CN218228566U - Automobile air conditioning system, automobile thermal management system and automobile - Google Patents

Abstract

The utility model belongs to the technical field of vehicle air conditioner, especially, relate to a vehicle air conditioning system, car thermal management system and car. The automobile air conditioning system comprises a compressor, an internal condenser, an external condenser, a heat exchanger communicated with an automobile high-pressure heat exchange loop, and a heat conducting piece connected with a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery; the first passenger compartment heating loop consists of a compressor, an interior condenser, a first expansion valve, an exterior condenser, a first electromagnetic valve and a heat exchanger; the second passenger compartment heating circuit is composed of a compressor, an interior condenser, a first expansion valve, an exterior condenser, a second expansion valve, and a heat conductive member. The utility model discloses in, can make the refrigerant absorb power battery and car high pressure heat transfer circuit's heat and heat the passenger cabin, improved vehicle air conditioning system's heat pump efficiency, improved the utilization ratio of whole car energy, promoted the duration of a journey of whole car.

Description

Automobile air conditioning system, automobile thermal management system and automobile

Technical Field

The utility model belongs to the technical field of vehicle air conditioner, especially, relate to a vehicle air conditioning system, car thermal management system and car.

Background

With the rapid development of power battery technology, electric vehicles are increasingly used by people. The heat pump type air conditioner mounted on the electric automobile can enable an automobile driver or passengers to be in comfortable environment temperature in a passenger compartment, and the comfort of the automobile driver or passengers in driving or riding is improved.

In the prior art, in a cooling or heating mode of an electric automobile, a refrigerant in an automobile air conditioner is basically utilized to exchange heat with the ambient temperature in the automobile under the action of a compressor, a condenser and an evaporator, so that the effect of heating or cooling an automobile passenger compartment is achieved. In the prior art, high-voltage devices such as a driving motor, an automobile motor controller, a vehicle-mounted charger and the like can release heat in the working process, and a cooling loop for cooling liquid to flow through can be arranged; however, the cooling circuit absorbs heat from the high-voltage device and then discharges the heat directly to the external environment. That is, the refrigerant in the air conditioning system of the prior art and the coolant in the high-pressure heat exchange loop of the vehicle are both independently subjected to heat exchange operation, so that the technical problem of low energy utilization rate of the vehicle exists.

SUMMERY OF THE UTILITY MODEL

The utility model discloses technical problem to among the prior art that automobile energy utilization is low provides a vehicle air conditioning system, car thermal management system and car.

In view of the above technical problems, an embodiment of the present invention provides an automotive air conditioning system, which includes a compressor, an interior condenser, an exterior condenser, a heat exchanger communicating with a high-pressure heat exchange loop of an automobile, and a heat conducting element connected to a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery;

the outlet of the compressor is communicated with the inlet of the internal condenser, the outlet of the internal condenser is communicated with the inlet of the external condenser, the outlet of the external condenser is communicated with the inlet of the heat-conducting piece and the refrigerant inlet of the heat exchanger, and the outlet of the heat-conducting piece and the refrigerant outlet of the heat exchanger are both communicated with the inlet of the compressor;

the compressor, the internal condenser, the external condenser and the heat conducting member constitute a first passenger compartment heating circuit;

the compressor, the interior condenser, the exterior condenser, and the heat exchanger constitute a second passenger compartment heating circuit.

Optionally, the vehicle air conditioning system further includes a first expansion valve, a second expansion valve, and a first solenoid valve, the first expansion valve is connected between an outlet of the internal condenser and an inlet of the external condenser, an outlet of the external condenser is communicated with an inlet of the heat conducting member through the second expansion valve, and an outlet of the external condenser is communicated with a refrigerant inlet of the heat exchanger through the first solenoid valve;

the second passenger compartment heating loop is composed of the compressor, the internal condenser, the first expansion valve, the external condenser, the first electromagnetic valve and the heat exchanger;

the first passenger compartment heating circuit is constituted by the compressor, the interior condenser, the first expansion valve, the exterior condenser, the second expansion valve, and the heat conductive member.

Optionally, the vehicle air conditioning system further includes an evaporator and a third expansion valve, and an outlet of the condenser outside the vehicle is communicated with an inlet of the compressor through the third expansion valve and the evaporator in sequence;

the compressor, the internal condenser, the first expansion valve, the external condenser, the third expansion valve, and the evaporator constitute a passenger compartment refrigeration circuit.

Optionally, the vehicle air conditioning system further includes a second solenoid valve, a first end of the second solenoid valve is connected between an inlet of the condenser outside the vehicle and the first expansion valve, and a second end of the second solenoid valve is connected between an inlet of the heat exchanger and the first solenoid valve;

the compressor, the internal condenser, the first expansion valve, the second solenoid valve, and the heat exchanger constitute a third passenger compartment heating circuit.

Optionally, the vehicle air conditioning system further comprises an accumulator, an inlet of the accumulator communicates with the outlet of the heat conducting member and the refrigerant outlet of the heat exchanger; the outlet of the liquid collector is communicated with the inlet of the compressor.

Optionally, the heat conducting member is a direct cooling plate integrated within the power cell.

The utility model discloses another embodiment still provides a car thermal management system, including car high pressure heat transfer circuit, power battery, self-heating circuit and foretell vehicle air conditioning system.

Optionally, the automobile high-pressure heat exchange loop comprises a water pump and a high-pressure cooling pipeline for cooling an automobile high-pressure device; an outlet of the water pump is communicated with a cooling liquid inlet of the heat exchanger, a cooling liquid outlet of the heat exchanger is communicated with an inlet of the high-pressure cooling pipeline, and an outlet of the high-pressure cooling pipeline is communicated with an inlet of the water pump;

the water pump, the heat exchanger and the high-pressure cooling pipeline form a first high-pressure heat exchange loop.

Optionally, the automobile high-pressure heat exchange loop further comprises a radiator, a three-way valve and a three-way pipe; the three-way valve is provided with a first valve port, a second valve port and a third valve port; the three-way pipe is provided with a first pipe orifice, a second pipe orifice and a third pipe orifice which are communicated with each other;

the outlet of the water pump is communicated with the first valve port, the second valve port is communicated with the inlet of the radiator, the outlet of the radiator is communicated with the second pipe orifice, the third valve port is communicated with the cooling liquid inlet of the heat exchanger, the cooling liquid outlet of the heat exchanger is communicated with the third pipe orifice, and the first pipe orifice is communicated with the inlet of the high-pressure cooling pipeline;

the water pump, the radiator and the high-pressure cooling pipeline form a second high-pressure heat exchange loop.

The utility model also provides an embodiment provides an automobile, including foretell car thermal management system.

The utility model discloses an automobile air conditioning system, which comprises a compressor, an internal condenser, an external condenser, a heat exchanger communicated with an automobile high-pressure heat exchange loop, and a heat conducting piece connected with a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery; the outlet of the compressor is communicated with the inlet of the internal condenser, the outlet of the internal condenser is communicated with the inlet of the external condenser, the outlet of the external condenser is communicated with the inlet of the heat-conducting piece and the refrigerant inlet of the heat exchanger, and the outlet of the heat-conducting piece and the refrigerant outlet of the heat exchanger are both communicated with the inlet of the compressor.

Wherein the compressor, the interior condenser, the exterior condenser, and the heat conductive member constitute a first passenger compartment heating circuit. Specifically, in the first passenger compartment heating circuit, the refrigerant output by the internal condenser flows into the external condenser, absorbs the heat of the external environment temperature, then flows into the heat conducting member, and the refrigerant absorbs the heat of the power battery in the heat conducting member, and then flows back to the compressor (the heat of the power battery includes the heat released by the power battery when the power battery works, the heat released by the power battery when the heating circuit works, and the like), and then the refrigerant output by the compressor is radiated in the passenger compartment through the internal condenser, so that the technical effect of heating the passenger compartment is achieved.

The compressor, the interior condenser, the exterior condenser, and the heat exchanger constitute a second passenger compartment heating circuit. In the second passenger compartment heating circuit, the refrigerant output by the internal condenser flows into the external condenser, absorbs the heat of the external environment temperature and then flows into the heat exchanger, the refrigerant absorbs the heat of the high-pressure heat exchange circuit of the automobile in the heat exchanger and then flows back to the compressor, and then the refrigerant output by the compressor radiates heat in the passenger compartment through the internal condenser so as to achieve the technical effect of heating the passenger compartment.

The utility model discloses in, can heat for the passenger cabin through above-mentioned first passenger cabin heating circuit and/or second passenger cabin heating circuit, also, refrigerant among the vehicle air conditioning system can pass through the heat of external environment is absorbed to the outer condenser of car, can also pass through power battery's heat can be absorbed to the heat-conducting piece, can pass through again the heat exchanger absorbs the heat in the car high pressure heat transfer return circuit, and the refrigerant after absorbing the heat is in with heat transfer to passenger cabin in the condenser in the car to reach the technological effect of heating for the passenger cabin of car, thereby improved vehicle air conditioning system's heat pump efficiency, improved the utilization ratio of whole car energy, promoted the duration of whole car. Additionally, the utility model discloses refrigerant in vehicle air conditioning system's the heat exchanger can also reduce the temperature of coolant liquid in the high-pressure heat transfer circuit of car after absorbing the heat in the high-pressure heat transfer circuit of car to improve the cooling efficiency in high-pressure heat transfer circuit of car.

Drawings

The present invention will be further explained with reference to the drawings and examples.

FIG. 1 is a schematic diagram of an automotive thermal management system according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of an automotive thermal management system according to another embodiment of the present invention;

FIG. 3 is an enlarged view of a portion of FIG. 2 at A;

FIG. 4 is an enlarged view of a portion of FIG. 2 at B;

fig. 5 is a schematic diagram of a first passenger compartment heating circuit according to an embodiment of the present invention;

fig. 6 is a schematic diagram of a second passenger compartment heating circuit according to an embodiment of the present invention;

fig. 7 is a schematic diagram of a passenger compartment refrigeration circuit according to an embodiment of the present invention;

FIG. 8 is a schematic diagram of an automotive thermal management system according to another embodiment of the present invention;

fig. 9 is a schematic diagram of a third passenger compartment heating and cooling circuit according to still another embodiment of the present invention.

The reference numerals in the specification are as follows:

1. an automotive air conditioning system; 101. a compressor; 102. a condenser in the vehicle; 103. an exterior condenser; 104. A heat exchanger; 105. a heat conductive member; 106. a first expansion valve; 107. a second expansion valve; 108. a first solenoid valve; 109. an evaporator; 121. a third expansion valve; 122. a second solenoid valve; 123. a liquid collector; 124. a one-way valve; 125. a blower; 126. a fan; 2. an automotive high pressure heat exchange loop; 21. a water pump; 22. a high pressure cooling line; 23. a heat sink; 24. a three-way valve; 241. a first valve port; 242. a second valve port; 243. a third valve port; 25. a three-way pipe; 251. a first nozzle; 252. a second orifice; 253. A third nozzle; 3. a power battery; 4. a self-heating circuit.

Detailed Description

In order to make the technical problem, technical solution and advantageous effects solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

It is to be understood that the terms "upper", "lower", "left", "right", "front", "rear", "middle", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience in describing and simplifying the present invention, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed in a particular orientation, and be operated, and thus, should not be construed as limiting the present invention.

As shown in fig. 1 and fig. 2, an embodiment of the present invention provides an automotive air conditioning system 1, which includes a compressor 101, an interior condenser 102, an exterior condenser 103, a heat exchanger 104 connected to an automotive high-pressure heat exchange loop 2, and a heat conducting member 105 connected to a power battery 3; the power battery 3 is connected with a self-heating circuit 4 for self-heating the power battery; it can be understood that the self-heating circuit 4 refers to a circuit module capable of realizing high-frequency charging and discharging of the power battery 3, and the self-heating circuit 4 includes energy storage elements such as a capacitor and an inductor; when the temperature of the power battery 3 is low, the power battery 3 discharges, the energy storage element in the self-heating circuit 4 stores electric energy, after the power battery 3 discharges for a period of time, the electrical property of the self-heating circuit 4 is reversed, the electric energy stored in the energy storage element is reused to charge the power battery 3, and in the charging process of the power battery 3, the internal resistance of the power battery 3 generates heat, so that the temperature of the power battery 3 rises. Further, the charge-discharge time or the alternation of the charge-discharge state of the power battery 3 is controlled by the orderly turning on and off of the switching elements in the self-heating circuit 4.

Understandably, in the automobile high-pressure heat exchange loop 2, the cooling liquid passes through automobile high-pressure devices (not shown) such as a driving motor, an automobile motor controller, a vehicle-mounted charger and the like, and when the automobile is a hybrid power automobile, the automobile high-pressure devices also comprise an engine and the like; during the working process of the automobile high-voltage device, the temperature of the automobile high-voltage device is increased; further, the heat exchanger 104 is arranged opposite to the vehicle high-pressure heat exchange loop 2, at this time, the refrigerant in the vehicle air conditioning system 1 and the coolant in the vehicle high-pressure heat exchange loop 2 can perform heat interaction in the heat exchanger 104, that is, the coolant in the vehicle high-pressure heat exchange loop 2 absorbs the heat released by the vehicle high-pressure device and is transferred to the refrigerant in the vehicle air conditioning system 1 through the heat exchanger 104, so that the temperature of the coolant is increased.

The outlet of the compressor 101 is communicated with the inlet of the internal condenser 102, the outlet of the internal condenser 102 is communicated with the inlet of the external condenser 103, the outlet of the external condenser 103 is communicated with the inlet of the heat-conducting member 105 and the refrigerant inlet of the heat exchanger 104, and the outlet of the heat-conducting member 105 and the refrigerant outlet of the heat exchanger 104 are communicated with the inlet of the compressor 101.

As shown in fig. 5, the compressor 101, the interior condenser 102, the exterior condenser 103, and the heat conductive member 105 constitute a first passenger compartment heating circuit. Specifically, when the external environment temperature is high and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively low range, the refrigerant output by the internal condenser 102 flows into the external condenser 103 and flows into the heat conducting member 105 after absorbing heat of the external environment temperature, the refrigerant can absorb heat of the power battery 3 at the heat exchanger 104 and then flows back to the compressor (the heat of the power battery 3 includes heat released by the power battery 3 when operating, heat released by the power battery 3 when operating from the heating circuit 4, and the like), and then the refrigerant output by the compressor 101 is radiated in the passenger compartment through the internal condenser 102, so as to achieve the technical effect of heating the passenger compartment. As shown in fig. 6, the compressor 101, the interior condenser 102, the exterior condenser 103, and the heat exchanger 104 constitute a second passenger compartment heating circuit. Specifically, when the external environment temperature is high and the heat pump energy efficiency of the vehicle air conditioning system 1 is in a relatively low range, the refrigerant output by the internal condenser 102 flows into the external condenser 103, absorbs the heat of the external environment temperature, and then flows into the heat exchanger 104, the refrigerant can absorb the heat of the high-pressure heat exchange loop 2 of the vehicle at the heat exchanger 104 and then flows back to the compressor, and then the refrigerant output by the compressor 101 is radiated in the passenger compartment through the internal condenser 102, so as to achieve the technical effect of heating the passenger compartment.

Understandably, when the first passenger compartment heating circuit and the second passenger compartment heating circuit are both operated, the refrigerant is pressurized by the compressor 101 and flows into the internal condenser 102, after the refrigerant exchanges heat with the passenger compartment through the internal condenser 102 and transfers the heat to the passenger compartment, the refrigerant flows into the external condenser 103 to absorb the heat of the external environment temperature, and then is divided into two branches; a first passenger compartment heating circuit and a second passenger compartment heating circuit, wherein a refrigerant of the first passenger compartment heating circuit flows into the heat conducting member 105, and absorbs heat of the power battery 3 in the heat conducting member 105 (including heat released by the power battery 3 during operation, or heat released by the power battery 3 during charging and discharging of the power battery 3 by the self-heating circuit); the refrigerant of the second passenger compartment heating loop flows into the heat exchanger 104, and absorbs the heat released by the high-pressure heat exchange loop 2 of the automobile in the heat exchanger 104; the refrigerant in the two branches absorbs heat and then flows into the compressor 101 again.

Understandably, as shown in fig. 1 and 2, the first passenger compartment heating circuit in which the heat conductive member 105 is located is connected in parallel with the second passenger compartment heating circuit in which the heat exchanger 104 is located. Understandably, the first passenger compartment heating loop and the second passenger compartment heating loop can work simultaneously, and the heating effect on the passenger compartment is the best at the moment, so that the method is suitable for the moment when the external environment temperature is high and the energy efficiency of the automobile air conditioning system 1 is low; however, when the energy efficiency of the vehicle air conditioning system 1 is normal, one of the heating loops may be selected arbitrarily according to the requirement to heat the passenger compartment. For example, when the power battery 3 does not need to be heated by the self-heating circuit 4, the passenger compartment can be heated only by the refrigerant in the first passenger compartment heating circuit, and in this case, the refrigerant does not absorb the heat generated by the power battery 3 due to self-heating in the heat conducting member 105. When the heat productivity of the vehicle high-pressure device working in the vehicle high-pressure heat exchange loop 2 is low, or the external environment temperature makes the heat pump energy efficiency of the air conditioning system in a relatively high range, the refrigerant can only heat the passenger compartment through the second passenger compartment heating loop, and the refrigerant does not absorb the heat in the vehicle high-pressure heat exchange loop 2 in the heat exchanger 104.

The utility model discloses in, refrigerant among the vehicle air conditioning system 1 can pass through the heat of external environment is received in the reality to outer condenser 103, can also pass through heat-conducting piece 105 can absorb power battery 3's heat (including the heat that power battery 3 during operation released, perhaps when self-heating circuit charges and discharges power battery 3, the heat that power battery 3 released), can pass through again heat exchanger 104 absorbs the heat in the car high pressure heat transfer circuit 2, and the refrigerant behind the absorbed heat is in with heat transfer to passenger cabin in the condenser 102 in the car to reach the technological effect of heating for the passenger cabin of car, thereby improved vehicle air conditioning system 1's heat pump efficiency, improved the utilization ratio of whole car energy, promoted the duration of whole car. Additionally, the utility model discloses after the refrigerant in vehicle air conditioning system's the heat in can also absorbing car high pressure heat transfer circuit 2, reduce car high pressure heat transfer circuit 2's temperature to improve car high pressure heat transfer circuit 2's cooling efficiency.

In one embodiment, as shown in fig. 2, the vehicle air conditioning system 1 further includes a first expansion valve 106, a second expansion valve 107, and a first solenoid valve 108, wherein the first expansion valve 106 is connected between an outlet of the interior condenser 102 and an inlet of the exterior condenser 103, an outlet of the exterior condenser 103 is communicated with an inlet of the heat conductive member 105 through the second expansion valve 107, and an outlet of the exterior condenser 103 is communicated with a refrigerant inlet of the heat exchanger 104 through the first solenoid valve 108.

In a specific embodiment, a first end of the first expansion valve 106 is communicated with an outlet of the internal condenser 102, a second end of the first expansion valve 106 is communicated with an inlet of the external condenser 103, a first end of the second expansion valve 107 and a first end of the first solenoid valve 108 are both communicated with an outlet of the external condenser 103, a second end of the second expansion valve 107 is communicated with an inlet of the heat conducting member 105, and a second end of the first solenoid valve 108 is communicated with a refrigerant inlet of the heat exchanger 104; it is understood that the heat conducting member 105 and the second expansion valve 107 are in a first passenger compartment heating circuit, and the second expansion valve 107 can control the opening and closing of the first passenger compartment heating circuit; the heat exchanger 104 and the first solenoid valve 108 are in a second passenger compartment heating circuit, and the first solenoid valve 108 can control the opening and closing of the second passenger compartment heating circuit.

As shown in fig. 6, the second passenger compartment heating circuit includes the compressor 101, the internal condenser 102, the first expansion valve 106, the external condenser 103, the first solenoid valve 108, and the heat exchanger 104. Specifically, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant; after the high-pressure gaseous refrigerant exchanges heat with the passenger compartment through the internal condenser 102, the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment); the high-pressure liquid refrigerant is expanded by the first expansion valve 106 and then converted into a low-pressure liquid refrigerant, and the low-pressure liquid refrigerant absorbs heat of the external environment temperature in the condenser 103 outside the vehicle and then flows back to the compressor 101 through the heat exchanger 104. Specifically, when the external environment temperature is low and the heat pump energy efficiency of the vehicle air-conditioning system 1 is in a relatively low range, the refrigerant in the vehicle air-conditioning system 1 can absorb the heat released by the vehicle high-pressure heat exchange loop 2 during operation through the heat exchanger 104; when the external environment temperature is high and the heat pump energy efficiency of the automobile air conditioning system 1 is in a relatively high range, the cooling liquid in the automobile high-pressure heat exchange loop 2 does not absorb the heat released by the automobile high-pressure heat exchange loop 2 through the heat exchanger 104.

As shown in fig. 5, the first passenger compartment heating circuit includes the compressor 101, the internal condenser 102, the first expansion valve 106, the external condenser 103, the second expansion valve 107, and the heat conductive member 105.

In one aspect of this embodiment, the first passenger compartment heating circuit may be configured to heat the passenger compartment, where the first expansion valve 106 is in a throttling state, and the refrigerant is converted into a high-pressure gaseous refrigerant after being pressurized by the compressor 101; after the high-pressure gaseous refrigerant exchanges heat with the passenger compartment through the internal condenser 102, the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment); the high-pressure liquid refrigerant is expanded by the first expansion valve 106 and then converted into a low-pressure liquid refrigerant, the low-pressure liquid refrigerant flows into the heat conducting member 105 through the condenser 103 outside the vehicle and the second expansion valve 107, the low-pressure liquid refrigerant absorbs heat of the power battery 3 in the heat conducting member 105 and then is converted into a low-pressure gaseous refrigerant, and the low-pressure gaseous refrigerant flows back to the compressor 101.

In one aspect of the embodiment, the first passenger compartment heating circuit can be used to cool the battery pack. Specifically, when the temperature of the power battery 3 reaches the cooling open trigger point and there is no cooling demand in the passenger compartment, the first expansion valve 106 is set to be in a fully open state, at this time, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant flows into the external condenser 103 after passing through the internal condenser 102 and the first expansion valve 106 (at this time, the internal condenser 102 and the first expansion valve 106 do not perform heat exchange and throttling functions on the refrigerant), the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant after releasing heat to the external environment in the external condenser 103, the high-pressure liquid refrigerant flows into the second expansion valve 107 and then converted into a low-pressure liquid refrigerant, and the low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant after absorbing heat from the power battery 3 by the heat conducting member 105 and then flows into the compressor 101. In this embodiment, the refrigerant in the heat conducting member 105 can cool the power battery 3, so that the power battery 3 can operate at a higher ambient temperature, and the service life of the battery pack is prolonged.

In the utility model, the automobile air-conditioning system 1 can utilize the heat of the battery pack and the heat of the automobile high-pressure heat exchange loop 2 to heat the passenger compartment, thereby improving the heat efficiency of the automobile air-conditioning system 1; in addition, the cooling liquid in the automobile high-pressure heat exchange loop 2 and the refrigerant in the automobile air conditioning system 1 can be thermally coupled in the heat exchanger 104, so that the automobile high-pressure heat exchange loop 2 is cooled through the heat exchanger 104, the cooling efficiency of the automobile high-pressure heat exchange loop 2 is improved, and the utilization rate of the energy of the whole automobile is also improved.

Further, when both the first passenger compartment heating circuit and the second passenger compartment heating circuit operate, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant after transferring heat to the passenger compartment in the interior condenser 102, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant by the first expansion valve 106, and the low-pressure liquid refrigerant is divided into two branches after passing through the exterior condenser 103; wherein, the refrigerant in the first passenger compartment heating loop flows into the heat conducting member 105, and is converted into the low-pressure gaseous refrigerant after absorbing the heat of the power battery 3 in the heat conducting member 105, and the low-pressure gaseous refrigerant flows back to the compressor 101; the refrigerant in the second passenger compartment heating circuit flows into the heat exchanger 104 through the first solenoid valve 108, the refrigerant absorbs heat released by the high-pressure system of the vehicle in the heat exchanger 104 and is converted into low-pressure gaseous refrigerant, and the low-pressure gaseous refrigerant flows back to the compressor 101.

In one embodiment, as shown in fig. 2, the air conditioning system 1 further includes an evaporator 109 and a third expansion valve 121, and an outlet of the condenser 103 outside the vehicle is communicated with an inlet of the compressor 101 through the third expansion valve 121 and the evaporator 109 in sequence. In an exemplary embodiment, a first end of the third expansion valve 121 communicates with an outlet of the condenser 103 outside the vehicle, a first end of the second expansion valve 107, and a first end of the first solenoid valve 108, a second end of the third expansion valve 121 communicates with an inlet of the evaporator 109, and an outlet of the evaporator 109 communicates with an inlet of the compressor 101. As shown in fig. 7, the compressor 101, the internal condenser 102, the first expansion valve 106, the external condenser 103, the third expansion valve 121, and the evaporator 109 constitute a passenger compartment refrigeration circuit; it can be understood that the evaporator 109 and the third expansion valve 121 are located in a passenger compartment refrigeration circuit, the third expansion valve 121 can control the on/off of the passenger compartment refrigeration circuit, and the first passenger compartment heating circuit, the second passenger compartment heating circuit and the passenger compartment refrigeration circuit are connected in parallel, so that the integration level of the automotive air conditioning system 1 is improved, and the switching between different modes is flexible.

Specifically, when the temperature of the passenger compartment is high and the passenger has a cooling demand, the refrigerant is pressurized by the compressor 101 and then converted into a high-pressure gaseous refrigerant, the high-pressure gaseous refrigerant flows into the condenser 103 outside the vehicle after passing through the condenser 102 inside the vehicle and the first expansion valve 106 (the first expansion valve 106 is in a fully open state, and the condenser 102 inside the vehicle and the first expansion valve 106 do not perform heat exchange and throttling functions on the refrigerant), and transfers the carried heat to the external environment and then converts the heat into a high-pressure liquid refrigerant, the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after passing through the third expansion valve 121, the low-pressure liquid refrigerant is input into the evaporator 109 to transfer the heat to the passenger compartment of the vehicle and then converted into a low-pressure gaseous refrigerant (the refrigerant absorbs the heat of the passenger compartment in the evaporator 109 to achieve the technical effect of cooling the passenger compartment), and the low-pressure gaseous refrigerant flows into the compressor 101 again.

Further, as shown in fig. 2, when both the passenger compartment and the power battery 3 have cooling requirements, both the passenger compartment cooling circuit and the second passenger compartment heating circuit may be controlled to operate, that is, the refrigerant flowing out of the condenser 103 outside the vehicle is divided into two branches, wherein in the second passenger compartment heating circuit, the refrigerant flows into the heat conducting member 105 to cool the power battery 3 and then flows into the compressor 101; in the other passenger compartment refrigeration circuit, the refrigerant flows into the evaporator 109 to refrigerate the passenger compartment and then flows into the compressor 101.

Preferably, as shown in fig. 2, the vehicle air conditioning system 1 further includes a blower 125 and a check valve 124, an inlet of the check valve 124 is communicated with an outlet of the evaporator 109, and an outlet of the check valve 124 is communicated with an inlet of the compressor 101; the blower 125 is disposed opposite to the evaporator 109. It can be understood that the blower 125 can blow the hot air released by the booster into the passenger compartment, thereby improving the heating effect of the air conditioning system on the passenger compartment.

In an embodiment, as shown in fig. 8, the vehicle air conditioning system 1 further includes a second solenoid valve 122, a first end of the second solenoid valve 122 is connected between the inlet of the condenser 103 outside the vehicle and the first expansion valve 106, and a second end of the second solenoid valve 122 is connected between the inlet of the heat exchanger 104 and the first solenoid valve 108. In a specific embodiment, a first end of the second solenoid valve 122 communicates with a second end of the first expansion valve 106 and an inlet of the condenser 103 outside the vehicle, and a second end of the second solenoid valve 122 communicates with a second end of the first solenoid valve 108 and an inlet of the heat exchanger 104; it is to be understood that, as shown in fig. 8, the branch in which the second solenoid valve 122 is located is connected in parallel with the offboard condenser 103 and the branch in which the first solenoid valve 108 is located.

As shown in fig. 9, the compressor 101, the internal condenser 102, the first expansion valve 106, the second solenoid valve 122, and the heat exchanger 104 constitute a third passenger compartment heating circuit. Specifically, when the external environment temperature is extremely low and the external environment is not suitable for being used as a heat pump source of the vehicle air conditioning system 1, the refrigerant is pressurized by the compressor 101 and then is converted into a high-pressure gaseous refrigerant; after the high-pressure gaseous refrigerant exchanges heat with the passenger compartment through the internal condenser 102, the high-pressure gaseous refrigerant is converted into a high-pressure liquid refrigerant (the refrigerant dissipates heat in the passenger compartment to achieve the technical effect of heating the passenger compartment), the high-pressure liquid refrigerant is converted into a low-pressure liquid refrigerant after being subjected to pressure reduction by the first expansion valve 106, the low-pressure liquid refrigerant flows into the heat exchanger 104 after passing through the second electromagnetic valve 122, the low-pressure liquid refrigerant is converted into a low-pressure gaseous refrigerant after absorbing heat released by the vehicle high-pressure heat exchange circuit 2 in the heat exchanger 104, and the low-pressure gaseous refrigerant flows back to the compressor 101. In this embodiment, the third passenger compartment heating circuit can heat the passenger compartment by absorbing heat from the high-pressure heat exchange circuit 2 of the vehicle, and the external low-temperature environment is prevented from cooling the refrigerant in the condenser 103 outside the vehicle, so that the intake pressure of the vehicle air conditioning system 1 is increased, the compression ratio of the compressor 101 is reduced, and the energy efficiency of the vehicle air conditioning system 1 is improved.

In one embodiment, as shown in fig. 2, the vehicle air conditioning system 1 further comprises an accumulator 123, wherein an inlet of the accumulator 123 communicates with an outlet of the heat conducting member 105 and a refrigerant outlet of the heat exchanger 104; the outlet of the liquid collector 123 is communicated with the inlet of the compressor 101. Further, an inlet of the liquid collector 123 communicates with an outlet of the heat conductive member 105, an outlet of the evaporator 109, and an outlet of the heat exchanger 104. As can be understood, the liquid collector 123 can perform gas-liquid separation on the refrigerant, so as to ensure that the refrigerant entering the compressor 101 is in a gaseous state; therefore, the design of the liquid collector 123 ensures the refrigeration and heating effects of the vehicle air-conditioning system 1 and also prolongs the service life of the vehicle air-conditioning system 1.

In one embodiment, the heat conducting member 105 is a direct cooling plate integrated in the power battery 3. It can be understood that the direct cooling plate is integrated in the power battery 3 and fully contacts with the surface of the power battery in the power battery 3, so that the refrigerant of the automobile air conditioning system 1 can directly exchange heat with the power battery 3 in the direct cooling plate (including the refrigerant directly evaporating and absorbing heat in the direct cooling plate), the heat transfer link is reduced, the heat loss is less, the heat exchange efficiency is high, the integration level of the power battery 3 is improved, the energy density of the power battery 3 is effectively improved, and the energy consumption of the whole automobile is effectively reduced.

As shown in fig. 2 and fig. 8, another embodiment of the present invention further provides a vehicle thermal management system, which includes a vehicle high-pressure heat exchange loop 2, a power battery 3, a self-heating circuit 4 and the vehicle air conditioning system 1. It can be understood that self-heating circuit 4 can carry out the self-heating to power battery 3, and car high pressure heat transfer circuit 2 can be used to the cooling to car high pressure device, car air conditioning system 1 can be used to refrigerate and heat the passenger compartment etc. and then this car thermal management system has improved the travelling comfort and the reliability of car. In addition, the refrigerant in the heat exchanger 104 can also play a role in cooling the cooling liquid in the high-pressure heat exchange loop 2 of the automobile, thereby improving the cooling efficiency of the high-pressure heat exchange loop 2 of the automobile.

In an embodiment, as shown in fig. 2 and 8, the vehicle high-pressure heat exchange loop 2 includes a water pump 21 and a high-pressure cooling pipeline 22 for cooling a vehicle high-pressure device; an outlet of the water pump 21 is communicated with a cooling liquid inlet of the heat exchanger 104, a cooling liquid outlet of the heat exchanger 104 is communicated with an inlet of the high-pressure cooling pipeline 22, and an outlet of the high-pressure cooling pipeline 22 is communicated with an inlet of the water pump 21; it is understood that when the cooling liquid flows through the high-pressure cooling pipeline 22, the cooling liquid can cool the high-pressure device of the automobile; a refrigerant flow channel for flowing a refrigerant and a cooling liquid flow channel for flowing a cooling liquid are arranged on the heat exchanger 104; preferably, the refrigerant flows in the refrigerant flow channel in a direction opposite to the direction in which the coolant flows in the coolant flow channel, so that the heat exchange between the refrigerant and the coolant in the heat exchanger 104 is more sufficient.

Further, the water pump 21, the heat exchanger 104 and the high-pressure cooling pipeline 22 form a first high-pressure heat exchange loop. Understandably, when the refrigerant in the vehicle air-conditioning system 1 needs to absorb heat of the vehicle high-pressure heat exchange loop 2, the coolant flows through the heat exchanger 104 of the first high-pressure heat exchange loop, and the coolant exchanges heat with the refrigerant of the vehicle air-conditioning system 1 in the heat exchanger 104, so that the efficiency of the vehicle air-conditioning system 1 is improved, and meanwhile, the cooling efficiency of the vehicle high-pressure heat exchange loop 2 on a vehicle high-pressure device is also improved.

In one embodiment, as shown in fig. 1 and 8, the automotive high-pressure heat exchange loop 2 further comprises a radiator 23, a three-way valve 24 and a three-way pipe 25; the three-way valve 24 is provided with a first valve port 241, a second valve port 242 and a third valve port 243; the three-way pipe 25 is provided with a first pipe orifice 251, a second pipe orifice 252 and a third pipe orifice 253 which are communicated with each other.

The outlet of the water pump 21 is communicated with the first valve port 241, the second valve port 242 is communicated with the inlet of the radiator 23, the outlet of the radiator 23 is communicated with the second pipe orifice 252, the third valve port 243 is communicated with the cooling liquid inlet of the heat exchanger 104, the cooling liquid outlet of the heat exchanger 104 is communicated with the third pipe orifice 253, and the first pipe orifice 251 is communicated with the inlet of the high-pressure cooling pipeline 22; it will be appreciated that the branch in which the radiator 23 is located is in parallel with the branch in which the heat exchanger 104 is located.

The water pump 21, the radiator 23, and the high-pressure cooling pipeline 22 constitute a second high-pressure heat exchange loop. It can be understood that, in the second high-pressure heat exchange loop, when the cooling liquid flows through the condenser 103 outside the vehicle, the cooling liquid can release its heat to the external environment, and the cooled cooling liquid flows into the high-pressure cooling pipeline 22 to cool the high-pressure device of the vehicle.

Specifically, when the refrigerant of the vehicle air conditioning system 1 needs to absorb heat released by the vehicle high-pressure heat exchange circuit 2 (for example, when a first passenger compartment heating circuit, a second passenger compartment heating circuit, a third passenger compartment heating circuit, and the like operate to heat a passenger compartment), the first valve port 241 and the third valve port 243 are both open, the second valve port 242 is closed, and at this time, the coolant flows in the first high-pressure heat exchange circuit; when the refrigerant of the vehicle air conditioning system 1 does not need to absorb the heat released by the vehicle high-pressure heat exchange circuit 2 (for example, the second passenger compartment heating circuit works to cool the power battery 3, or the passenger compartment cooling circuit works to cool the passenger compartment, etc.), both the first valve port 241 and the second valve port 242 are opened, and the third valve port 243 is closed, so that the coolant flows in the second high-pressure heat exchange circuit.

Further, when the first valve port 241, the second valve port 242, and the third valve port 243 are all opened, the first high pressure heat exchange loop and the second high pressure heat exchange loop are all operated. At this moment, the cooling liquid can not only transfer heat to the vehicle air conditioning system 1, but also transfer heat to the external environment, thereby ensuring the cooling effect of the vehicle high-pressure heat exchange loop 2 on the vehicle high-pressure device.

Preferably, the thermal management system further includes a fan 126 disposed opposite to both the condenser 103 and the radiator 23, and rotation of the fan 126 facilitates heat transfer to the external environment by the refrigerant flowing through the condenser 103 and facilitates heat transfer to the external environment by the coolant flowing through the radiator 23.

It should be noted that, the utility model discloses a various refrigeration and heating return circuits during operation among vehicle air conditioning system 1 and the car thermal management system, only need control to correspond switch-on such as solenoid valve, expansion valve on the return circuit, control disconnection such as solenoid valve, expansion valve on other return circuits can. And through control the utility model discloses the switch-on or the disconnection of well solenoid valve and expansion valve for arbitrary one or two and above return circuits are in operating condition, all are in the utility model discloses a within range.

An embodiment of the utility model provides a car is still provided, including foretell car thermal management system.

The above embodiments are only examples of the present invention, and are not intended to limit the present invention, and any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. An automobile air conditioning system is characterized by comprising a compressor, an internal condenser, an external condenser, a heat exchanger communicated with an automobile high-pressure heat exchange loop, and a heat conducting piece connected with a power battery; the power battery is connected with a self-heating circuit for self-heating the power battery;

the outlet of the compressor is communicated with the inlet of the internal condenser, the outlet of the internal condenser is communicated with the inlet of the external condenser, the outlet of the external condenser is communicated with the inlet of the heat-conducting piece and the refrigerant inlet of the heat exchanger, and the outlet of the heat-conducting piece and the refrigerant outlet of the heat exchanger are both communicated with the inlet of the compressor;

the compressor, the internal condenser, the external condenser and the heat conducting member constitute a first passenger compartment heating circuit;

the compressor, the interior condenser, the exterior condenser, and the heat exchanger constitute a second passenger compartment heating circuit.

2. The vehicle air conditioning system according to claim 1, further comprising a first expansion valve connected between an outlet of the interior condenser and an inlet of the exterior condenser, and a first solenoid valve, wherein an outlet of the exterior condenser is communicated with an inlet of the heat conductive member through the second expansion valve, and an outlet of the exterior condenser is communicated with a refrigerant inlet of the heat exchanger through the first solenoid valve;

the second passenger compartment heating circuit is composed of the compressor, the internal condenser, the first expansion valve, the external condenser, the first electromagnetic valve and the heat exchanger;

the first passenger compartment heating circuit is constituted by the compressor, the interior condenser, the first expansion valve, the exterior condenser, the second expansion valve, and the heat conductive member.

3. The vehicle air conditioning system of claim 2, further comprising an evaporator and a third expansion valve, wherein an outlet of the condenser outside the vehicle communicates with an inlet of the compressor through the third expansion valve and the evaporator in sequence;

the compressor, the internal condenser, the first expansion valve, the external condenser, the third expansion valve, and the evaporator constitute a passenger compartment refrigeration circuit.

4. The vehicle air conditioning system of claim 2, further comprising a second solenoid valve, a first end of the second solenoid valve being connected between an inlet of the condenser external to the vehicle and the first expansion valve, a second end of the second solenoid valve being connected between an inlet of the heat exchanger and the first solenoid valve;

the compressor, the internal condenser, the first expansion valve, the second solenoid valve, and the heat exchanger constitute a third passenger compartment heating circuit.

5. The vehicle air conditioning system according to claim 1, further comprising an accumulator having an inlet communicating the outlet of the heat conductive member and the refrigerant outlet of the heat exchanger; the outlet of the liquid collector is communicated with the inlet of the compressor.

6. The vehicle air conditioning system of claim 1, wherein the heat conducting member is a direct chill plate integrated within the power cell.

7. The automobile thermal management system is characterized by comprising an automobile high-pressure heat exchange loop, a power battery, a self-heating circuit and the automobile air conditioning system of any one of claims 1 to 6.

8. The automotive thermal management system according to claim 7, wherein the automotive high-pressure heat exchange loop comprises a water pump and a high-pressure cooling pipeline for cooling automotive high-pressure devices; an outlet of the water pump is communicated with a cooling liquid inlet of the heat exchanger, a cooling liquid outlet of the heat exchanger is communicated with an inlet of the high-pressure cooling pipeline, and an outlet of the high-pressure cooling pipeline is communicated with an inlet of the water pump;

the water pump, the heat exchanger and the high-pressure cooling pipeline form a first high-pressure heat exchange loop.

9. The automotive thermal management system of claim 8, wherein the automotive high pressure heat exchange loop further comprises a radiator, a three-way valve, and a three-way pipe; the three-way valve is provided with a first valve port, a second valve port and a third valve port; the three-way pipe is provided with a first pipe orifice, a second pipe orifice and a third pipe orifice which are communicated with each other;

the outlet of the water pump is communicated with the first valve port, the second valve port is communicated with the inlet of the radiator, the outlet of the radiator is communicated with the second pipe orifice, the third valve port is communicated with the cooling liquid inlet of the heat exchanger, the cooling liquid outlet of the heat exchanger is communicated with the third pipe orifice, and the first pipe orifice is communicated with the inlet of the high-pressure cooling pipeline;

the water pump, the radiator and the high-pressure cooling pipeline form a second high-pressure heat exchange loop.

10. An automobile comprising the automobile thermal management system of any of claims 7 to 9.

Images