor electric control unit and the three-way proportional valve, so that the motor electric control unit can be cooled, and meanwhile, the heat generated by the motor electric control unit can be recycled, and the reduction of the energy consumption of the system is facilitated.
Another object of the present invention is to provide an automobile CO 2 Control method of heat pump air conditioning system, and automobile CO 2 Control method of heat pump air conditioning system based on automobile CO 2 Heat pump air conditioning systemSystem, and the automobile CO 2 The heat pump air-conditioning system has a single air-conditioning refrigeration mode when the automobile CO 2 When the heat pump air-conditioning system is in the single air-conditioning refrigeration mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor, high-pressure refrigerant enters the outdoor heat exchanger through the first stop valve for heat dissipation, then the refrigerant enters the first heat exchange channel in the internal heat exchanger through the second one-way valve for heating low-pressure refrigerant in the second heat exchange channel, then the refrigerant enters the second internal heat exchanger through the first expansion valve for cooling air in the air conditioning box, then the refrigerant enters the second heat exchange channel in the internal heat exchanger for cooling high-pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through CO 2 The gas-liquid separator returns to the compressor.
Further, the automobile CO 2 The heat pump air conditioning system has a single battery refrigeration mode when the automobile CO 2 When the heat pump air-conditioning system is in the single battery refrigeration mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor, the high-pressure refrigerant enters the outdoor heat exchanger through the first stop valve for heat dissipation, then enters the first heat exchange channel in the internal heat exchanger through the second one-way valve for heating the low-pressure refrigerant in the second heat exchange channel, then enters the dual-fluid heat exchanger through the second expansion valve for cooling the heat transfer fluid in the heat transfer fluid loop, then enters the second heat exchange channel in the internal heat exchanger for cooling the high-pressure refrigerant in the first heat exchange channel, and then passes through the CO heat exchanger 2 The gas-liquid separator returns to the compressor;
in the heat transfer fluid loop, heat transfer fluid enters the battery cell through the coolant pump and the three-way proportional valve to cool the battery cell, and then the heat transfer fluid exits the battery cell into the two-fluid heat exchanger and returns to the coolant pump.
Further, the automobile CO 2 The heat pump air conditioning system has double refrigeration modes when the automobile CO 2 When the heat pump air conditioning system is in the double refrigeration mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor, the high-pressure refrigerant enters the outdoor heat exchanger through the first stop valve for heat dissipation, then enters the first heat exchange channel in the internal heat exchanger through the second one-way valve for heating the low-pressure refrigerant in the second heat exchange channel, then is divided into two paths, one path of refrigerant enters the second internal heat exchanger through the first expansion valve for cooling air in the air conditioning box, the other path of refrigerant enters the two-fluid heat exchanger through the second expansion valve for cooling the heat transfer fluid in the heat transfer fluid circuit, then the two paths of refrigerant are converged and enter the second heat exchange channel in the internal heat exchanger for cooling the high-pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through the CO heat exchanger for cooling 2 The gas-liquid separator returns to the compressor;
in the heat transfer fluid loop, heat transfer fluid enters the battery unit through the cooling fluid pump and the three-way proportional valve to cool the battery unit, and then the heat transfer fluid flows out of the battery unit to enter the two-fluid heat exchanger and then returns to the cooling fluid pump.
Further, the automobile CO 2 The heat pump air conditioning system has a heat pump mode when the vehicle CO is 2 When the heat pump air conditioning system is in the heat pump mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor, high-pressure refrigerant enters the first internal heat exchanger through the second stop valve to heat gas inside the air conditioning box, then the refrigerant enters the outdoor heat exchanger through the third expansion valve after passing through the first one-way valve to absorb heat from outside air, and then the refrigerant enters a second heat exchange channel in the internal heat exchanger through the third stop valve and passes through CO 2 The gas-liquid separator returns to the compressor.
Further, the steamVehicle CO 2 The heat pump air conditioning system has a waste heat recovery mode when the automobile CO 2 When the heat pump air conditioning system is in the waste heat recovery mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor, high-pressure refrigerant enters the first internal heat exchanger through the second stop valve to heat the gas in the air conditioning box, then the refrigerant passes through the first one-way valve, then enters the two-fluid heat exchanger through the second expansion valve, absorbs heat from the heat transfer fluid flowing through the two-fluid heat exchanger, and then the refrigerant passes through the CO from the second heat exchange channel in the internal heat exchanger 2 The gas-liquid separator returns to the compressor;
in the heat transfer fluid loop, heat transfer fluid respectively enters a battery unit and the motor electronic control unit after passing through the cooling fluid pump and the three-way proportional valve, absorbs heat of the battery unit and the motor electronic control unit, and then the heat transfer fluid is converged to enter the two-fluid heat exchanger and then returns to the cooling fluid pump.
Further, the automobile CO 2 The heat pump air conditioning system has a heat pump and waste heat recovery mode, and works as the automobile CO 2 When the heat pump air-conditioning system is in the heat pump and waste heat recovery mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor, the high-pressure refrigerant enters the first internal heat exchanger through the second stop valve to heat the gas in the air conditioning box, then the refrigerant passes through the first check valve and is divided into two paths, one path of refrigerant enters the outdoor heat exchanger through the third expansion valve to absorb heat from the outside air, and then the refrigerant enters the third stop valve; the other path of refrigerant enters the double-fluid heat exchanger through a second expansion valve, absorbs heat from the heat transfer fluid flowing through the double-fluid heat exchanger, then the two paths of refrigerant are converged into a second heat exchange channel in the internal heat exchanger and pass through CO 2 The gas-liquid separator returns to the compressor;
in the heat transfer fluid loop, heat transfer fluid respectively enters a battery unit and the motor electronic control unit after passing through the cooling fluid pump and the three-way proportional valve, absorbs heat of the battery unit and the motor electronic control unit, and then the heat transfer fluid is converged to enter the two-fluid heat exchanger and then returns to the cooling fluid pump.
Further, the automobile CO 2 The heat pump air conditioning system has a first dehumidification mode when the vehicle CO 2 When the heat pump air conditioning system is in the first dehumidification mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor, high-pressure refrigerant enters the first internal heat exchanger through the second stop valve to heat gas in the air conditioning box, then the refrigerant enters the second internal heat exchanger through the first expansion valve after passing through the first one-way valve to cool the gas in the air conditioning box, and then the refrigerant passes through a CO (carbon monoxide) channel from a second heat exchange channel in the internal heat exchanger 2 The gas-liquid separator returns to the compressor.
Further, the automobile CO 2 The heat pump air conditioning system has a second dehumidification mode when the vehicle CO is 2 When the heat pump air conditioning system is in the second dehumidification mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor, high-pressure refrigerant enters the first internal heat exchanger through the second stop valve to heat gas in the air conditioning box, then the refrigerant is divided into two paths after passing through the first one-way valve, one path of refrigerant enters the outdoor heat exchanger through the third expansion valve to absorb heat from outside air, then the refrigerant enters the third stop valve, the other path of refrigerant enters the second internal heat exchanger through the first expansion valve to cool gas in the air conditioning box, and then the two paths of refrigerant are converged and enter a second heat exchange channel in the internal heat exchanger and pass through CO 2 The gas-liquid separator returns to the compressor.
Automobile CO of the invention 2 The control method of the heat pump air conditioning system can realize the control by CO 2 As refrigerants, suitable for CO 2 Application of heat pump air conditioning system with refrigerant in transcritical circulationThe popularization of the working medium refrigerant can particularly realize multi-mode operation, meet the use requirements of different working conditions, and simultaneously contribute to improving the energy utilization rate of the whole automobile and increasing the endurance of the automobile, thereby having good practicability.
The invention also relates to a motor vehicle, in which a motor vehicle CO as described above is provided 2 A heat pump air conditioning system.
The automobile provided with the automobile CO 2 Heat pump air conditioning system capable of being realized with CO 2 The heat pump air conditioning system is applied as a refrigerant, can realize multi-mode operation, meets the use requirements of different working conditions, is favorable for improving the energy utilization rate of the whole automobile and increasing the endurance of the automobile, and has good practicability.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation of the invention. In the drawings:
FIG. 1 shows an exemplary embodiment of an automotive CO 2 The structure schematic diagram of the heat pump air conditioning system;
FIG. 2 is a schematic diagram of a system loop in a single air conditioner cooling mode according to an embodiment of the present invention;
fig. 3 is a schematic diagram illustrating changes in pressure and enthalpy of a refrigerant in a single air conditioner cooling mode according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a system loop in a cell cooling mode according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating the variation of the pressure and enthalpy of the refrigerant in the single cell cooling mode according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of the system circuit in dual cooling mode according to an embodiment of the present invention;
FIG. 7 is a schematic diagram illustrating the variation of the pressure and enthalpy of the refrigerant in the dual refrigeration mode according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of the system circuit in heat pump mode according to an embodiment of the present invention;
FIG. 9 is a schematic diagram illustrating the variation of the pressure and enthalpy of the refrigerant in the heat pump mode according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of a system loop in a waste heat recovery mode according to an embodiment of the present invention;
FIG. 11 is a schematic diagram illustrating the variation of the pressure and enthalpy of the refrigerant in the waste heat recovery mode according to an embodiment of the present invention;
FIG. 12 is a schematic diagram of a system loop in heat pump + waste heat recovery mode according to an embodiment of the present invention;
FIG. 13 is a schematic diagram illustrating the variation of the pressure and enthalpy of the refrigerant in the heat pump + heat recovery mode according to an embodiment of the present invention;
FIG. 14 is a schematic diagram of a system loop in a first dehumidification mode according to an embodiment of the present invention;
FIG. 15 is a schematic diagram illustrating changes in pressure and enthalpy of a refrigerant in a first dehumidification mode according to an embodiment of the present invention;
FIG. 16 is a schematic diagram of the system loop in the second dehumidification mode according to the embodiment of the present invention;
FIG. 17 is a schematic diagram illustrating the change in pressure and enthalpy of the refrigerant during the second dehumidification mode according to an embodiment of the present disclosure;
description of the reference numerals:
1. a compressor; 2. a first internal heat exchanger; 3. a second internal heat exchanger; 4. an outdoor heat exchanger; 5. a two-fluid heat exchanger; 6. a device; 7. a first shut-off valve; 8. a second stop valve; 9. a first check valve; 10. a first expansion valve; 11. a second expansion valve; 12. a third expansion valve; 13. a third stop valve; 14. a second one-way valve; 15. an internal heat exchanger; 16. a gas-liquid separator; 17. a coolant pump; 18. a three-way proportional valve; 19. a battery cell; 20. a motor electronic control unit;
21-28, a communication point.
Detailed Description
It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
In the description of the present invention, it should be noted that if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are used based on the orientation or positional relationship shown in the drawings, they are only for convenience of description and simplification of the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the appearances of the terms first, second, etc. in this specification are not necessarily all referring to the same item, but are instead intended to cover the same item.
In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection may be fixed, detachable, or integrated; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. To those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in conjunction with specific situations.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
The embodiment relates to an automobile CO 2 A heat pump air conditioning system, shown in connection with fig. 1, comprises a refrigerant circuit, a heat transfer fluid circuit, and a two-fluid heat exchanger 5 for heat exchange between the refrigerant circuit and the heat transfer fluid circuit.
Wherein the refrigerant circuit of the present embodiment comprises a compressor 1, an indoor heat exchanger, an outdoor heat exchanger 4, an internal heat exchanger 15, and CO connected by refrigerant lines 2 A gas-liquid separator 16, and the above-described indoor heat exchanger specifically includes a first internal heat exchanger 2 and a second internal heat exchanger 3.
Specifically, the outlet of the compressor 1 is connected to a first stop valve 7 and a second stop valve 8 through a communication point 21, the first stop valve 7 is connected to the inlet of the outdoor heat exchanger 4, and the second stop valve 8 is connected to the inlet of the first internal heat exchanger 2. The outlet of the first internal heat exchanger 2 is connected to a first check valve 9, the first check valve 9 is connected to a communication point 22, the inlet of the second internal heat exchanger 3 is connected to a first expansion valve 10, the first expansion valve 10 is connected to a communication point 26, the refrigerant inlet in the two-fluid heat exchanger 5 is connected to a second expansion valve 11, and the second expansion valve 11 is connected to a communication point 27. Thereby, the inlet of the second internal heat exchanger 3 is connected to the outlet of the first check valve 9 through the first expansion valve 10, and the refrigerant inlet in the two-fluid heat exchanger 5 is connected to the outlet of the first check valve 9 through the second expansion valve 11, by the connection between the above-mentioned communication points 22, 26, 27.
Further, the outlets of the outdoor heat exchanger 4 are connected to the third cut-off valve 13 and the second check valve 14, respectively, through communication points 24. The outlet of the second non return valve 14 is connected to a first heat exchanging channel in the inner heat exchanger 15, which is connected to the communication point 27 and thereby also connects the first heat exchanging channel in the inner heat exchanger 15 to the outlet of the first non return valve 9.
In addition, and the outlet of the second inner heat exchanger 3 is connected to the refrigerant outlet in the two-fluid heat exchanger 5 to a communication point 28, the communication point 28 is connected to the outlet of the third stop valve 13 at a communication point 25, and the communication point 25 is connected to a second heat exchange channel in the inner heat exchanger 15, which is further connected to the CO 2 An inlet of the gas-liquid separator 16. Whereby the outlet of the third shut-off valve 13, the outlet of the second internal heat exchanger 3, and the refrigerant outlet in the two-fluid heat exchanger 5 are connected to the CO through the second heat exchange channel in the internal heat exchanger 15 2 An inlet of the gas-liquid separator 16.
In this example, CO 2 The outlet of the gas-liquid separator 16 is connected to the inlet of the compressor 1. Furthermore, as a preferred embodiment, still referring to FIG. 1, the present embodiment combines an internal heat exchanger 15 and a CO 2 The gas-liquid separator 16 is integrated into the integrally designed device 6, while the refrigerant in the first heat exchange passage and the second heat exchange passage of the internal heat exchanger 15 can be heat-exchanged. And the internal heat exchanger 15 and CO 2 The integrated design of the gas-liquid separator 16 can be referred to as a modular integrated design in existing automotive air conditioning systems by appropriate mounting or connecting components to connect the internal heat exchanger 15 with the CO 2 The gas-liquid separator 16 may be provided as an integrated unit 6.
In this embodiment, as shown in fig. 1, the outlet of the first check valve 9 is also connected to the inlet of the outdoor heat exchanger 4 through a third expansion valve 12, and the third expansion valve 12 is located between the communication point 22 and the communication point 23.
The heat transfer fluid circuit in the present embodiment specifically includes a coolant pump 17 and a battery unit 19 connected by a coolant line, and the coolant passages in the two-fluid heat exchanger 5 are connected in series in the coolant line.
Based on the above configuration of the heat transfer fluid circuit, as a preferred embodiment, the heat transfer fluid circuit of the present embodiment further includes an electric motor control unit 20 and a three-way proportional valve 18, and at this time, the inlet of the coolant pump 17 is connected to the coolant outlet of the two-fluid heat exchanger 5, and the outlet of the coolant pump 17 is connected to one of the valve ports of the three-way proportional valve 18. The other two valve ports of the three-way proportional valve 18 are respectively connected with the cooling liquid inlets of the battery unit 19 and the motor electronic control unit 20, and the cooling liquid outlets of the battery unit 19 and the motor electronic control unit 20 are connected in parallel with the cooling liquid inlet of the two-fluid heat exchanger 5.
It should be noted that, in implementation, the first stop valve 7, the second stop valve 8, and the fourth stop valve 13 of the present embodiment may specifically adopt electrically controlled stop valves. Based on the automotive CO as described above 2 When the heat pump air conditioning system is implemented, a control method thereof is specifically described as follows.
Referring to FIG. 2, the car CO of the present embodiment 2 The heat pump air-conditioning system has a single air-conditioning refrigeration mode, and works as a car CO 2 When the heat pump air-conditioning system is in a single air-conditioning refrigeration mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor 1, the high-pressure refrigerant enters the outdoor heat exchanger 4 through the first stop valve 7 for heat dissipation, then the refrigerant enters the first heat exchange channel in the internal heat exchanger 15 through the second one-way valve 14 for heating the low-pressure refrigerant in the second heat exchange channel, and then the refrigerant passes through the first expansion valveThe expansion valve 10 enters the second internal heat exchanger 3 to cool the air in the air conditioning box, the refrigerant then enters the second heat exchange channel in the internal heat exchanger 15 to cool the high pressure refrigerant in the first heat exchange channel, and the refrigerant then passes through the CO 2 The gas-liquid separator 16 returns to the compressor 1.
In this single air conditioning cooling mode, the change in pressure and enthalpy experienced by the refrigerant fluid is illustrated in fig. 3, where curve X represents the refrigerant fluid saturated condition.
The refrigerant fluid entering the compressor 1 is in a vapor phase and as it passes through the compressor 1, it undergoes compression as indicated by arrow 101, where it is in a supercritical high pressure state, and then enters the outdoor heat exchanger 4 in a supercritical high pressure state and transfers enthalpy to the outside air stream as indicated by arrow 401. The refrigerant flowing out of the outdoor heat exchanger 4 is in a supercritical state, and then the refrigerant fluid enters the high pressure side in the interior heat exchanger 15, i.e., the first heat exchange passage in the interior heat exchanger 15, and loses enthalpy therein, as indicated by arrow 60a, which is transferred to the low pressure refrigerant fluid, as indicated by arrow 60 b.
The high pressure refrigerant then passes through the first expansion valve 10, and the high pressure refrigerant fluid undergoes an isenthalpic pressure drop indicated by arrow 1001 and crosses the saturation curve X, which causes it to switch to a mixture of gas and liquid state and to a low pressure state. The low pressure refrigerant fluid then passes through the second internal heat exchanger 3 where it gains enthalpy, as indicated by 301, while cooling the internal air stream. The low pressure refrigerant fluid then passes through the low pressure side of the inner heat exchanger 15, i.e. the second heat exchange path of the inner heat exchanger 15, and there acquires enthalpy from the high pressure refrigerant fluid as indicated by arrow 60b and crosses the saturation curve X, which causes it to switch to the gas phase state, and finally the low pressure refrigerant fluid returns to the compressor 1.
Referring to FIG. 4, the car CO of the present embodiment 2 The heat pump air conditioning system has a single battery refrigeration mode when the CO of the automobile 2 When the heat pump air-conditioning system is in a single battery refrigeration mode:
in-process of productionIn the refrigerant loop, after a refrigerant is compressed by a compressor 1, a high-pressure refrigerant enters an outdoor heat exchanger 4 through a first stop valve 7 for heat dissipation, then enters a first heat exchange channel in an internal heat exchanger 15 through a second one-way valve 14 for heating a low-pressure refrigerant in a second heat exchange channel, then enters a double-fluid heat exchanger 5 through a second expansion valve 11 for cooling a heat transfer fluid in a heat transfer fluid loop, then enters a second heat exchange channel in the internal heat exchanger 15 for cooling the high-pressure refrigerant in the first heat exchange channel, and then passes through CO 2 The gas-liquid separator 16 returns to the compressor 1;
in the heat transfer fluid circuit, the heat transfer fluid enters the battery cell 19 via the coolant pump 17 and the three-way proportional valve 18, cools the battery cell 19, and then the heat transfer fluid exits the battery cell 19 into the two-fluid heat exchanger 5 and returns to the coolant pump 17.
In the single-cell cooling mode, fig. 5 shows the changes in pressure and enthalpy experienced by the refrigerant fluid, with curve X representing the refrigerant fluid saturated state.
The refrigerant fluid entering the compressor 1 is in a vapor phase and as it passes through the compressor 1, the refrigerant fluid undergoes compression as indicated by arrows 101, when the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in a supercritical high pressure state then enters the outdoor heat exchanger 4 and transfers enthalpy into the outside air stream, as indicated by arrows 401. The refrigerant flowing out of the outdoor heat exchanger 4 is in a supercritical state, and then the refrigerant fluid enters the high pressure side in the interior heat exchanger 15 and loses enthalpy therein as indicated by arrow 60a, which is transferred to the low pressure refrigerant fluid as indicated by arrow 60 b.
Then, the high-pressure refrigerant passes through the second expansion valve 11, and the high-pressure refrigerant fluid undergoes an isenthalpic pressure drop shown by an arrow 1101 and passes through a saturation curve X, which causes it to be switched to a mixture state of gas and liquid and to be in a low-pressure state. The low pressure refrigerant fluid then passes through the two-fluid heat exchanger 5 where it gains enthalpy, as shown at 501, while cooling the heat transfer fluid flowing through the battery cells 19. The low pressure refrigerant fluid then passes through the low pressure side of the interior heat exchanger 15 where it acquires enthalpy from the high pressure refrigerant fluid as shown by arrow 60b and crosses the saturation curve X, which causes it to switch to a gaseous state. Finally, the low-pressure refrigerant fluid returns to the compressor 1.
Referring to FIG. 6, the car CO of the present embodiment 2 The heat pump air conditioning system has double refrigeration modes, and works as a car CO 2 When the heat pump air-conditioning system is in a double-refrigeration mode:
in a refrigerant loop, after a refrigerant is compressed by a compressor 1, a high-pressure refrigerant enters an outdoor heat exchanger 4 through a first stop valve 7 for heat dissipation, then enters a first heat exchange channel in an internal heat exchanger 15 through a second one-way valve 14 for heating a low-pressure refrigerant in a second heat exchange channel, then the refrigerant is divided into two paths, one path of the refrigerant enters a second internal heat exchanger 3 through a first expansion valve 10 for cooling air in an air conditioning box, the other path of the refrigerant enters a two-fluid heat exchanger 5 through a second expansion valve 11 for cooling heat transfer fluid in a heat transfer fluid loop, then the two paths of the refrigerant are converged into the second heat exchange channel in the internal heat exchanger 15 for cooling the high-pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through CO (carbon monoxide) 2 The gas-liquid separator 16 returns to the compressor 1;
in the heat transfer fluid circuit, the heat transfer fluid enters the battery cell 19 through the coolant pump 17 and the three-way proportional valve 18 to cool the battery cell 19, and then the heat transfer fluid exits the battery cell 19 into the two-fluid heat exchanger 5 and returns to the coolant pump 17.
In the dual refrigeration mode, fig. 7 shows the changes in pressure and enthalpy experienced by the refrigerant fluid, with curve X representing the refrigerant fluid saturation condition.
The refrigerant fluid entering the compressor 1 is in a vapor phase and as it passes through the compressor 1, the refrigerant fluid undergoes compression as indicated by arrows 101, when the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in a supercritical high pressure state then enters the outdoor heat exchanger 4 and transfers enthalpy into the outside air stream, as indicated by arrows 401. The refrigerant flowing out of the outdoor heat exchanger 4 is in a supercritical state, and then the refrigerant fluid enters the high pressure side in the interior heat exchanger 15 and loses enthalpy therein as indicated by arrow 60a, which is transferred to the low pressure refrigerant fluid as indicated by arrow 60 b.
Then, the high pressure refrigerant is divided into 2 branches, which pass through the first expansion valve 10 and the second expansion valve 11, respectively, and the high pressure refrigerant fluid undergoes an isenthalpic pressure drop indicated by an arrow 1001 and passes through a saturation curve X, which causes it to be switched to a mixture state of gas and liquid and to be in a low pressure state. The low-pressure refrigerant fluid then passes through the second internal heat exchanger 3, respectively the two-fluid heat exchanger 5, and acquires enthalpy there, as indicated by 301 and 501, respectively, while cooling the internal air flow and the heat transfer fluid flowing through the battery unit 19. The low pressure refrigerant fluid then passes through the low pressure side of the interior heat exchanger 15 where it acquires enthalpy from the high pressure refrigerant fluid as shown by arrow 60b and crosses the saturation curve X, which causes it to switch to a gaseous state. The low pressure refrigerant fluid then returns to the compressor 1.
Referring to FIG. 8, the car CO of the present embodiment 2 The heat pump air conditioning system has a heat pump mode when the CO of the automobile 2 When the heat pump air-conditioning system is in a heat pump mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor 1, the high-pressure refrigerant enters the first internal heat exchanger 2 through the second stop valve 8 to heat the air inside the air conditioning box, then the refrigerant passes through the first one-way valve 9, then enters the outdoor heat exchanger 4 through the third expansion valve 12 to absorb heat from the outside air, and then the refrigerant passes through the third stop valve 13, enters the second heat exchange channel in the internal heat exchanger 15, passes through the CO 2 The gas-liquid separator 16 returns to the compressor 1.
In this heat pump mode, fig. 9 shows the variation in pressure and enthalpy undergone by the refrigerant fluid, curve X representing the refrigerant fluid saturation state.
The refrigerant fluid entering the compressor 1 is in a vapor phase and as it passes through the compressor 1, the refrigerant fluid undergoes compression as indicated by arrows 101, when the refrigerant fluid is in a supercritical high pressure state. Then, the refrigerant fluid in the supercritical high-pressure state enters the first internal heat exchanger 2 and transfers the enthalpy into the internal air flow as indicated by the arrow 201, at which time the refrigerant fluid loses the enthalpy while maintaining a constant pressure, and the refrigerant fluid is in the supercritical high-pressure state.
The refrigerant fluid then passes through the third expansion valve 12, which undergoes an isenthalpic pressure drop, indicated by arrow 1201, which results in a mixture of gas and liquid, and passes through the saturation curve X, where the refrigerant fluid is still a mixture of gas and liquid, at a low pressure. The low pressure refrigerant then passes through the outdoor heat exchanger 4 and absorbs heat from the outside air stream flowing through the outdoor heat exchanger 4 to obtain enthalpy, with the refrigerant in a two-phase state, as indicated by arrows 401. Then, it passes through the third stop valve 13 and the low-pressure side and gas-liquid separator 16 in the internal heat exchanger 15, as indicated by arrow 60b, and it causes only the refrigerant fluid in the gas phase to flow out of the gas-liquid separator 16. Eventually, the refrigerant fluid in the gas phase returns to the compressor 1.
Referring to FIG. 10, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a waste heat recovery mode and works as an automobile CO 2 When the heat pump air-conditioning system is in a waste heat recovery mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor 1, the high-pressure refrigerant enters the first internal heat exchanger 2 through the second stop valve 8 to heat the gas in the air conditioning box, then the refrigerant passes through the first one-way valve 9, then enters the two-fluid heat exchanger 5 through the second expansion valve 11, absorbs heat from the heat transfer fluid flowing through the two-fluid heat exchanger 5, and then the refrigerant passes through the CO from the second heat exchange channel in the internal heat exchanger 15 through the CO 2 The gas-liquid separator 16 returns to the compressor 1;
in the heat transfer fluid loop, the heat transfer fluid passes through a cooling fluid pump 17 and a three-way proportional valve 18 and then respectively enters a battery unit 19 and a motor electronic control unit 20, absorbs the heat of the battery unit 19 and the motor electronic control unit 20, and then the heat transfer fluid is converged into a two-fluid heat exchanger 5 and then returns to the cooling fluid pump 17.
In this waste heat recovery mode, fig. 11 shows the changes in pressure and enthalpy experienced by the refrigerant fluid, with curve X representing the refrigerant fluid saturated condition.
The refrigerant fluid entering the compressor 1 is in a vapor phase and as it passes through the compressor 1, the refrigerant fluid undergoes compression, as indicated by arrows 101, when the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in a supercritical high pressure state then enters the first internal heat exchanger 2 and transfers enthalpy into the internal air stream, as indicated by arrow 201, where the refrigerant fluid loses enthalpy while maintaining a constant pressure. The reduced enthalpy refrigerant fluid passes through the second expansion valve 11 and undergoes an isenthalpic pressure drop indicated by arrow 1101, which results in it being a mixture of gas and liquid and passing through the saturation curve X, where it is still a mixture of gas and liquid and its pressure is at a low pressure.
The low pressure refrigerant then passes through the two-fluid heat exchanger 5 and gains enthalpy by absorbing heat from the heat transfer fluid flowing through the two-fluid heat exchanger 5, with the refrigerant in a two-phase state, as indicated by arrows 501. Then, the refrigerant enters the low-pressure side of the internal heat exchanger 15 and the gas-liquid separator 16, and only the refrigerant fluid in the gas phase flows out of the gas-liquid separator 16 as indicated by an arrow 60 b. Eventually, the refrigerant fluid in the gas phase returns to the compressor 1.
Referring to FIG. 12, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a heat pump and waste heat recovery mode, and works as an automobile CO 2 When the heat pump air-conditioning system is in a heat pump and waste heat recovery mode:
in the refrigerant loop, after a refrigerant is compressed by a compressor 1, a high-pressure refrigerant enters a first internal heat exchanger 2 through a second stop valve 8 to heat gas inside the air conditioning box, then the refrigerant is divided into two paths after passing through a first one-way valve 9, one path of refrigerant enters an outdoor heat exchanger 4 through a third expansion valve 12 to absorb heat from outside air, and then the refrigerant enters a third stop valve 13; the other refrigerant enters the two-fluid heat exchanger 5 through the second expansion valve 11, absorbs heat from the heat transfer fluid flowing through the two-fluid heat exchanger 5, and then the two refrigerants are converged into the second heat exchange channel in the internal heat exchanger 15 and then pass through the CO 2 The gas-liquid separator 16 returns to the compressor 1;
in the heat transfer fluid loop, the heat transfer fluid passes through a cooling fluid pump 17 and a three-way proportional valve 18 and then respectively enters a battery unit 19 and a motor electronic control unit 20, absorbs the heat of the battery unit 19 and the motor electronic control unit 20, and then the heat transfer fluid is converged into a two-fluid heat exchanger 5 and then returns to the cooling fluid pump 17.
In this heat pump + waste heat recovery mode, fig. 13 shows the changes in pressure and enthalpy experienced by the refrigerant fluid, with curve X representing the refrigerant fluid saturated state.
The refrigerant fluid entering the compressor 1 is in a vapor phase state and as it passes through the compressor 1, the refrigerant fluid undergoes compression as indicated by arrows 101, where the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid, which is in a supercritical high-pressure state, then enters the first internal heat exchanger 2 and transfers enthalpy into the internal air stream, as indicated by arrow 201, where the refrigerant fluid loses enthalpy while maintaining a constant pressure. The high pressure refrigerant fluid having the lowered enthalpy is divided into 2 branches, which pass through the second expansion valve 11 and the third expansion valve 12, respectively, and undergoes an isenthalpic pressure drop indicated by an arrow 1101 and passes through the saturation curve X, which causes it to be switched to a mixture state of gas and liquid and to be in a low pressure state.
The low pressure refrigerant fluid then passes through the two-fluid heat exchanger 5, the outdoor heat exchanger 4, respectively, and obtains enthalpy therefrom, as shown at 501 and 401, respectively, while obtaining enthalpy by absorbing heat from the outside air stream flowing through the outdoor heat exchanger 4 and the heat transfer fluid flowing through the two-fluid heat exchanger 5. The refrigerant at this time is in a two-phase state, and then enters the low-pressure side and the gas-liquid separator 16 in the internal heat exchanger 15, and only the refrigerant fluid in a gas phase is caused to flow out of the gas-liquid separator 16 as indicated by an arrow 60 b. Eventually, the refrigerant fluid in the gas phase returns to the compressor 1.
Referring to FIG. 14, the car CO of the present embodiment 2 The heat pump air conditioning system has a first dehumidification mode when the CO of the automobile 2 When the heat pump air conditioning system is in the first dehumidification mode:
in-process of productionIn the refrigerant loop, after the refrigerant is compressed by the compressor 1, the high-pressure refrigerant enters the first internal heat exchanger 2 through the second stop valve 8 to heat the gas inside the air-conditioning box, then the refrigerant passes through the first one-way valve 9 and then enters the second internal heat exchanger 3 through the first expansion valve 10 to cool the gas inside the air-conditioning box, and then the refrigerant passes through the CO from the second heat exchange channel in the internal heat exchanger 15 2 The gas-liquid separator 16 returns to the compressor 1.
In this first dehumidification mode, fig. 15 shows the variation of pressure and enthalpy undergone by the refrigerant fluid, curve X representing the refrigerant fluid saturation condition.
The refrigerant fluid entering the compressor 1 is in a vapor phase state and as it passes through the compressor 1, the refrigerant fluid undergoes compression as indicated by arrows 101, where the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in a supercritical high pressure state then enters the first internal heat exchanger 2 and transfers enthalpy into the internal air stream, as indicated by arrow 201, where the refrigerant fluid loses enthalpy while maintaining a constant pressure. The reduced enthalpy refrigerant fluid passes through the first expansion valve 10 and undergoes an isenthalpic pressure drop, indicated by arrow 1001, which causes it to become a mixture of gas and liquid and to traverse the saturation curve X, while still being a mixture of gas and liquid at a low pressure.
The low pressure refrigerant then passes through the second internal heat exchanger 3 and absorbs heat from the air stream flowing through the second internal heat exchanger 3 to obtain enthalpy, with the refrigerant in a two-phase state, as indicated by arrow 301. Then, the refrigerant enters the low-pressure side of the internal heat exchanger 15 and the gas-liquid separator 16, and only the refrigerant fluid in the gas phase flows out of the gas-liquid separator 16 as indicated by an arrow 60 b. Eventually, the refrigerant fluid in the gas phase returns to the compressor 1.
Referring to FIG. 16, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a second dehumidification mode when the CO of the automobile 2 When the heat pump air conditioning system is in the second dehumidification mode:
in the refrigerant circuit, the refrigerant is compressed by the compressor 1 and then is refrigerated at high pressureThe refrigerant enters the first internal heat exchanger 2 through the second stop valve 8 to heat the air in the air-conditioning box, then the refrigerant is divided into two paths after passing through the first one-way valve 9, one path of refrigerant enters the outdoor heat exchanger 4 through the third expansion valve 12 to absorb heat from the outside air, then the refrigerant enters the third stop valve 13, the other path of refrigerant enters the second internal heat exchanger 3 through the first expansion valve 10 to cool the air in the air-conditioning box, and then the two paths of refrigerant are converged and enter the second heat exchange channel in the internal heat exchanger 15 and then pass through CO 2 The gas-liquid separator 16 returns to the compressor 1.
In this second dehumidification mode, fig. 17 shows the variation of pressure and enthalpy undergone by the refrigerant fluid, curve X representing the refrigerant fluid saturation condition.
The refrigerant fluid entering the compressor 1 is in a vapor phase and as it passes through the compressor 1, the refrigerant fluid undergoes compression, as indicated by arrows 101, when the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in a supercritical high pressure state then enters the first internal heat exchanger 2 and transfers enthalpy into the internal air stream, as indicated by arrow 201. At this time, the refrigerant fluid loses enthalpy while maintaining a constant pressure, the high pressure refrigerant fluid having a decreased enthalpy is divided into 2 branches, and passes through the first expansion valve 10 and the third expansion valve 12, respectively, and the high pressure refrigerant fluid undergoes an isenthalpic pressure drop indicated by an arrow 1001 and passes through a saturation curve X, which causes it to be switched to a mixture state of gas and liquid and to be in a low pressure state.
Then, the low-pressure refrigerant fluid passes through the second inner heat exchanger 3 and the outdoor heat exchanger 4, respectively, and obtains enthalpy therein as shown by 301 and 401, respectively, while obtaining enthalpy by absorbing heat from the inside air stream flowing through the second inner heat exchanger 3 and the outside air stream flowing through the outdoor heat exchanger 4. At this time, the refrigerant is in a two-phase state, and then enters the low-pressure side in the internal heat exchanger 15 and the gas-liquid separator 16, and only the refrigerant fluid in a gas phase is made to flow out from the gas-liquid separator 16 as indicated by an arrow 60b, and finally, the refrigerant fluid in a gas phase returns to the compressor 1.
Automobile CO of the embodiment 2 Heat pump air conditionerA tuning system and method of controlling the same, capable of providing CO by providing a refrigerant circuit, a heat transfer fluid circuit, and a two-fluid heat exchanger, with connections between associated components in each circuit 2 As refrigerants, for CO 2 The refrigerant transcritical circulating heat pump air conditioning system is favorable for popularization of natural working medium refrigerants, can realize multi-mode operation, is favorable for improving the energy utilization rate of the whole automobile and increasing the endurance of the automobile, and has good practicability.
Finally, the exemplary embodiment also relates to a motor vehicle in which the above-described motor vehicle CO is provided 2 A heat pump air conditioning system.
The automobile of the embodiment is provided with the automobile CO 2 Heat pump air conditioning system capable of using CO 2 The heat pump air conditioning system serving as a refrigerant is applied, multi-mode operation can be realized, the use requirements under different working conditions are met, the improvement of the energy utilization rate of the whole automobile is facilitated, the endurance of the automobile is increased, and the practicability is good.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (14)

1. Automobile CO 2 The heat pump air conditioning system is characterized in that:
comprising a refrigerant circuit, a heat transfer fluid circuit, and a two-fluid heat exchanger (5) for heat exchange between said refrigerant circuit and said heat transfer fluid circuit;
the refrigerant circuit comprises a compressor (1), an indoor heat exchanger, an outdoor heat exchanger (4), an internal heat exchanger (15) and CO connected by refrigerant lines 2 A gas-liquid separator (16), and the indoor heat exchanger comprises a first internal heat exchanger (2) and a second internal heat exchanger (3);
the outlet of the compressor (1) is connected with the inlet of the outdoor heat exchanger (4) through a first stop valve (7), and is connected with the inlet of the first internal heat exchanger (2) through a second stop valve (8), the outlet of the first internal heat exchanger (2) is connected with a first one-way valve (9), the inlet of the second internal heat exchanger (3) is connected with the outlet of the first one-way valve (9) through a first expansion valve (10), and the refrigerant inlet of the two-fluid heat exchanger (5) is connected with the outlet of the first one-way valve (9) through a second expansion valve (11);
the outlet of the outdoor heat exchanger (4) is connected with a third stop valve (13) and a second check valve (14) in parallel, the outlet of the second check valve (14) is connected with the outlet of the first check valve (9) through a first heat exchange channel in the internal heat exchanger (15), the outlet of the third stop valve (13), the outlet of the second internal heat exchanger (3) and the refrigerant outlet in the two-fluid heat exchanger (5) are connected with CO through a second heat exchange channel in the internal heat exchanger (15) 2 Inlet of gas-liquid separator (16), said CO 2 The outlet of the gas-liquid separator (16) is connected to the inlet of the compressor (1).
2. The automotive CO of claim 1 2 The heat pump air conditioning system is characterized in that:
the internal heat exchanger (15) and the CO 2 The gas-liquid separator (16) is integrated into an integrally designed device (6), and the refrigerant in the first heat exchange passage and the second heat exchange passage of the internal heat exchanger (15) can exchange heat.
3. Automotive CO according to claim 1 or 2 2 The heat pump air conditioning system is characterized in that:
an outlet of the first one-way valve (9) is connected with an inlet of the outdoor heat exchanger (4) through a third expansion valve (12).
4. Automotive CO according to claim 3 2 The heat pump air conditioning system is characterized in that:
the heat transfer fluid circuit comprises a coolant pump (17) and a battery unit (19) connected by a coolant line in which the coolant channels in the two-fluid heat exchanger (5) are connected in series.
5. The automotive CO of claim 4 2 The heat pump air conditioning system is characterized in that:
the heat transfer fluid circuit further comprises a motor electronic control unit (20) and a three-way proportional valve (18);
the inlet of the cooling liquid pump (17) is connected with the cooling liquid outlet of the two-fluid heat exchanger (5), and the outlet of the cooling liquid pump (17) is connected with one valve port of the three-way proportional valve (18);
the other two valve ports of the three-way proportional valve (18) are respectively connected with the cooling liquid inlets of the battery unit (19) and the motor electric control unit (20), and the cooling liquid outlets of the battery unit (19) and the motor electric control unit (20) are connected in parallel with the cooling liquid inlet of the two-fluid heat exchanger (5).
6. Automobile CO 2 The control method of the heat pump air conditioning system is characterized in that:
the automobile CO 2 Control method of heat pump air conditioning system based on the automobile CO of claim 5 2 Heat pump air conditioning system, and the automobile CO 2 The heat pump air-conditioning system has a single air-conditioning refrigeration mode when the automobile CO 2 When the heat pump air-conditioning system is in the single air-conditioning refrigeration mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the outdoor heat exchanger (4) through the first stop valve (7) for heat dissipation, then the refrigerant enters a first heat exchange channel in the internal heat exchanger (15) through the second one-way valve (14) for heating the low-pressure refrigerant in a second heat exchange channel, then the refrigerant enters the second internal heat exchanger (3) through the first expansion valve (10) for cooling air in the air conditioning box, then the refrigerant enters a second heat exchange channel in the internal heat exchanger (15) for cooling the high-pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through CO 2 The gas-liquid separator (16) returns to the compressor (1).
7. Automotive CO according to claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
the automobile CO 2 The heat pump air conditioning system has a single-cell refrigeration mode when the automobile CO 2 When the heat pump air-conditioning system is in the single battery refrigeration mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the outdoor heat exchanger (4) through the first stop valve (7) for heat dissipation, then the refrigerant enters a first heat exchange channel in the internal heat exchanger (15) through the second one-way valve (14) for heating the low-pressure refrigerant in a second heat exchange channel, then the refrigerant enters the two-fluid heat exchanger (5) through the second expansion valve (11) for cooling the heat transfer fluid in the heat transfer fluid circuit, then the refrigerant enters a second heat exchange channel in the internal heat exchanger (15) for cooling the high-pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through the CO heat exchanger (5) 2 The gas-liquid separator (16) returns to the compressor (1);
in the heat transfer fluid circuit, heat transfer fluid enters the battery cell (19) through the coolant pump (17) and the three-way proportional valve (18), cools the battery cell (19), and then exits the battery cell (19) into the two-fluid heat exchanger (5) and returns to the coolant pump (17).
8. The automotive CO of claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
the automobile CO 2 The heat pump air conditioning system has double refrigeration modes when the automobile CO 2 When the heat pump air-conditioning system is in the double-refrigeration mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the outdoor heat exchanger (4) through the first stop valve (7) for heat dissipation, and then enters a first heat exchange channel in the internal heat exchanger (15) through the second one-way valve (14) for heat exchange in a second heat exchange channelThe low-pressure refrigerant is heated, then the refrigerant is divided into two paths, one path of refrigerant enters the second internal heat exchanger (3) through the first expansion valve (10) to cool air in the air conditioning box, the other path of refrigerant enters the double-fluid heat exchanger (5) through the second expansion valve (11) to cool the heat transfer fluid in the heat transfer fluid loop, then the two paths of refrigerant are converged and enter the second heat exchange channel in the internal heat exchanger (15) to cool the high-pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through CO 2 The gas-liquid separator (16) returns to the compressor (1);
in the heat transfer fluid circuit, heat transfer fluid enters the battery unit (19) through the coolant pump (17) and the three-way proportional valve (18), cools the battery unit (19), and then flows out of the battery unit (19) into the two-fluid heat exchanger (5) and then returns to the coolant pump (17).
9. The automotive CO of claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
the automobile CO 2 The heat pump air conditioning system has a heat pump mode when the vehicle CO is 2 When the heat pump air conditioning system is in the heat pump mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the first internal heat exchanger (2) through the second stop valve (8) to heat the air in the air conditioning box, then the refrigerant passes through the first check valve (9), then the refrigerant enters the outdoor heat exchanger (4) through the third expansion valve (12) to absorb heat from the outside air, then the refrigerant enters the second heat exchange channel in the internal heat exchanger (15) through the third stop valve (13), and then the refrigerant passes through CO 2 The gas-liquid separator (16) returns to the compressor (1).
10. The automotive CO of claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
CO of the automobile 2 The heat pump air conditioning system has waste heatRecovery mode when the car CO 2 When the heat pump air conditioning system is in the waste heat recovery mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the first internal heat exchanger (2) through the second stop valve (8) to heat the gas in the air conditioning box, then the refrigerant passes through the first check valve (9), then enters the two-fluid heat exchanger (5) through the second expansion valve (11), absorbs heat from the heat transfer fluid flowing through the two-fluid heat exchanger (5), and then the refrigerant passes through the CO from the second heat exchange channel in the internal heat exchanger (15) through the CO 2 The gas-liquid separator (16) returns to the compressor (1);
in the heat transfer fluid loop, heat transfer fluid respectively enters a battery unit (19) and the motor electronic control unit (20) after passing through the cooling fluid pump (17) and the three-way proportional valve (18), absorbs heat of the battery unit (19) and the motor electronic control unit (20), and then is merged into the two-fluid heat exchanger (5) and then returns to the cooling fluid pump (17).
11. Automotive CO according to claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
the automobile CO 2 The heat pump air conditioning system has a heat pump and waste heat recovery mode, and works as the automobile CO 2 When the heat pump air-conditioning system is in the heat pump and waste heat recovery mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the first internal heat exchanger (2) through the second stop valve (8) to heat the gas in the air conditioning box, then the refrigerant is divided into two paths after passing through the first check valve (9), one path of refrigerant enters the outdoor heat exchanger (4) through the third expansion valve (12) to absorb heat from the outside air, and then the refrigerant enters the third stop valve (13); the other path of refrigerant enters the two-fluid heat exchanger (5) through a second expansion valve (11) and absorbs heat from the heat transfer fluid flowing through the two-fluid heat exchanger (5), and then the two paths of refrigerant are converged and enter the internal heat exchangeAfter passing through the second heat exchange channel in the device (15), CO passes through 2 The gas-liquid separator (16) returns to the compressor (1);
in the heat transfer fluid loop, heat transfer fluid respectively enters a battery unit (19) and the motor electronic control unit (20) after passing through the cooling fluid pump (17) and the three-way proportional valve (18), absorbs heat of the battery unit (19) and the motor electronic control unit (20), and then is merged into the two-fluid heat exchanger (5) and then returns to the cooling fluid pump (17).
12. The automotive CO of claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
CO of the automobile 2 The heat pump air conditioning system has a first dehumidification mode when the vehicle CO is 2 When the heat pump air conditioning system is in the first dehumidification mode:
in the refrigerant circuit, after the refrigerant is compressed by the compressor (1), high-pressure refrigerant enters the first internal heat exchanger (2) through the second stop valve (8) to heat the gas in the air conditioning box, then the refrigerant passes through the first check valve (9), then enters the second internal heat exchanger (3) through the first expansion valve (10) to cool the gas in the air conditioning box, and then the refrigerant passes through a CO (carbon monoxide) from a second heat exchange channel in the internal heat exchanger (15) 2 The gas-liquid separator (16) returns to the compressor (1).
13. The automotive CO of claim 6 2 The control method of the heat pump air conditioning system is characterized in that:
the automobile CO 2 The heat pump air conditioning system has a second dehumidification mode when the vehicle CO is 2 When the heat pump air conditioning system is in the second dehumidification mode:
in the refrigerant loop, after the refrigerant is compressed by the compressor (1), the high-pressure refrigerant enters the first internal heat exchanger (2) through the second stop valve (8) to heat the gas in the air conditioning box, and then the refrigerant is divided into two paths after passing through the first check valve (9), wherein one path is divided into two pathsRefrigerant enters the outdoor heat exchanger (4) through the third expansion valve (12) to absorb heat from outside air, then enters the third stop valve (13), the other path of refrigerant enters the second internal heat exchanger (3) through the first expansion valve (10) to cool air in the air conditioning box, and then two paths of refrigerant are converged and enter a second heat exchange channel in the internal heat exchanger (15) and then pass through CO 2 The gas-liquid separator (16) returns to the compressor (1).
14. An automobile, characterized in that:
the motor vehicle is provided with a motor vehicle CO according to one of claims 1 to 5 2 A heat pump air conditioning system.
CN202211185473.4A 2022-09-27 2022-09-27 Automobile CO 2 Heat pump air conditioning system, control method thereof and automobile Pending CN115503427A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202211185473.4A CN115503427A (en) 2022-09-27 2022-09-27 Automobile CO 2 Heat pump air conditioning system, control method thereof and automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211185473.4A CN115503427A (en) 2022-09-27 2022-09-27 Automobile CO 2 Heat pump air conditioning system, control method thereof and automobile

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Publication Number Publication Date
CN115503427A true CN115503427A (en) 2022-12-23

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Country Link
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