Car air conditioner host and car

Abstract

The present application relates to a vehicle air conditioner main unit and a car, the vehicle air conditioner main unit comprising a front cabin shell, a blower assembly, a heat exchange assembly, a sensing assembly and a safety switch assembly. The front cabin shell is arranged in the front cabin, and the front cabin shell is provided with a first accommodating chamber, and the front cabin shell is also provided with a circulating air inlet and a main air outlet, the circulating air inlet can connect the first accommodating chamber with the external space, or the circulating air inlet can connect the first accommodating chamber with the car compartment, and the car compartment air outlet can connect the first accommodating chamber with the car compartment. The sensing assembly is used to detect the refrigerant concentration value in the first accommodating chamber, the safety switch assembly is arranged at the main air outlet, and the sensing assembly is electrically connected to the safety switch assembly and the blower assembly, respectively. The vehicle air conditioner main unit and the car provided by the present application solve the problem that the refrigerant leaks into the car compartment and threatens the safety of the passengers on the car.

Description

Technical Field

[0001] The present application relates to the technical field of air-conditioning equipment, and in particular to a vehicle air-conditioning main unit and a vehicle. Background Art

[0002] Typically, gasoline-powered vehicles use waste heat from their engines to provide warm air for passengers. However, pure electric vehicles lack engines, so they cannot use this heat. This is especially true in winter, when pure electric vehicles must actively generate heat to provide warmth. Currently, the mainstream heating methods are electric heating and heat pumps. Compared to electric heating, heat pumps offer a higher energy efficiency, effectively alleviating the problem of a pure electric vehicle's range being rapidly reduced when in heating mode.

[0003] Currently, heat pump air conditioners mostly use conventional refrigerants. However, in low-temperature conditions, conventional refrigerants have poor heating performance, requiring the use of electric heating air conditioners for auxiliary heating. Therefore, the industry is gradually adopting refrigerants with better low-temperature heating performance, such as R744 and R290. Refrigerants such as R744 and R290 perform well as heat pumps at low temperatures, but they also pose certain safety risks. For example, R290 is slightly toxic and flammable, and the operating pressure of air conditioning systems using R744 (CO2) is several times higher than that of conventional refrigerants. In current mainstream automotive air conditioners, the heat exchange components are often located below the dashboard in the passenger compartment. Therefore, if refrigerants such as R744 and R290 leak into the passenger compartment, they pose a potential threat to the safety of passengers. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle air-conditioning main unit and a vehicle to solve the problem that refrigerant leakage into the vehicle compartment poses a threat to the safety of passengers on the vehicle.

[0005] The vehicle air conditioner main unit provided in this application includes a front cabin shell, an air blower assembly, a heat exchange assembly, a sensing assembly, and a safety switch assembly. The front cabin shell is arranged in the front cabin and is provided with a first accommodating chamber. The front cabin shell is also provided with a circulating air inlet and a main air outlet. The circulating air inlet can connect the first accommodating chamber with the external space, or the circulating air inlet can connect the first accommodating chamber with the vehicle compartment, and the vehicle compartment air outlet can connect the first accommodating chamber with the vehicle compartment. The air blower assembly, the heat exchange assembly, and the sensing assembly are all arranged in the first accommodating chamber. The air blower assembly is used to generate airflow, and the airflow can enter the vehicle compartment through the circulating air inlet, the air blower assembly, the heat exchange assembly, the sensing assembly, and the main air outlet in sequence. The sensing component is used to detect the refrigerant concentration value in the first accommodating chamber. The safety switch component is arranged at the main air outlet. The sensing component is electrically connected to the safety switch component and the blower component respectively. When the refrigerant concentration value in the first accommodating chamber is greater than or equal to the preset concentration value, the sensing component can respectively control the safety switch component to close the main air outlet and control the blower component to close. When the refrigerant concentration value in the first accommodating chamber is less than the preset concentration value, the sensing component can respectively control the safety switch component to open the main air outlet and control the blower component to operate.

[0006] In one embodiment, the safety switch assembly includes a safety switch actuator and a rotary damper. The safety switch actuator drives the rotary damper to control the rotary damper to open or close the main air outlet. The sensing assembly includes a controller and a refrigerant concentration sensor. The refrigerant concentration sensor is arranged in the first accommodating chamber to detect the concentration of the refrigerant in the first accommodating chamber. The controller is electrically connected to the refrigerant concentration sensor, the blower assembly and the safety switch actuator respectively. When the refrigerant concentration value in the first accommodating chamber is greater than or equal to the preset concentration value, the controller can control the safety switch actuator to drive the rotary damper to close the main air outlet and control the blower assembly to close. When the refrigerant concentration value in the first accommodating chamber is less than the preset concentration value, the controller can control the safety switch actuator to drive the rotary damper to open the main air outlet and control the blower assembly to operate. It can be understood that such a setting is conducive to improving the control efficiency of the vehicle air conditioner main unit.

[0007] In one embodiment, a rotary damper is rotatably disposed within the first accommodating chamber near the main air outlet. The safety switch actuator is capable of driving the rotary damper to rotate a predetermined angle to control the opening of the main air outlet. This arrangement, as will be appreciated, improves the control accuracy of the external safety switch assembly.

[0008] In one embodiment, the safety switch actuator includes a drive motor and a first rotating shaft rotatably connected to the front compartment housing. The rotary damper is fixedly sleeved on the first rotating shaft. The drive motor can drive the first rotating shaft to drive the rotary damper to rotate.

[0009] In one embodiment, the rotary damper includes a connecting body, a first blade, and a second blade. The connecting body is fixedly mounted on a first rotating shaft. One end of the first blade is connected to the main body and the other end extends away from the connecting body. One end of the second blade is connected to the main body and the other end extends away from the connecting body. A first stop bar is provided on the inner wall of the first accommodating chamber corresponding to the first blade, and a second stop bar is provided on the inner wall of the first accommodating chamber corresponding to the second blade. When the rotary damper closes the main air outlet, the first blade stops at the first stop bar, and the second blade stops at the second stop bar.

[0010] In one embodiment, the heat exchange assembly includes an evaporator and a condenser, and the condenser is arranged at one end of the evaporator near the main air outlet. It is understood that such an arrangement is conducive to increasing the heat exchange efficiency of the heat exchange assembly.

[0011] The vehicle air conditioning main unit also includes a compartment housing, which is located within the vehicle's cabin. The vehicle's partition serves to separate the front compartment from the vehicle's cabin, with the compartment housing and the front compartment housing respectively connected to either side of the partition. The compartment housing is provided with a second accommodating chamber and a mode air vent, which connects the second accommodating chamber with the interior space of the cabin. The partition is provided with a connecting port, allowing airflow to enter the cabin sequentially through the circulating air inlet, the first accommodating chamber, the main air outlet, the connecting port, the second accommodating chamber, and the mode air vent. It is understood that this arrangement is conducive to improving the heat exchange efficiency of the cabin.

[0012] In one embodiment, the circulating air inlet includes an external circulating air inlet and an internal circulating air inlet. The external circulating air inlet is used to connect the first accommodating cavity and the atmospheric space, and the internal circulating air inlet is used to connect the second accommodating cavity and the internal space of the vehicle compartment.

[0013] In one embodiment, the vehicle air conditioner main unit further includes a mode damper actuator assembly and a mode rotary damper, and the sensing assembly is electrically connected to the mode damper actuator assembly to control the mode damper actuator assembly to drive the mode rotary damper to rotate.

[0014] The mode air vent includes a defrost air vent, the mode rotary damper includes a defrost damper, the defrost damper is arranged at the defrost air vent, the defrost damper is connected to the mode damper actuator assembly, and the mode damper actuator assembly can drive the defrost damper to open or close the defrost air vent;

[0015] And / or, the mode air outlet includes a front-blowing air outlet, the mode rotary damper includes a front-blowing air door, the front-blowing air door is arranged at the front-blowing air outlet, the front-blowing air door is connected to the mode damper actuator assembly, and the mode damper actuator assembly can drive the front-blowing air door to open or close the front-blowing air outlet;

[0016] And / or, the mode air outlet includes a front foot air outlet, the mode rotary air door includes a front foot air door, the front foot air door is arranged at the front foot air outlet, the front foot air door is connected to the mode air door actuator assembly, and the mode air door actuator assembly can drive the front foot air door to open or close the front foot air outlet;

[0017] And / or, the mode air outlet includes a rear-blowing air outlet, the mode rotary damper includes a rear-blowing air damper, the rear-blowing air damper is arranged at the rear-blowing air outlet, the rear-blowing air damper is connected to the mode damper actuator assembly, and the mode damper actuator assembly can drive the rear-blowing air damper to open or close the rear-blowing air outlet;

[0018] And / or, the mode air outlet includes a rear foot blowing air outlet, the mode rotating air door includes a rear foot blowing air door, the rear foot blowing air door is arranged at the rear foot blowing air outlet, the rear foot blowing air door is connected to the mode air door actuator assembly, and the mode air door actuator assembly can drive the rear foot blowing air door to open or close the rear foot blowing air outlet.

[0019] The present application also provides a car, which includes a front cabin, a passenger compartment, an alarm device and a vehicle air-conditioning main unit as described in any one of the above embodiments. The front cabin can be connected to the atmospheric space, and the passenger compartment can be connected to the front cabin through the vehicle air-conditioning main unit. The alarm device is arranged in the passenger compartment, and the alarm device is electrically connected to the sensing component. When the refrigerant concentration value in the first accommodating chamber is greater than or equal to the preset concentration value, the sensing component can control the alarm device to sound an alarm.

[0020] Compared with the prior art, the vehicle air-conditioning main unit and vehicle provided by the present application are such that when the refrigerant in the heat exchange component leaks, the refrigerant will enter the first accommodating chamber from the heat exchange component, and the refrigerant will vaporize to a certain extent. When the sensing component detects that the refrigerant concentration in the first accommodating chamber exceeds the preset concentration value, the sensing component can control the safety switch component to close the main air outlet, and the sensing component can control the blower component to close. As a result, the airflow in the first accommodating chamber cannot enter the cabin through the cabin air outlet. In this way, the refrigerant leaked from the first accommodating chamber is effectively prevented from entering the cabin and threatening the safety of the passengers. It should be noted that the preset concentration value cannot exceed the safe value acceptable to the human body. Furthermore, when the refrigerant in the heat exchange component has not leaked or the leakage is extremely small and the refrigerant concentration in the first accommodating chamber is less than the preset concentration value, the sensing component can control the safety switch component to open the main air outlet. As a result, the airflow in the first accommodating chamber can enter the cabin normally. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the conventional technology, the following briefly introduces the drawings required for use in the embodiments or the conventional technology descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0022] Figure 1 This is a schematic diagram of the structure of a vehicle air conditioning host according to an embodiment of the present application. Figure 1 ;

[0023] Figure 2 This is a schematic diagram of the structure of a vehicle air conditioning host according to an embodiment of the present application. Figure 2 ;

[0024] Figure 3 A cross-sectional view of a vehicle air conditioning main unit according to an embodiment of the present application Figure 1 ;

[0025] Figure 4 A cross-sectional view of a vehicle air conditioning main unit according to an embodiment of the present application Figure 2 .

[0026] Figure numerals: 100, front cabin shell; 110, first accommodating chamber; 111, first baffle; 112, second baffle; 120, main air outlet; 130, circulating air inlet; 131, external circulation air outlet; 132, internal circulation air outlet; 140, mode air outlet; 141, defrost air outlet; 142, front face air outlet; 143, front foot air outlet; 144, rear face air outlet; 145, rear foot air outlet; 200, blower assembly; 300, heat exchange assembly; 310, evaporator; 320, condenser; 400, induction assembly; 410, refrigerant Concentration sensor; 500, mode damper actuator assembly; 510, mode rotating damper; 511, defrost damper; 512, front face damper; 513, front foot damper; 514, selection damper; 515, opening and closing damper; 600, safety switch assembly; 610, safety switch actuator; 611, first rotating shaft; 612, drive motor; 620, rotary damper; 621, connecting body; 622, first fan blade; 623, second fan blade; 700, partition plate; 710, connecting port; 800, car body; 810, second accommodating chamber. DETAILED DESCRIPTION

[0027] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0028] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. Throughout the description of this application, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0029] In this application, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0030] In this application, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0031] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein in the specification of this application are intended only to describe specific embodiments and are not intended to limit this application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0033] Typically, gasoline-powered vehicles use waste heat from their engines to provide warm air for passengers. However, pure electric vehicles lack engines, so they cannot use this heat. This is especially true in winter, when pure electric vehicles must actively generate heat to provide warmth. Currently, the mainstream heating methods are electric heating and heat pumps. Compared to electric heating, heat pumps offer a higher energy efficiency, effectively alleviating the problem of a pure electric vehicle's range being rapidly reduced when in heating mode.

[0034] Currently, heat pump air conditioners mostly use conventional refrigerants. However, in low-temperature conditions, conventional refrigerants have poor heating performance, requiring the use of electric heating air conditioners for auxiliary heating. Therefore, the industry is gradually adopting refrigerants with better low-temperature heating performance, such as R744 and R290. Refrigerants such as R744 and R290 perform well as heat pumps at low temperatures, but they also pose certain safety risks. For example, R290 is slightly toxic and flammable, and the operating pressure of air conditioning systems using R744 (CO2) is several times higher than that of conventional refrigerants. In current mainstream automotive air conditioners, the heat exchange components are often located below the dashboard in the passenger compartment. Therefore, if refrigerants such as R744 and R290 leak into the passenger compartment, they pose a potential threat to the safety of passengers.

[0035] See also Figures 1-4In order to solve the problem that refrigerant leakage into the vehicle cabin poses a threat to the safety of passengers on the vehicle, the vehicle air-conditioning main unit provided in the present application includes a front cabin shell 100, a blower assembly 200, a heat exchange assembly 300, a sensing assembly 400 and a safety switch assembly 600. The front cabin shell 100 is arranged in the front cabin, and the front cabin shell 100 is provided with a first accommodating chamber 110. The front cabin shell 100 is also provided with a circulating air inlet 130 and a main air outlet 120. The circulating air inlet 130 can connect the first accommodating chamber 110 with the external space, or the circulating air inlet 130 can connect the first accommodating chamber 110 with the vehicle cabin, and the vehicle cabin air outlet can connect the first accommodating chamber 110 with the vehicle cabin.

[0036] It is understandable that the circulating air inlet 130 can connect the first accommodating chamber 110 with the external space, or the circulating air inlet 130 can connect the first accommodating chamber 110 with the vehicle compartment. In other words, the wind flow in the first accommodating chamber 110 can come from the atmospheric space or the vehicle compartment. When the wind flow in the first accommodating chamber 110 comes from the atmospheric space, the air in the first accommodating chamber 110 can be quickly purified. When the wind flow in the first accommodating chamber 110 comes from the vehicle compartment, it can play a certain role in saving energy. Specifically, in one embodiment, the circulating air inlet 130 includes an external circulating air inlet 131 and an internal circulating air inlet 132. The external circulating air inlet 131 is used to connect the first accommodating chamber 110 with the atmospheric space, and the internal circulating air inlet 132 is used to connect the second accommodating chamber 810 with the internal space of the vehicle compartment. In one embodiment, the circulating air inlet 130 includes an external circulating air inlet 131 and an internal circulating air inlet 132. The external circulating air inlet 131 is used to connect the first accommodating chamber 110 and the atmospheric space, and the internal circulating air inlet 132 is used to connect the second accommodating chamber 810 and the internal space of the vehicle compartment.

[0037] The blower assembly 200, the heat exchange assembly 300, and the sensor assembly 400 are all located in the first accommodating chamber 110. The blower assembly 200 is used to generate airflow, which can enter the vehicle compartment through the circulating air inlet 130, the blower assembly 200, the heat exchange assembly 300, the sensor assembly 400, and the main air outlet 120 in sequence. The sensor assembly 400 is used to detect the refrigerant concentration value in the first accommodating chamber 110. The safety switch assembly 600 is located at the main air outlet 120. The sensor assembly 400 is electrically connected to the safety switch assembly 600 and the blower assembly 200. Figure 3 As shown, when the refrigerant concentration value in the first accommodating chamber 110 is greater than or equal to the preset concentration value, the sensing component 400 can control the safety switch component 600 to close the main air outlet 120 and control the blower component 200 to close. Figure 4 As shown, when the refrigerant concentration value in the first accommodating chamber 110 is less than the preset concentration value, the sensing component 400 can control the safety switch component 600 to open the main air outlet 120 and control the operation of the blowing component 200.

[0038] When refrigerant leaks from the heat exchange assembly 300, it will enter the first chamber 110 and vaporize to a certain extent. When the sensing assembly 400 detects that the refrigerant concentration in the first chamber 110 exceeds a preset concentration, the sensing assembly 400 controls the safety switch assembly 600 to close the main air outlet 120 and controls the blower assembly 200 to shut down. Consequently, airflow from the first chamber 110 cannot enter the vehicle cabin through the cabin air outlet. This effectively prevents refrigerant leaking from the first chamber 110 from entering the vehicle cabin and posing a threat to passenger safety. It is important to note that the preset concentration must not exceed a safe level acceptable to the human body. Furthermore, when there is no refrigerant leakage from the heat exchange assembly 300 or the leakage is minimal and the refrigerant concentration in the first chamber 110 is less than the preset concentration, the sensing assembly 400 controls the safety switch assembly 600 to open the main air outlet 120. Furthermore, the airflow in the first accommodating chamber 110 can normally enter the vehicle compartment. In summary, the vehicle air conditioner main unit and vehicle provided by the present application effectively solve the problem of refrigerant leakage into the vehicle compartment posing a threat to the safety of passengers on the vehicle.

[0039] Specifically, in order to improve the control efficiency of the vehicle air conditioner host, in one embodiment, as Figure 2-Figure 4 As shown, the safety switch assembly 600 includes a safety switch actuator 610 and a rotary damper 620. The safety switch actuator 610 drives the rotary damper 620 to control the rotary damper 620 to open or close the main air outlet 120. The sensing assembly 400 includes a controller (not shown) and a refrigerant concentration sensor 410. The refrigerant concentration sensor 410 is disposed in the first accommodating chamber 110 and is used to detect the concentration of the refrigerant in the first accommodating chamber 110. The controller is electrically connected to the refrigerant concentration sensor 410, the blower assembly 200 and the safety switch actuator 610 respectively. When the refrigerant concentration value in the first accommodating chamber 110 is greater than or equal to the preset concentration value, the controller can respectively control the safety switch actuator 610 to drive the rotary damper 620 to close the main air outlet 120 and control the blower assembly 200 to close. When the refrigerant concentration value in the first accommodating chamber 110 is less than the preset concentration value, the controller can respectively control the safety switch actuator 610 to drive the rotary damper 620 to open the main air outlet 120 and control the blower assembly 200 to operate.

[0040] Furthermore, in order to improve the control accuracy of the external safety switch assembly 600, in one embodiment, as Figure 2-Figure 4As shown, a rotary damper 620 is rotatably disposed in the first accommodating chamber 110 near the main air outlet 120. A safety switch actuator 610 is capable of driving the rotary damper 620 to rotate by a predetermined angle to control the opening of the main air outlet 120. Specifically, in one embodiment, the safety switch actuator 610 includes a drive motor 612 and a first rotating shaft 611 rotatably connected to the front compartment housing 100. The rotary damper 620 is fixedly mounted on the first rotating shaft 611, and the drive motor 612 is capable of driving the first rotating shaft 611 to rotate the rotary damper 620. When the refrigerant concentration in the first accommodating chamber 110 is greater than or equal to a predetermined concentration, the controller is capable of controlling the drive motor 612 to drive the first rotating shaft 611 to drive the rotary damper 620 to open the external air outlet. When the refrigerant concentration in the first accommodating chamber 110 is less than the predetermined concentration, the controller is capable of controlling the drive motor 612 to drive the first rotating shaft 611 to drive the rotary damper 620 to close the external air outlet.

[0041] More specifically, in one embodiment, Figure 2-Figure 4 As shown, the rotary damper 620 includes a connecting body 621, a first blade 622, and a second blade 623. The connecting body 621 is fixedly mounted on the first rotating shaft 611. One end of the first blade 622 is connected to the connecting body 621, and the other end extends in a direction away from the connecting body 621. The second blade 623 is connected to the connecting body 621 at one end, and the other end extends in a direction away from the connecting body 621. The inner wall of the first accommodating chamber 110 is provided with a first stop bar 111 corresponding to the first blade 622, and the inner wall of the first accommodating chamber 110 is provided with a second stop bar 112 corresponding to the second blade 623. When the rotary damper 620 closes the main air outlet 120, the first blade 622 stops at the first stop bar 111, and the second blade 623 stops at the second stop bar 112. Furthermore, the first blade 622 and the second blade 623 are rotationally symmetrical about the axis of the first rotating shaft 611.

[0042] In order to increase the heat exchange efficiency of the heat exchange assembly 300, in one embodiment, as Figure 2-Figure 4 As shown, heat exchange assembly 300 includes an evaporator 310 and a condenser 320. Condenser 320 is located at one end of evaporator 310 near the external air outlet. When the vehicle air conditioner main unit requires cooling, evaporator 310 starts operating and condenser 320 stops operating. When the vehicle air conditioner main unit requires heating, evaporator 310 stops operating and condenser 320 starts operating. Furthermore, when the vehicle air conditioner main unit requires heating and dehumidification, evaporator 310 and condenser 320 can also operate synchronously.

[0043] In order to improve the heat exchange effect of the compartment, in one embodiment, as Figure 2-Figure 4As shown, the vehicle air conditioner main unit also includes a compartment housing 800, which is disposed within the vehicle's cabin. The vehicle's partition panel 700 is used to separate the front cabin from the vehicle's cabin, and the compartment housing 800 and the front cabin housing 100 are respectively connected to either side of the partition panel 700. The compartment housing 800 is provided with a second accommodating chamber 810 and a mode air outlet 140, which connects the second accommodating chamber 810 with the interior space of the vehicle cabin. The partition panel 700 is provided with a connecting port 710, allowing airflow to enter the vehicle cabin in sequence through the circulating air inlet 130, the first accommodating chamber 110, the main air outlet 120, the connecting port 710, the second accommodating chamber 810, and the mode air outlet 140.

[0044] Specifically, in one embodiment, Figure 2-Figure 4 As shown, the vehicle air conditioner main unit further includes a mode damper actuator assembly 500 and a mode rotary damper 510. The sensing assembly 400 is electrically connected to the mode damper actuator assembly 500 to control the mode damper actuator assembly 500 to drive the mode rotary damper 510 to rotate. Furthermore, in one embodiment, the mode air outlet 140 includes a defrost air outlet 141, and the mode rotary damper 510 includes a defrost damper 511. The defrost damper 511 is disposed at the defrost air outlet 141 and is connected to the mode damper actuator assembly 500. The mode damper actuator assembly 500 can drive the defrost damper 511 to open or close the defrost air outlet 141.

[0045] Likewise, in one embodiment, if Figure 2-Figure 4 As shown, the mode air outlet 140 includes a front blowing air outlet 142, and the mode rotating damper 510 includes a front blowing air outlet 512. The front blowing air outlet 512 is arranged at the front blowing air outlet 142, and the front blowing air outlet 512 is connected to the mode damper actuator assembly 500. The mode damper actuator assembly 500 can drive the front blowing air outlet 512 to open or close the front blowing air outlet 142.

[0046] Likewise, in one embodiment, if Figure 2-Figure 4 As shown, the mode air outlet 140 includes a front foot-blowing air outlet 143, and the mode rotating air door 510 includes a front foot-blowing air door 513. The front foot-blowing air door 513 is arranged at the front foot-blowing air outlet 143, and the front foot-blowing air door 513 is connected to the mode air door actuator assembly 500. The mode air door actuator assembly 500 can drive the front foot-blowing air door 513 to open or close the front foot-blowing air outlet 143.

[0047] Likewise, in one embodiment, if Figure 2-Figure 4As shown, the mode air outlet 140 includes a rear-blowing air outlet 144, and the mode rotating air door 510 includes a rear-blowing air door (not shown in the figure). The rear-blowing air door is arranged at the rear-blowing air outlet 144, and the rear-blowing air door is connected to the mode air door actuator assembly 500. The mode air door actuator assembly 500 can drive the rear-blowing air door to open or close the rear-blowing air outlet 144.

[0048] Likewise, in one embodiment, if Figure 2-Figure 4 As shown, the mode air outlet 140 includes a rear foot blowing air outlet 145, and the mode rotating air door 510 includes a rear foot blowing air door (not shown in the figure), which is arranged at the rear foot blowing air outlet 145, and the rear foot blowing air door is connected to the mode air door actuator assembly 500, and the mode air door actuator assembly 500 can drive the rear foot blowing air door to open or close the rear foot blowing air outlet 145.

[0049] It should be noted that, in this embodiment, Figure 2-Figure 4 As shown, the rear face air door and the rear foot air door are the same selection air door 514, and the rear face air outlet 144 and the rear foot air outlet 145 share the same opening and closing air door 515. Specifically, when the opening and closing air door 515 is opened and the selection air door 514 opens the rear face air outlet 144, the wind flows into the car from the rear face air outlet 144; when the opening and closing air door 515 is opened and the selection air door 514 opens the rear foot air outlet 145, the wind flows into the car from the rear foot air outlet 145; when the opening and closing air door 515 is closed, the wind cannot enter the car from the rear face air outlet 144 and the rear foot air outlet 145.

[0050] The present application also provides a car, which includes a front cabin (not shown), a passenger compartment (not shown), an alarm device (not shown) and a vehicle air-conditioning main unit described in any one of the above embodiments. The front cabin can be connected to the atmospheric space, and the passenger compartment can be connected to the front cabin through the vehicle air-conditioning main unit. The alarm device is arranged in the passenger compartment, and the alarm device is electrically connected to the sensing component 400. When the refrigerant concentration value in the first accommodating chamber 110 is greater than or equal to the preset concentration value, the sensing component 400 can control the alarm device to sound an alarm.

[0051] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0052] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of patent protection for the present application shall be determined by the appended claims.

Claims

1. A vehicle air conditioner host, characterized in that: The invention comprises a front cabin shell (100), an air blowing assembly (200), a heat exchange assembly (300), a sensing assembly (400) and a safety switch assembly (600), wherein the front cabin shell (100) is arranged in the front cabin, and the front cabin shell (100) is provided with a first accommodating chamber (110), and the front cabin shell (100) is also provided with a circulating air inlet (130) and a main air outlet (120), wherein the circulating air inlet (130) can connect the first accommodating chamber (110) with the external space, or the circulating air inlet (130) can connect the first accommodating chamber (110) with the vehicle compartment, and the vehicle compartment air outlet can connect the first accommodating chamber (110) with the vehicle compartment, The air blowing assembly (200), the heat exchanging assembly (300) and the sensing assembly (400) are all arranged in the first accommodating chamber (110); the air blowing assembly (200) is used to generate wind flow, and the wind flow can enter the vehicle compartment through the circulating air inlet (130), the air blowing assembly (200), the heat exchanging assembly (300), the sensing assembly (400) and the main air outlet (120) in sequence. The sensing component (400) is used to detect the refrigerant concentration value in the first accommodating chamber (110); the safety switch component (600) is arranged at the main air outlet (120); the sensing component (400) is electrically connected to the safety switch component (600) and the blower component (200), respectively; when the refrigerant concentration value in the first accommodating chamber (110) is greater than or equal to a preset concentration value, the sensing component (400) can control the safety switch component (600) to close the main air outlet (120) and control the blower component (200) to close; when the refrigerant concentration value in the first accommodating chamber (110) is less than the preset concentration value, the sensing component (400) can control the safety switch component (600) to open the main air outlet (120) and control the blower component (200) to operate.

2. The vehicle air conditioning main unit according to claim 1, characterized in that: The safety switch assembly (600) comprises a safety switch actuator (610) and a rotary damper (620); the safety switch actuator (610) is driven to connect to the rotary damper (620) so as to control the rotary damper (620) to open or close the main air outlet (120); The sensing component (400) comprises a controller and a refrigerant concentration sensor (410), wherein the refrigerant concentration sensor (410) is disposed in the first accommodating chamber (110) and is used to detect the concentration of the refrigerant in the first accommodating chamber (110). The controller is electrically connected to the refrigerant concentration sensor (410), the air blowing assembly (200) and the safety switch actuator (610) respectively. When the refrigerant concentration value in the first accommodating chamber (110) is greater than or equal to a preset concentration value, the controller can control the safety switch actuator (610) to drive the rotary damper (620) to close the main air outlet (120) and control the air blowing assembly (200) to close. When the refrigerant concentration value in the first accommodating chamber (110) is less than the preset concentration value, the controller can control the safety switch actuator (610) to drive the rotary damper (620) to open the main air outlet (120) and control the air blowing assembly (200) to operate.

3. The vehicle air conditioning main unit according to claim 2, characterized in that: The rotary damper (620) is rotatably disposed in the first accommodating chamber (110) near the main air outlet (120), and the safety switch actuator (610) is capable of driving the rotary damper (620) to rotate a preset angle to control the opening size of the main air outlet (120).

4. The vehicle air conditioning main unit according to claim 3, characterized in that: The safety switch actuator (610) comprises a driving motor (612) and a first rotating shaft (611) rotatably connected to the front cabin shell (100); the rotary damper (620) is fixedly sleeved on the first rotating shaft (611); and the driving motor (612) is capable of driving the first rotating shaft (611) to drive the rotary damper (620) to rotate.

5. The vehicle air conditioning main unit according to claim 4, characterized in that: The rotary damper (620) comprises a connecting body (621), a first fan blade (622) and a second fan blade (623); the connecting body (621) is fixedly sleeved on the first rotating shaft (611); one end of the first fan blade (622) is connected to the connecting body (621), and the other end extends in a direction away from the connecting body (621); one end of the second fan blade (623) is connected to the connecting body (621), and the other end extends in a direction away from the connecting body (621); The inner wall of the first accommodating cavity (110) is provided with a first baffle (111) corresponding to the first fan blade (622), and the inner wall of the first accommodating cavity (110) is provided with a second baffle (112) corresponding to the second fan blade (623); when the rotating damper (620) closes the main air outlet (120), the first fan blade (622) is stopped by the first baffle (111), and the second fan blade (623) is stopped by the second baffle (112).

6. The vehicle air conditioning main unit according to claim 1, characterized in that: The heat exchange component (300) comprises an evaporator (310) and a condenser (320), wherein the condenser (320) is arranged at one end of the evaporator (310) close to the main air outlet (120).

7. The vehicle air conditioning main unit according to claim 1, characterized in that: The vehicle also comprises a vehicle compartment shell (800), wherein the vehicle compartment shell (800) is arranged in the vehicle compartment of the vehicle, the vehicle partition plate (700) is used to separate the front cabin and the vehicle compartment of the vehicle, and the vehicle compartment shell (800) and the front cabin shell (100) are respectively connected to the two sides of the partition plate (700). The car body shell (800) is provided with a second accommodating chamber (810) and a mode air outlet (140), wherein the mode air outlet (140) connects the second accommodating chamber (810) and the internal space of the car body, and the partition plate (700) is provided with a connecting port (710), so that the air flow can enter the car body in sequence through the circulating air inlet (130), the first accommodating chamber (110), the main air outlet (120), the connecting port (710), the second accommodating chamber (810) and the mode air outlet (140).

8. The vehicle air conditioning main unit according to claim 7, characterized in that: The circulating air inlet (130) comprises an external circulating air inlet (131) and an internal circulating air inlet (132); the external circulating air inlet (131) is used to connect the first accommodating chamber (110) with the atmospheric space, and the internal circulating air inlet (132) is used to connect the second accommodating chamber (810) with the internal space of the vehicle compartment.

9. The vehicle air conditioning main unit according to claim 7, characterized in that: It also includes a mode damper actuator assembly (500) and a mode rotary damper (510), wherein the sensing assembly (400) is electrically connected to the mode damper actuator assembly (500) to control the mode damper actuator assembly (500) to drive the mode rotary damper (510) to rotate; The mode air outlet (140) comprises a defrost air outlet (141), the mode rotary damper (510) comprises a defrost damper (511), the defrost damper (511) is arranged at the defrost air outlet (141), the defrost damper (511) is connected to the mode damper actuator assembly (500), and the mode damper actuator assembly (500) can drive the defrost damper (511) to open or close the defrost air outlet (141); And / or, the mode air outlet (140) includes a front blowing air outlet (142), the mode rotating air door (510) includes a front blowing air door (512), the front blowing air door (512) is arranged at the front blowing air outlet (142), the front blowing air door (512) is connected to the mode air door actuator assembly (500), and the mode air door actuator assembly (500) can drive the front blowing air door (512) to open or close the front blowing air outlet (142); And / or, the mode air outlet (140) includes a front foot-blowing air outlet (143), the mode rotating air door (510) includes a front foot-blowing air door (513), the front foot-blowing air door (513) is arranged at the front foot-blowing air outlet (143), the front foot-blowing air door (513) is connected to the mode air door actuator assembly (500), and the mode air door actuator assembly (500) can drive the front foot-blowing air door (513) to open or close the front foot-blowing air outlet (143); And / or, the mode air outlet (140) includes a rear-blowing air outlet (144), the mode rotating air door (510) includes a rear-blowing air door, the rear-blowing air door is arranged at the rear-blowing air outlet (144), the rear-blowing air door is connected to the mode air door actuator assembly (500), and the mode air door actuator assembly (500) can drive the rear-blowing air door to open or close the rear-blowing air outlet (144); And / or, the mode air outlet (140) includes a rear foot-blowing air outlet (145), the mode rotating air door (510) includes a rear foot-blowing air door, the rear foot-blowing air door is arranged at the rear foot-blowing air outlet (145), the rear foot-blowing air door is connected to the mode air door actuator assembly (500), and the mode air door actuator assembly (500) can drive the rear foot-blowing air door to open or close the rear foot-blowing air outlet (145).

10. An automobile, characterized in that: The invention comprises a front cabin, a vehicle compartment, an alarm device and a vehicle air conditioning main unit as described in any one of claims 1 to 9, wherein the front cabin can be connected to the atmospheric space, the vehicle compartment can be connected to the front cabin through the vehicle air conditioning main unit, the alarm device is arranged in the vehicle compartment, and the alarm device is electrically connected to the sensing component (400), and when the refrigerant concentration value in the first accommodating chamber (110) is greater than or equal to a preset concentration value, the sensing component (400) can control the alarm device to sound an alarm.

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