CN219055912U - Automobile CO 2 Heat pump air conditioning system and automobile - Google Patents
Automobile CO 2 Heat pump air conditioning system and automobile Download PDFInfo
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- CN219055912U CN219055912U CN202222564524.6U CN202222564524U CN219055912U CN 219055912 U CN219055912 U CN 219055912U CN 202222564524 U CN202222564524 U CN 202222564524U CN 219055912 U CN219055912 U CN 219055912U
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Abstract
The utility model provides an automobile CO 2 Heat pump air conditioning system and automobile, and automobile CO of the utility model 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 the refrigerant circuit and the 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 by refrigerant pipelines 2 Gas-liquid separator, and indoor heat transferThe heat exchanger includes a first internal heat exchanger and a second internal heat exchanger. The utility model relates to an automobile CO 2 Heat pump air conditioning system suitable for CO 2 The transcritical circulation of the refrigerant is beneficial to the popularization of the natural working medium refrigerant, can realize multi-mode operation, is beneficial to improving the energy utilization rate of the whole vehicle and increases the endurance of the vehicle.
Description
Technical Field
The utility model relates to a motor vehicleThe technical field of heat management, in particular to an automobile CO 2 A heat pump air conditioning system. The utility model also relates to a CO provided with the automobile 2 An automobile of a heat pump air conditioning system.
Background
As one of the main directions of the current automobile development, the electric automobile has the advantages of diversified energy utilization, quietness, no pollution and the like. Compared with the traditional fuel oil automobile, the electric automobile has no waste heat utilization of an 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, an air source heat pump is generated as an important solution.
However, the conventional heat pump air conditioning system still has the following drawbacks:
1. the refrigerant of the conventional heat pump system generally adopts R134a, the heating capacity of the refrigerant is low at low temperature (less than-10 ℃), and the low heating capacity at the low temperature is ultimately determined by the physical property of the R134a refrigerant, so that the use effect of the heat pump system in a low-temperature environment can be influenced.
The R134a refrigerant is environmentally friendly during both production and use. At present, some countries have issued regulations regarding emissions from automotive air conditioning systems, and it is anticipated that the automotive industry will gradually curtail the production and use of HFC-based materials such as R134a, as the relevant international convention advances.
And natural working medium CO 2 As a refrigerant, it does not destroy ozone layer, has low greenhouse gas effect, is nontoxic and nonflammable, and has good heat transfer performance, low flow resistance and large unit refrigerating capacity, and at the same time, CO 2 The heat pump air conditioning system also has a lower boiling point (-78.5 ℃), can be used in an environment lower than-20 ℃, and is suitable for application 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 the research and development adopts CO 2 Heat pump air conditioning systems as refrigerants are of great interest.
Disclosure of Invention
In view of this, the present utility model aims to propose an automotive CO 2 Heat pump air conditioning system forCan provide a method for using CO 2 An automotive heat pump air conditioning system as a refrigerant.
In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:
automobile CO 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 the refrigerant circuit and the 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 by refrigerant pipelines 2 The indoor heat exchanger comprises a first internal heat exchanger and a second internal heat exchanger;
the outlet of the compressor is connected with the inlet of the outdoor heat exchanger through a first stop valve, and is connected with the inlet of the first internal heat exchanger through a second stop valve, the outlet of the first internal heat exchanger is connected with a first one-way valve, the inlet of the second internal heat exchanger is connected with the outlet of the first one-way valve through a first expansion valve, and the refrigerant inlet in the double-fluid heat exchanger is connected with the 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 double-fluid heat exchanger are connected with CO through a second heat exchange channel in the internal heat exchanger 2 An inlet of a gas-liquid separator, the 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 refrigerants in the first heat exchange channel and the second heat exchange channel of the internal heat exchanger can exchange heat.
Further, the outlet of the first one-way valve is connected with the inlet of the outdoor heat exchanger through a third expansion valve.
Further, the heat transfer fluid circuit includes a coolant pump and a battery unit connected by a coolant line, and a coolant channel in the dual fluid heat exchanger is 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 battery unit and the cooling liquid outlet of 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 utility model has the following advantages:
the utility model relates to an automobile CO 2 Heat pump air conditioning system capable of providing heat exchange by CO by providing refrigerant circuit, heat transfer fluid circuit, and two-fluid heat exchanger and by connecting related components in each circuit 2 As a refrigerant, is suitable for CO 2 The heat pump air conditioning system with the refrigerant 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 vehicle and increasing the duration of the vehicle, and has good practicability.
Furthermore, the utility model will be directed to an internal heat exchanger and CO 2 The gas-liquid separator is integrated into the device with integrated design, which is beneficial to reducing the space occupied by the components in the system and facilitating the arrangement of the system in the 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 use 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 cooling of the motor electric control unit can be realized and simultaneously the cooling of the motor electric control unit can also be realizedThe heat generated by the motor electric control unit is recycled, so that the energy consumption of the system is reduced.
Another object of the utility model is also to propose a vehicle in which a vehicle CO as described above is provided 2 A heat pump air conditioning system.
The automobile of the utility model is provided with the automobile CO 2 Heat pump air conditioning system capable of realizing CO 2 The heat pump air conditioning system used as the refrigerant can realize multi-mode operation, meets the use requirements of different working conditions, is beneficial to improving the energy utilization rate of the whole vehicle and increasing the duration of the vehicle, and has good practicability.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:
FIG. 1 shows an automobile CO according to an embodiment of the utility model 2 A 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 utility model;
fig. 3 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a single air conditioning refrigeration mode according to an embodiment of the present utility model;
FIG. 4 is a schematic diagram of a system loop in a single-cell cooling mode according to an embodiment of the present utility model;
fig. 5 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a single-cell cooling mode according to an embodiment of the present utility model;
FIG. 6 is a schematic diagram of a system circuit in a dual cooling mode according to an embodiment of the present utility model;
FIG. 7 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a dual refrigeration mode according to an embodiment of the present utility model;
FIG. 8 is a schematic diagram of a system loop in a heat pump mode according to an embodiment of the utility model;
fig. 9 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a heat pump mode according to an embodiment of the present utility model;
FIG. 10 is a schematic diagram of a system loop in a waste heat recovery mode according to an embodiment of the present utility model;
fig. 11 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a heat recovery mode according to an embodiment of the present utility model;
fig. 12 is a schematic diagram of a system loop in a heat pump+waste heat recovery mode according to an embodiment of the present utility model;
fig. 13 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a heat pump+waste heat recovery mode according to an embodiment of the present utility model;
FIG. 14 is a schematic diagram of a system circuit in a first dehumidification mode according to an embodiment of the present disclosure;
fig. 15 is a schematic diagram showing changes in pressure and enthalpy of a refrigerant in a first dehumidification mode according to an embodiment of the present disclosure;
FIG. 16 is a schematic diagram of a system circuit in a second dehumidification mode according to an embodiment of the present disclosure;
fig. 17 is a schematic diagram showing changes in pressure and enthalpy of the refrigerant in the second dehumidification mode according to the embodiment of the present disclosure;
reference numerals illustrate:
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 stop valve; 8. a second shut-off valve; 9. a first one-way 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 unit; 20. a motor electric control unit;
21-28, a communication point.
Detailed Description
It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.
In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be 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 utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the connection can be fixed connection, detachable connection or integrated connection; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.
The utility model will be described in detail below with reference to the drawings in connection with embodiments.
The embodiment relates to an automobile CO 2 A heat pump air conditioning system, as 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 includes a compressor 1, an indoor heat exchanger, an outdoor heat exchanger 4, an internal heat exchanger 15, and CO connected by refrigerant lines 2 The gas-liquid separator 16, and the indoor heat exchanger described above specifically includes the first and second internal heat exchangers 2 and 3.
Specifically, the outlet of the compressor 1 is connected to the first shut-off valve 7 and the second shut-off valve 8, respectively, through the communication point 21, the first shut-off valve 7 is connected to the inlet of the outdoor heat exchanger 4, and the second shut-off 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 with a first one-way valve 9, the first one-way valve 9 is connected to a communication point 22, the inlet of the second internal heat exchanger 3 is connected with 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 with a second expansion valve 11, and the second expansion valve 11 is connected to a communication point 27. Thereby, through the connection between the above-mentioned communication points 22, 26, 27, 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.
Further, the outlets of the outdoor heat exchanger 4 are connected to the third check 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 internal heat exchanger 15, which first heat exchanging channel is connected to the communication point 27 and thereby also connects the first heat exchanging channel in the internal heat exchanger 15 with the outlet of the first non-return valve 9.
In addition, and the outlet of the second internal 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 shut-off valve 13 at a communication point 25, and the communication point 25 is connected to a second heat exchange channel in the internal heat exchanger 15, which is further connected to 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 CO via the second heat exchange channel in the internal heat exchanger 15 2 An inlet of the gas-liquid separator 16.
In this embodiment, CO 2 The outlet of the gas-liquid separator 16 is connected to the inlet of the compressor 1. Furthermore, as a preferred embodiment, the present embodiment uses an internal heat exchanger 15 and CO, as shown still in fig. 1 2 The gas-liquid separator 16 is integrated into the device 6 of integrated design, while the refrigerant in the first and second heat exchange channels of the internal heat exchanger 15 is able to exchange heat. While the above-mentioned internal heat exchanger 15 and CO 2 The integrated design of the gas-liquid separator 16 can be referred to the modularized integrated design in the existing automobile air conditioning systemThe internal heat exchanger 15 is connected to the CO by suitable mounting or connecting means 2 The gas-liquid separator 16 is provided as a unitary device 6 that is combined together.
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 via a third expansion valve 12, and the third expansion valve 12 is located between the communication point 22 and the communication point 23.
As for the heat transfer fluid circuit in the present embodiment, it specifically includes the coolant pump 17 and the battery unit 19 connected by a coolant pipe, and the coolant passage in the two-fluid heat exchanger 5 is connected in series in the coolant pipe.
On the other hand, based on the above constitution of the heat transfer fluid circuit, as a preferred embodiment, the heat transfer fluid circuit of the present embodiment further comprises a motor electronic control unit 20 and a three-way proportional valve 18, and in this case, 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 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 battery unit 19 and the cooling liquid inlet of 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 double-fluid heat exchanger 5.
Note that, in the embodiment, the first stop valve 7, the second stop valve 8, and the fourth stop valve 13 of the present embodiment may be electrically controlled stop valves. Based on automotive CO as described above 2 In the heat pump air conditioning system, a control method thereof is specifically described below.
Referring to FIG. 2, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a single air conditioning refrigeration mode when the vehicle is CO 2 When the heat pump air conditioning system is in a single air conditioning 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 to dissipate heat, and then enters the first heat exchange channel in the internal heat exchanger 15 through the second one-way valve 14 to exchange heatThe low pressure refrigerant in the heat channel heats, then the refrigerant enters the second internal heat exchanger 3 through the first expansion valve 10, cools the air of the air conditioning box, then the refrigerant enters the second heat exchange channel in the internal heat exchanger 15, cools the high pressure refrigerant in the first heat exchange channel, and then the refrigerant passes through the CO 2 The gas-liquid separator 16 returns to the compressor 1.
In this single air conditioning cooling mode, fig. 3 shows the pressure and enthalpy changes experienced by the refrigerant fluid, where curve X represents the refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in a gas phase state, and when the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression as indicated by an arrow 101, at which time the refrigerant fluid is in a supercritical high pressure state, and then the refrigerant fluid in the supercritical high pressure state enters the outdoor heat exchanger 4 and transfers an enthalpy value into an external air stream as indicated by an 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 an arrow 60a, which is transferred to the low pressure refrigerant fluid, as indicated by an arrow 60 b.
Then, the high-pressure refrigerant passes through the first expansion valve 10, and the high-pressure refrigerant fluid undergoes isenthalpic pressure drop indicated by an arrow 1001 and passes through a saturation curve X, which causes it to switch to a mixture state of gas and liquid, and is in a low-pressure state. The low pressure refrigerant fluid then passes through the second internal heat exchanger 3 where it acquires enthalpy, as shown at 301, while cooling the internal air stream. The low-pressure refrigerant fluid then passes through the low-pressure side in the internal heat exchanger 15, i.e. the second heat exchange channel in the internal heat exchanger 15, where it acquires enthalpy from the high-pressure cold fluid, as indicated by arrow 60b, and passes through 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 automobile CO of the present embodiment 2 The heat pump air conditioning system has a single cell cooling mode when the vehicle is CO 2 Heat pump air conditioning systemIn the single cell cooling 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 to dissipate heat, then enters the first heat exchange channel in the internal heat exchanger 15 through the second one-way valve 14 to heat the low-pressure refrigerant in the second heat exchange channel, then enters the double-fluid heat exchanger 5 through the second expansion valve 11 to cool the heat transfer fluid in the heat transfer fluid circuit, 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 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 unit 19 through the coolant pump 17 and the three-way proportional valve 18, cools the battery unit 19, then flows out of the battery unit 19 into the two-fluid heat exchanger 5, and returns to the coolant pump 17.
In this single cell cooling mode, fig. 5 shows the pressure and enthalpy changes experienced by the refrigerant fluid, curve X representing refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in a gas phase state and undergoes compression as indicated by arrow 101 as it passes through the compressor 1, at which time the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in the supercritical high pressure state then enters the outdoor heat exchanger 4 and transfers enthalpy into the external 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 internal heat exchanger 15, where enthalpy is lost, as indicated by an arrow 60a, and is transferred to the low pressure refrigerant fluid, as indicated by an arrow 60 b.
Then, the high-pressure refrigerant passes through the second expansion valve 11, and the high-pressure refrigerant fluid undergoes isenthalpic pressure drop indicated by an arrow 1101 and passes through a saturation curve X, which causes it to switch to a mixture state of gas and liquid, and is in a low-pressure state. The low pressure refrigerant fluid then passes through the two-fluid heat exchanger 5 where it acquires enthalpy, as indicated 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 in the internal heat exchanger 15 where it acquires enthalpy from the high pressure refrigerant fluid as indicated by arrow 60b and passes through the saturation curve X, which causes it to switch to a gaseous state. Finally, the low pressure refrigerant fluid is returned to the compressor 1.
Referring to FIG. 6, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a dual cooling mode when the vehicle is CO 2 When the heat pump air conditioning system is in the dual cooling 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 to dissipate heat, then enters the first heat exchange channel in the internal heat exchanger 15 through the second one-way valve 14 to heat the low-pressure refrigerant in the second heat exchange channel, 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 the air of the air-conditioning tank, 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 circuit, then the two paths of refrigerant are converged to 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, the 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, flows out of the battery unit 19 into the two-fluid heat exchanger 5, and returns to the coolant pump 17.
In this dual refrigeration mode, fig. 7 shows the pressure and enthalpy changes experienced by the refrigerant fluid, curve X representing refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in a gas phase state and undergoes compression as indicated by arrow 101 as it passes through the compressor 1, at which time the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in the supercritical high pressure state then enters the outdoor heat exchanger 4 and transfers enthalpy into the external 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 internal heat exchanger 15, where enthalpy is lost, as indicated by an arrow 60a, and is transferred to the low pressure refrigerant fluid, as indicated by an arrow 60 b.
Then, the high-pressure refrigerant is divided into 2 branches, and passes through the first expansion valve 10, the second expansion valve 11, respectively, and the high-pressure refrigerant fluid undergoes isenthalpic pressure drop indicated by an arrow 1001 and passes through a saturation curve X, which causes it to switch to a mixture state of gas and liquid, and is in a low-pressure state. The low pressure refrigerant fluid then passes through the second internal heat exchanger 3, the two-fluid heat exchanger 5, respectively, where enthalpy is obtained, as shown at 301 and 501, respectively, while simultaneously cooling the internal air stream and the heat transfer fluid flowing through the battery cells 19. The low pressure refrigerant fluid then passes through the low pressure side in the internal heat exchanger 15 where it acquires enthalpy from the high pressure refrigerant fluid as indicated by arrow 60b and passes through the saturation curve X, which causes it to switch to a gaseous state. The low pressure refrigerant fluid is then returned to the compressor 1.
Referring to FIG. 8, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a heat pump mode when the vehicle is CO 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, the air in the air-conditioning tank is heated, then the refrigerant passes through the first check valve 9, then enters the outdoor heat exchanger 4 through the third expansion valve 12 to absorb heat from the external air, and then passes through the CO after passing through the third stop valve 13 to enter the second heat exchange channel in the internal heat exchanger 15 2 The gas-liquid separator 16 returns to the compressor 1.
In this heat pump mode, fig. 9 shows the changes in pressure and enthalpy experienced by the refrigerant fluid, curve X representing refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in a gas phase state and undergoes compression as indicated by arrow 101 as it passes through the compressor 1, at which time 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 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, and 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, while the refrigerant fluid is still a mixture of gas and liquid, the pressure of which is at a low pressure. Then, the low-pressure refrigerant 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, while the refrigerant is in a two-phase state, as indicated by an arrow 401. Then, it passes through the third stop valve 13 and the low-pressure side and the gas-liquid separator 16 in the internal heat exchanger 15, as indicated by an arrow 60b, and it causes only the refrigerant fluid in the gas phase to flow out from the gas-liquid separator 16. Finally, 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, when the automobile is 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, the air inside the air conditioning tank is heated, then the refrigerant passes through the first check valve 9 and 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 2 The gas-liquid separator 16 returns to the compressor 1;
in the heat transfer fluid loop, the heat transfer fluid enters the battery unit 19 and the motor electric control unit 20 respectively after passing through the coolant pump 17 and the three-way proportional valve 18, absorbs heat of the battery unit 19 and the motor electric control unit 20, and then the heat transfer fluid is converged into the double-fluid heat exchanger 5 and returns to the coolant pump 17.
In this heat recovery mode, fig. 11 shows the changes in pressure and enthalpy experienced by the refrigerant fluid, curve X representing refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in the gas phase and undergoes compression as indicated by arrow 101 as it passes through the compressor 1, at which point the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in the 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 refrigerant fluid having a reduced enthalpy value passes through the second expansion valve 11, and undergoes an isenthalpic pressure drop indicated by an arrow 1101, which results in a mixture of gas and liquid, and passes through the saturation curve X, while the refrigerant fluid is still a mixture of gas and liquid, the pressure of which is in a low pressure state.
The low pressure refrigerant then passes through the two-fluid heat exchanger 5 and obtains 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 arrow 501. Then, the refrigerant fluid in the gas phase only flows out of the gas-liquid separator 16 as indicated by an arrow 60b, and enters the low-pressure side in the internal heat exchanger 15 and the gas-liquid separator 16. Finally, 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 is used for 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 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, the air in the air tank is heated, 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, and then the refrigerant enters the third stop valve 13; the other refrigerant enters the two-fluid heat exchanger 5 through the second expansion valve 11 and absorbs heat from the heat transfer fluid flowing through the two-fluid heat exchanger 5, and then the two refrigerants are cooledAfter merging the agent into the second heat exchange channel in the internal heat exchanger 15, it is passed through CO 2 The gas-liquid separator 16 returns to the compressor 1;
in the heat transfer fluid loop, the heat transfer fluid enters the battery unit 19 and the motor electric control unit 20 respectively after passing through the coolant pump 17 and the three-way proportional valve 18, absorbs heat of the battery unit 19 and the motor electric control unit 20, and then the heat transfer fluid is converged into the double-fluid heat exchanger 5 and returns to the coolant pump 17.
In this heat pump + waste heat recovery mode, fig. 13 shows the pressure and enthalpy changes experienced by the refrigerant fluid, curve X representing refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in a vapor phase state and undergoes compression as the refrigerant fluid passes through the compressor 1, as indicated by arrow 101, when the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in the 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 reduced enthalpy value is divided into 2 branches, and passes through the second expansion valve 11, the third expansion valve 12, respectively, and the high-pressure refrigerant fluid undergoes isenthalpic pressure drop indicated 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 is in a low-pressure state.
Then, the low-pressure refrigerant fluid passes through the two-fluid heat exchanger 5, the outdoor heat exchanger 4, and enthalpy is obtained therein, as shown in 501 and 401, respectively, while heat is absorbed from the external air stream flowing through the outdoor heat exchanger 4 and the heat transfer fluid flowing through the two-fluid heat exchanger 5 to obtain enthalpy. At this time, the refrigerant 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 the gas phase is caused to flow out from the gas-liquid separator 16 as indicated by an arrow 60 b. Finally, the refrigerant fluid in the gas phase returns to the compressor 1.
Referring to FIG. 14, the automobile CO of the present embodiment 2 The heat pump air conditioning system has a first dehumidification mode when the vehicle is CO 2 Heat pump air conditioning systemIn the first dehumidification 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, the air-conditioning tank internal gas is heated, then the refrigerant passes through the first check valve 9 and then enters the second internal heat exchanger 3 through the first expansion valve 10, the air-conditioning tank internal gas is cooled, 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 changes in pressure and enthalpy experienced by the refrigerant fluid, curve X representing the refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in a vapor phase state and undergoes compression as the refrigerant fluid passes through the compressor 1, as indicated by arrow 101, when the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in the 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 pass through the saturation curve X, while the refrigerant fluid is still a mixture of gas and liquid, the pressure of which is 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 fluid in the gas phase only flows out of the gas-liquid separator 16 as indicated by an arrow 60b, and enters the low-pressure side in the internal heat exchanger 15 and the gas-liquid separator 16. Finally, 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 vehicle is CO 2 When the heat pump air conditioning system is in the second dehumidification 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, the air inside the air conditioning box is heated, 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 inside the air conditioning box, and then the two paths of refrigerant are converged to 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 changes in pressure and enthalpy experienced by the refrigerant fluid, curve X representing the refrigerant fluid saturation.
The refrigerant fluid entering the compressor 1 is in the gas phase and undergoes compression as indicated by arrow 101 as it passes through the compressor 1, at which point the refrigerant fluid is in a supercritical high pressure state. The refrigerant fluid in the 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, and the high-pressure refrigerant fluid having a reduced enthalpy value is divided into 2 branches, passes through the first expansion valve 10, the third expansion valve 12, respectively, and undergoes isenthalpic pressure drop indicated by an arrow 1001 and passes through a saturation curve X, which causes it to switch to a mixture state of gas and liquid, and is in a low-pressure state.
Then, the low-pressure refrigerant fluid passes through the second inner heat exchanger 3, the outdoor heat exchanger 4, respectively, and obtains enthalpy therein, as shown by 301 and 401, respectively, while absorbing heat from the inner air stream flowing through the second inner heat exchanger 3 and the outer air stream flowing through the outdoor heat exchanger 4 to obtain enthalpy. 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 the gas phase is caused to flow out of the gas-liquid separator 16 as indicated by an arrow 60b, and finally, the refrigerant fluid in the gas phase is returned to the compressor 1.
Automobile CO of the present embodiment 2 Heat pump air conditioning system and control method thereof, wherein by providing refrigerant circuit, heat transfer fluid circuit, and two-fluid heat exchanger, CO can be provided by connection between related components in each circuit 2 As a refrigerant, is suitable for CO 2 The heat pump air conditioning system with the refrigerant 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 vehicle and increasing the duration of the vehicle, and has good practicability.
Finally, the present embodiment also relates to a motor vehicle in which the vehicle CO as described above 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 realizing CO 2 The heat pump air conditioning system used as the refrigerant can realize multi-mode operation, meets the use requirements of different working conditions, is beneficial to improving the energy utilization rate of the whole vehicle and increasing the duration of the vehicle, and has good practicability.
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.
Claims (6)
1. Automobile CO 2 The heat pump air conditioning system is characterized in that:
a two-fluid heat exchanger (5) comprising a refrigerant circuit, a heat transfer fluid circuit and 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 which are connected by refrigerant pipelines 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 in the double-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 one-way valve (14) in parallel, the outlet of the second one-way valve (14) is connected with the outlet of the first one-way 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 double-fluid heat exchanger (5) are connected with CO through a second heat exchange channel in the internal heat exchanger (15) 2 An inlet of a gas-liquid separator (16), the CO 2 The outlet of the gas-liquid separator (16) is connected to the inlet of the compressor (1).
2. Automobile CO according to claim 1 2 The heat pump air conditioning system is characterized in that:
said internal heat exchanger (15) and said CO 2 The gas-liquid separator (16) is integrated as an integrally designed device (6), the refrigerant in the first heat exchange channel and the second heat exchange channel of the internal heat exchanger (15) being capable of exchanging heat.
3. Automotive CO according to claim 1 or 2 2 The heat pump air conditioning system is characterized in that:
the outlet of the first one-way valve (9) is connected with the inlet of the outdoor heat exchanger (4) through a third expansion valve (12).
4. A car 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 a coolant channel in the dual fluid heat exchanger (5) is 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 also comprises a motor electric control unit (20) and a three-way proportional valve (18);
an inlet of the coolant pump (17) is connected with a coolant outlet of the double-fluid heat exchanger (5), and an outlet of the coolant 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 battery unit (19) and the cooling liquid inlet of 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 double-fluid heat exchanger (5).
6. An automobile, characterized in that:
in which a vehicle CO according to any one of claims 1 to 5 is provided 2 A heat pump air conditioning system.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222564524.6U CN219055912U (en) | 2022-09-27 | 2022-09-27 | Automobile CO 2 Heat pump air conditioning system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222564524.6U CN219055912U (en) | 2022-09-27 | 2022-09-27 | Automobile CO 2 Heat pump air conditioning system and automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219055912U true CN219055912U (en) | 2023-05-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222564524.6U Active CN219055912U (en) | 2022-09-27 | 2022-09-27 | Automobile CO 2 Heat pump air conditioning system and automobile |
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| Country | Link |
|---|---|
| CN (1) | CN219055912U (en) |
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2022
- 2022-09-27 CN CN202222564524.6U patent/CN219055912U/en active Active
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