Vehicle air conditioning system and control method thereof, and vehicle including the same

Abstract

The present invention discloses a vehicle air conditioning system, comprising: a refrigerant circuit and a coolant circuit, wherein the refrigerant circuit flows through at least two air coolers connected in series, and the circuit at the outflow end of the at least two air coolers includes a battery cooling circuit and a cabin cooling circuit, wherein the battery cooling circuit passes through the vehicle's battery heat exchanger, and the cabin cooling circuit passes through the vehicle's evaporator; the coolant circuit includes a heating circuit and a battery circuit, wherein the battery circuit includes a battery heat exchanger and a battery, and the heating circuit flows through the at least two air coolers and the vehicle's evaporator to provide heat for the vehicle; the battery circuit connects one of the at least two air coolers and the vehicle's evaporator to provide heat for the battery. The present invention also provides a control method for the above-mentioned air conditioning system and a vehicle equipped with the above-mentioned air conditioning system. The vehicle air conditioning system, control method, and vehicle using the present invention have higher cooling and heating efficiency and can be applied, for example, to ultra-low temperature heat pump systems using carbon dioxide refrigerant.

Description

Technical Field

[0001] The present invention relates to the field of air temperature regulation, and in particular to a vehicle air-conditioning system and a control method thereof, and a vehicle comprising the system. Background Art

[0002] In the field of new energy electric vehicles, how to improve the comfort level of the ambient temperature inside the vehicle while reducing battery energy consumption has always been a major problem that has troubled vehicle thermal management researchers and developers.

[0003] The existing new energy electric vehicle air conditioning system has at least the following technical problems:

[0004] 1) In low-temperature conditions, battery energy storage will decay. If the air conditioner is turned on to heat the cabin, it will further consume a large amount of electricity, causing the range to drop sharply.

[0005] 2) To increase range under the same battery energy storage conditions, it is necessary to consume as little power as possible to achieve the same cooling or heating effect. The circuit design of the traditional R134a refrigerant heat pump cannot meet this requirement. In low-temperature conditions below -15°C, the range is severely reduced and the system heating energy consumption is high.

[0006] 3) The heating and cooling circuit modes of traditional air-conditioning systems are relatively simple, and the waste heat recovery rate is low. Summary of the Invention

[0007] In order to solve at least one of the above technical problems existing in the prior art, the present invention provides a vehicle air conditioning system, and the technical solution is as follows:

[0008] A vehicle air conditioning system includes a refrigerant circuit and a coolant circuit, wherein:

[0009] The refrigerant circuit flows through at least two air coolers connected in series, and the circuit at the outflow end (downstream direction) of the at least two air coolers includes a battery cooling circuit and a cabin cooling circuit, the battery cooling circuit passes through a battery heat exchanger of the vehicle, and the cabin cooling circuit passes through an evaporator tank of the vehicle;

[0010] The coolant circuit includes a heating circuit and a battery circuit, wherein the battery circuit includes a battery heat exchanger and a battery. The heating circuit flows through at least two air coolers and the vehicle's evaporator to provide heat for the vehicle; the battery circuit connects one of the at least two air coolers and the vehicle's evaporator to provide heat for the battery.

[0011] In some specific embodiments, the evaporator box has a first warm core connected to a portion of the at least two air coolers, a second warm core connected to another portion of the at least two air coolers, and an evaporator. The battery circuit is connected to the second warm core in the vehicle evaporator box, and the cabin cooling circuit flows through the evaporator. The evaporator box adopts this "double warm core" design, which can efficiently supply heat to the cabin through the heating circuit. Since the battery circuit is connected to the second warm core in the evaporator box, the battery circuit can also be partially heated. At the same time, the cabin can also be cooled by the cabin cooling circuit flowing through the evaporator. Under the premise of ensuring the improvement of cooling and heating effects, the battery is heated and insulated to avoid the attenuation of battery energy storage.

[0012] In some embodiments, the heating temperature of the first heater core is higher than the heating temperature of the second heater core. Since the heat required to keep the battery warm is lower, a heater core of corresponding specifications can be used at a lower cost, thereby reducing costs without affecting the normal operation of the air conditioning system.

[0013] In some embodiments, the battery circuit selectively connects to the second heater core via a multi-way valve assembly, directing heat collected from the battery circuit to the second heater core. If heat builds up in the battery and the cabin requires heating, this previously wasted heat is selectively directed to the second heater core via the multi-way valve assembly, where it is then used by the heating circuit to heat the cabin. Reusing battery heat reduces the workload of components in the battery circuit, saving energy and coolant consumption.

[0014] In some specific embodiments, the coolant circuit also includes an electric drive circuit, wherein the electric drive circuit includes an electric drive component powered by a battery that provides power to the vehicle. The electric drive circuit and the battery circuit are selectively connected via a multi-way valve assembly to transfer heat collected in the electric drive circuit to the battery. In this way, on the one hand, the electric drive circuit can dissipate the heat generated by the electric drive component during operation. On the other hand, this heat can be dissipated to the battery circuit as needed to keep the battery warm, thereby reusing the originally wasted heat, reducing the workload of various components in the battery insulation and heating circuit, and further saving electricity and coolant consumption.

[0015] In some embodiments, a multi-way valve assembly selectively connects the heat dissipation circuit and at least some of the at least two air coolers to transfer heat collected by at least some of the air coolers in the coolant circuit to the heat dissipation circuit. Connecting at least two air coolers to the heat dissipation circuit to dissipate heat can accelerate heat dissipation from the coolant in the air coolers, thereby improving cooling efficiency.

[0016] In some embodiments, the coolant circuit also includes a heat dissipation circuit. The heat dissipation circuit and the battery circuit are selectively connected via a multi-way valve assembly to direct heat collected from the battery circuit into the heat dissipation circuit. During extended vehicle operation or under unusual ambient temperatures, the battery accumulates additional heat. In these situations, the multi-way valve assembly can be used to selectively direct this heat into the heat dissipation circuit, mitigating safety risks associated with battery overheating.

[0017] In some embodiments, the refrigerant circuit includes a regulating valve assembly for switching the refrigerant supply to the battery cooling circuit and / or the cabin cooling circuit. This allows for independent regulation of the battery cooling circuit and / or the cabin cooling circuit, and in conjunction with the heating circuit, various combined heating / cooling modes for the cabin and battery can be generated.

[0018] In some specific embodiments, the refrigerant circuit sequentially comprises an outdoor radiator, a steam heat exchanger, and a regenerator. The battery cooling circuit and the cabin cooling circuit are located at the outflow end of the regenerator. The steam heat exchanger includes a condensate storage device, an atomization device, and an evaporation device. The unique location of the steam heat exchanger facilitates the collection, atomization, and evaporation of condensate during heating, achieving both heating and dehumidification effects.

[0019] In some embodiments, the system uses carbon dioxide as a refrigerant. The air conditioning system of the present invention provides excellent cooling and heating performance in terms of hardware structure. Therefore, when used with carbon dioxide, a refrigerant with similarly high heat exchange efficiency, the two can be well matched, minimizing refrigerant recycling while achieving maximum cooling and heating performance and saving energy.

[0020] The present invention further provides a control method for a vehicle air conditioning system, which is used for the above-mentioned vehicle air conditioning system. The control method includes at least the following steps:

[0021] In the refrigerant circuit, the refrigerant flows sequentially through at least two air coolers connected in series to exchange heat;

[0022] In the coolant circuit, the coolant flows through at least two air coolers after heat exchange and the heating circuit to provide heat for the vehicle; and / or the coolant flows through one of the at least two air coolers after heat exchange and the battery circuit to provide heat for the battery.

[0023] Another aspect of the present invention provides a vehicle comprising the above-mentioned vehicle air-conditioning system.

[0024] The vehicle air-conditioning system and vehicle using the present invention have higher cooling and heating efficiency, and can be applied to, for example, a low-temperature heat pump system using carbon dioxide refrigerant, to achieve a low-energy, high-efficiency air-conditioning method, thereby realizing the green and environmental protection of new energy vehicle air-conditioning as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic structural diagram of an embodiment of a vehicle air conditioning system of the present invention is shown;

[0026] Figure 2 A schematic structural diagram of another embodiment of the vehicle air conditioning system of the present invention is shown;

[0027] Figure 3 A schematic diagram of a first mode of an embodiment of a vehicle air conditioning system of the present invention is shown;

[0028] Figure 4 A second schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0029] Figure 5 A schematic diagram showing a third mode of an embodiment of a vehicle air conditioning system of the present invention is shown;

[0030] Figure 6 A schematic diagram showing a fourth mode of an embodiment of a vehicle air conditioning system of the present invention;

[0031] Figure 7 A fifth schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0032] Figure 8 A sixth mode schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0033] Figure 9 A seventh mode schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0034] Figure 10 An eighth mode schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0035] Figure 11 A ninth mode schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0036] Figure 12 A tenth schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0037] Figure 13 An eleventh schematic diagram of an embodiment of a vehicle air conditioning system according to the present invention is shown;

[0038] Figure 14 A schematic structural diagram of another embodiment of a vehicle air conditioning system according to the present invention is shown;

[0039] Figure 15 A structural schematic diagram of another embodiment of the vehicle air-conditioning system of the present invention is shown. DETAILED DESCRIPTION

[0040] The following further describes the specific contents of the present invention in detail with reference to the accompanying drawings and specific embodiments. The examples are only used to explain the present invention and are not used to limit the scope of the present invention. In the absence of conflict, the embodiments and features in the embodiments of this application can be combined with each other. The present invention will be described in detail with reference to the accompanying drawings and in combination with the embodiments.

[0041] It should be noted that the terms "first," "second," etc. in the description of this application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. In addition, the terms "including," "having," and any variations thereof are intended to cover non-exclusive inclusions. For example, a product comprising a series of units, components, or modules, or a method or procedure comprising a series of steps, is not necessarily limited to those explicitly listed, but may include other units, components, modules, or steps that are not explicitly listed or that are inherent to such product, method, product, or procedure.

[0042] It should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" in this application should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection between two elements or the interaction relationship between two elements.

[0043] It should be understood that the terms "upstream" and "downstream" in the description of this application refer to the direction of flow of the refrigerant or coolant fluid. The terms "...on the loop", "...in the loop", and "...inside the loop" are not "above", "middle", and "inside" in the spatial sense, and can be understood as "located in the...loop". The terms "connected", "conducted", and "connected" that represent the relationship between flow paths indicate that the fluid between the flow paths can pass through. In addition, the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "inside", and "outside" indicate the orientation or position relationship based on the orientation or position relationship shown in the accompanying drawings. These are only for the convenience of describing this 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 cannot be understood as a limitation on this application.

[0044] Combine Figures 1 to 15 As shown, according to an embodiment of the present invention, a vehicle air conditioning system is provided. As a typical example, a heat pump air conditioning system is used in the figure. This vehicle air conditioning system is particularly suitable for new energy vehicles such as electric vehicles and hybrid vehicles. This vehicle heat pump air conditioning system has high cooling and heating efficiency.

[0045] Figure 1An embodiment of the vehicle air-conditioning system of the present invention is shown, which includes a refrigerant circuit and a coolant circuit, wherein the refrigerant in the refrigerant circuit is compressed by a compressor 101 to become a high-temperature and high-pressure gas and then flows out through a first air cooler 102A and a second air cooler 102B connected in series, and the circuits at the outflow ends of the first air cooler 102A and the second air cooler 102B include a battery cooling circuit and a cabin cooling circuit, the battery cooling circuit passes through a battery heat exchanger 105 of the vehicle, and the cabin cooling circuit passes through an evaporator 106 in an evaporator box of the vehicle.

[0046] The coolant circuit includes a heating circuit and a battery circuit. The battery circuit includes a battery heat exchanger 105 and a battery 108. The heating circuit flows through the first air cooler 102A, the second air cooler 102B, and the corresponding first and second heaters 107A, 107B in the vehicle's evaporator to provide heat to the vehicle. The battery circuit connects the second air cooler 102B and the second heater to provide heat to the battery. The heating temperature of the first heater 107A is higher than that of the second heater 107B.

[0047] exist Figure 1 In the embodiment, the battery circuit is selectively connected to the second warm core 107B through a multi-way valve assembly (such as a four-way valve 4V3 and a three-way valve No. 3 3V3) (for example Figure 13 The four-way valves 1-4 and 2-3 are turned on; the three-way valve 1-2 is turned on) to conduct the heat collected in the battery circuit to the second warm core 107B to heat the vehicle cabin.

[0048] The coolant circuit also includes an electric drive circuit, wherein the electric drive circuit includes an electric drive component 109 powered by the battery 108 and providing power for the vehicle. Figure 1 In the process, the electric drive circuit and the battery circuit are selectively connected through the five-way valve 5V (for example Figure 12 , valve ports 2-3, 1-4 are open) to conduct the heat collected in the electric drive circuit to the battery.

[0049] The cooling liquid circuit also includes a heat dissipation circuit, and the heat dissipation circuit and the battery circuit are selectively connected through the five-way valve 5V and the four-way valve No. 1 (for example Figure 11 As shown, the five-way valve 5V has openings 5-4 and 2-3 open; the four-way valve No. 1 has opening 4-1 open) to transfer the heat collected in the battery circuit into the heat dissipation circuit. Figure 11 In the heat dissipation circuit, the pipeline leading out from the valve port 1-4 of the No. 1 four-way valve 4V1 is connected to the low-temperature radiator 112 and the electronic fan 113, and is connected from the valve port 2 of the five-way valve through the electric drive circuit, and is connected to the battery circuit after flowing out from the valve port 3.

[0050] The heat dissipation circuit and the first air cooler and / or the second air cooler are selectively connected through the multi-way valve assembly (such as Figure 8 As shown, opening 1-3 of three-way valve No. 1 3V1 is connected, opening 1-2 of three-way valve No. 2 3V2 is connected, openings 1-2 and 3-4 of four-way valve No. 1 4V1 are connected, opening 3-4 of four-way valve No. 2 4V2 is connected, and opening 5-2 of five-way valve 5V is connected) to introduce the heat collected by the first air cooler and / or the second air cooler in the coolant circuit into the heat dissipation circuit.

[0051] The refrigerant circuit is provided with a regulating valve assembly for switching the refrigerant supply to the battery cooling circuit and / or the cabin cooling circuit. Figure 1 As shown, the regulating valve assembly includes a one-way valve 1CV arranged downstream of the outflow end of the regenerator 104, a first stop valve SV1 arranged downstream of the outflow end of the air coolers 102A and 102B, and a second stop valve SV2 arranged upstream of the gas-liquid separator 110 and the regenerator 104.

[0052] As an example, Figure 1 As shown, the refrigerant circuit is provided with an outdoor radiator 103, a steam heat exchanger 111 and a regenerator 104 in sequence, and the battery cooling circuit and the cabin cooling circuit are located downstream of the outflow end of the regenerator 104. As a preferred embodiment, the steam heat exchanger 111 includes a condensed water storage device, an atomizing device, and an evaporating device to achieve good dehumidification performance while heating. The gas-liquid separator 110 is provided on the refrigerant flow path before returning to the compressor 101, and the regenerator 104 and the compressor 101 are downstream thereof. The gas-liquid separator and the regenerator can also be provided as an integrated regenerator 210, which is located upstream of the compressor 101, as shown in FIG. Figure 14 and 15 As shown, gas-liquid separation and heat recovery functions are realized simultaneously.

[0053] exist Figure 1 In the system shown, preferably, carbon dioxide is used as the refrigerant in the refrigerant circuit.

[0054] As an embodiment of the present invention, the air cooler includes a refrigerant portion of the air cooler and a cooling liquid portion of the air cooler, wherein the refrigerant portion and the cooling liquid portion realize heat exchange. Figure 1 In the illustrated embodiment, a first air cooler 102A and a second air cooler 102B are arranged in series, receiving high-temperature, high-pressure refrigerant fluid from the compressor 101. The heat of the refrigerant fluid is transferred to the coolant in the first air cooler 102A and the second air cooler 102B. Optionally, the air cooler of the present invention can be configured as two or more air coolers connected in series to improve the heat exchange efficiency of the flow path, which is particularly suitable for operating conditions with natural refrigerants, which have higher heat exchange efficiency (not shown).

[0055] The heater core is located in the vehicle's evaporator and is used to provide heat to the vehicle's cabin. Figure 1 The heater core of the present invention is shown as two heater cores. Each heater core corresponds to a corresponding air cooler. The heat of the heater core mainly comes from the heat of the coolant in the air cooler. This increases the heating area on the one hand and can adjust the heat supply flexibly and efficiently according to needs on the other hand. The specific application will be described in detail in the embodiments later in the specification. Figure 1 In the illustrated embodiment, the first heater core 107A is configured to receive heat from the coolant portion of the first air cooler 102A, while the second heater core 107B is configured to receive heat from the coolant portion of the second air cooler 102B. After heat exchange, the temperature of the first heater core 107A is higher than that of the second heater core 107B.

[0056] The battery heat exchanger includes a refrigerant portion and a coolant portion, which exchange heat. In an embodiment of the present invention, a battery heat exchange expansion valve EXV2 (preferably an electronic expansion valve) is provided upstream of the battery heat exchanger 105. The refrigerant is cooled by controlling the flow of the battery heat exchange expansion valve EXV2.

[0057] The outdoor radiator is used to exchange heat between the refrigerant and the outdoor air. In one embodiment of the present invention, the outdoor radiator 103 is further provided with an ambient temperature sensor for adjusting the heat exchange degree of the refrigerant flowing through the outdoor radiator according to the actual ambient temperature.

[0058] The steam heat exchanger is used to cool the refrigerant passing through. In one embodiment of the present invention, the steam heat exchanger includes a condensed water storage device. The water in the condensed water storage device can be a condensed liquid stored in advance. Preferably, the condensed water storage device collects the water condensed from the air encountering the refrigerant pipeline and reuses it for evaporation, heat absorption and cooling. Preferably, the steam heat exchanger 111 of the present invention is arranged downstream of the outflow end of the outdoor radiator 103 (such as Figure 1 (as shown), its condensate storage device can fully and efficiently collect condensed water from the hot air. Preferably, the liquid condensate in the condensate storage device is converted into mist by an atomization device (e.g., an ultrasonic plate or a pressurized, throttled atomization device), which then evaporates to exchange heat. This arrangement increases the surface area for evaporative heat exchange and makes the heat exchanger smaller and more compact, saving space.

[0059] The evaporator, located in the vehicle's evaporator tank, cools the refrigerant passing through it to achieve dehumidification or cabin cooling. In an embodiment of the present invention, an evaporator expansion valve EXV3 (preferably an electronic expansion valve) is located upstream of the evaporator 106. By controlling the throttling of the evaporator expansion valve EXV3, the refrigerant is cooled. The cooled refrigerant then evaporates after the evaporator, achieving dehumidification or cabin cooling.

[0060] The regenerator is used to make the cold and hot fluids in the refrigerant circuit flow through the same flow channel space. The fluid achieves heat exchange through direct contact with the regenerator filler, which can improve heat exchange efficiency and reduce energy consumption. It is particularly suitable for air conditioning flow circuits using carbon dioxide as the refrigerant. The regenerator includes a low-temperature and low-pressure side inlet and a high-temperature and high-pressure side inlet. Figure 1 In the embodiment, before the heat recovery filler flows back to the compressor 101, it first passes through the gas-liquid separator 110 and then flows into the regenerator 104 from the low-temperature and low-pressure side. At this time, the heat recovery filler in the regenerator 104 is at a low temperature, thereby further cooling the refrigerant fluid flowing into the regenerator 104 from the high-temperature and high-pressure side, thereby improving the cooling efficiency.

[0061] The gas-liquid separator separates the gaseous and liquid refrigerant flowing back to the compressor to prevent liquid refrigerant from entering the compressor and damaging it.

[0062] Batteries are used to power new energy vehicles, and electric drive components include motors, controllers and other components, which are used to drive the vehicles.

[0063] The low temperature radiator is used to pass the coolant, thereby cooling the coolant in the coolant circuit. In the present invention, the airflow blown by the electronic fan 113 can pass through the coolant in the low temperature radiator 112 and the refrigerant in the outdoor radiator 103, so that the two can fully exchange heat.

[0064] Valve components are used to control the flow rate and direction of the fluid in the flow path, for example, including closed state, fully open state, throttling state, etc. When the valve component is in the closed state, the fluid cannot pass through; in the fully open state of the valve component, the fluid can pass through completely; in the throttling state of the valve component, the passing fluid is throttled to control the flow rate of the fluid as needed. In order to better illustrate the present invention, the valve components are divided into: regulating valve components, throttling valve components and multi-way valve components in this application. Among them, the regulating valve component includes a one-way valve (including an open state and a closed state, and in the open state, it only guides the fluid in a single direction), a stop valve (including a closed state and a fully open state). The throttling valve component, such as an electronic expansion valve, includes a closed state, a fully open state, and a throttling state. The multi-way valve component includes: a three-way valve, a four-way valve, a five-way valve and the above number of valves. In an embodiment of the present invention, the direction and flow of the fluid in the pipeline are controlled by setting valve components. In one embodiment, Figure 1As shown, the valve components include a one-way valve 1CV located downstream of the outflow end of the regenerator 104, an electronic expansion valve EXV1 located between the air coolers 102A and 102B and the outdoor radiator 103, a first shut-off valve SV1 located downstream of the outflow ends of the air coolers 102A and 102B, a second shut-off valve SV2 located upstream of the gas-liquid separator 110 and the regenerator 104, a battery heat exchange expansion valve EXV2 (an electronic expansion valve may also be selected) located upstream of the battery heat exchanger 105, and an evaporator expansion valve EXV3 (an electronic expansion valve may also be selected) located upstream of the evaporator 106. The valve components also include four-way valve No. 1 4V1, four-way valve No. 2 4V2, five-way valve 5V, three-way valve No. 1 3V1, three-way valve No. 2 3V2, and three-way valve No. 3 3V3, located in the cooler circuit and used to control the opening and closing of the battery circuit, electric drive circuit, heating circuit, and cooling circuit.

[0065] Pump components are used to drive the movement and direction of the fluid in the flow path. Figure 1 As shown, the pump components include air cooler water pumps P1 and P2, battery circuit water pump P3, and electric drive circuit water pump P4.

[0066] Figure 2 Another embodiment of the present invention is shown. Figure 1 The structures of the two devices are not much different, except that the steam heat exchanger 111 ′ is arranged between the evaporator 106 and the regenerator 104 .

[0067] In the refrigerant circuit, the refrigerant on the battery cooling circuit passes through: compressor 101, first air cooler 102A, second air cooler 102B, outdoor radiator 103, steam heat exchanger 111, regenerator 104 (entering from the high temperature and high pressure side), battery heat exchanger 105, regenerator 104 (entering from the low temperature and low pressure side), gas-liquid separator 110, and finally returns to compressor 101.

[0068] In the refrigerant circuit, the refrigerant in the cabin cooling circuit passes through: compressor 101, first air cooler 102A, second air cooler 102B, outdoor radiator 103, steam heat exchanger 111, regenerator 104 (entering from the high-temperature and high-pressure side), evaporator 106 (located in the vehicle evaporator box), regenerator 104 (entering from the low-temperature and low-pressure side), gas-liquid separator 110, and finally returns to compressor 101.

[0069] The cooling circuit includes a first air cooler 102A and a first heater core 107A located in the vehicle's evaporator. The first air cooler 102A is associated with the first heater core 107A, providing heating for it. The second air cooler 102B is associated with the second heater core 107B, providing heating for it. The battery circuit includes a battery 108 and a battery heat exchanger 105. The electric drive circuit includes an electric drive assembly 109. The heat dissipation circuit includes a low-temperature radiator 112.

[0070] The refrigerant circuit and the coolant circuit are configured to complete heat exchange between the refrigerant and the coolant at the first air cooler 102A, the second air cooler 102B, and the battery heat exchanger 105 through the corresponding refrigerant and coolant sections. That is, the refrigerant section of the first air cooler exchanges heat with the coolant section of the first air cooler, the refrigerant section of the second air cooler exchanges heat with the coolant section of the second air cooler, and the refrigerant section of the battery heat exchanger exchanges heat with the coolant section of the battery heat exchanger. The first warm core 107A is configured to be supplied with heat by the coolant section of the first air cooler 102A (preferably, by being connected in series in the same coolant circuit), and the second warm core 107B is configured to be supplied with heat by the coolant section of the second air cooler 102B (preferably, by being connected in series in the same coolant circuit).

[0071] In the coolant circuit, the battery circuit, electric drive circuit, heating circuit and heat dissipation circuit of the coolant are formed by switching the multi-way valve assembly and driving the water pump component. In the refrigerant circuit, the opening and closing of the expansion valve, the shut-off valve and the one-way valve are controlled to control the flow direction and heat exchange of the refrigerant. In one embodiment, the control method of the vehicle air-conditioning system includes at least the following steps: in the refrigerant circuit, the refrigerant flows through at least two air coolers connected in series in sequence for heat exchange; in the coolant circuit, the coolant flows through at least two air coolers after heat exchange and the heating circuit to provide heat for the vehicle to achieve cabin heating; and / or the coolant flows through one of the at least two air coolers after heat exchange and the battery circuit to provide heat for the battery. In addition to the above embodiments, the following will also specifically list the modes that can be formed by the vehicle heat pump air-conditioning system of the present invention to achieve corresponding cooling, heating, deicing and other functions. Figure 3The first mode of the vehicle heat pump air conditioning system of the present invention is shown, which cools the vehicle cabin. The dashed line in the figure represents the refrigerant flow path in the refrigerant circuit. In the refrigerant circuit, the refrigerant exits compressor 101 (e.g., an electric compressor), passes through first air cooler 102A and second air cooler 102B (where heat exchange is not completed; heating water pumps P1 and P2 in the coolant circuit are not operating), electronic expansion valve EXV1 (fully open), outdoor radiator 103, steam heat exchanger 111, regenerator 104 (high-temperature, high-pressure side), high-pressure side check valve 1CV (fully open, optionally substituted by a shutoff valve or electronic expansion valve), evaporator expansion valve EXV3 (throttling), evaporator 106, gas-liquid separator 110, regenerator 104 (low-temperature, low-pressure side), and finally returns to compressor 101. This completes the vehicle cabin refrigeration cycle. In this mode, the battery heat exchange expansion valve EXV2, the first stop valve SV1, and the second stop valve SV2 are all in the closed state. In the coolant circuit, the heating circuit water pumps P1 and P2, the battery circuit water pump P3, and the electric drive circuit water pump P4 are all inoperative. In this embodiment, the two air coolers 102A and 102B fully cool the refrigerant, exchange heat through the outdoor radiator 103, and the steam heat exchanger 111 collects the condensed water and evaporates it to absorb the heat of the refrigerant in the air-conditioning pipeline, thereby reducing the temperature of the refrigerant in the air-conditioning pipeline. After passing through the regenerator 104, it passes through the evaporator 106 to achieve cabin cooling and cooling. Optionally, three or more air coolers can be set in series as needed to improve heat exchange efficiency.

[0072] Figure 4The figure shows the second mode of the vehicle heat pump air conditioning system of the present invention, which is cabin heating. The dashed line in the figure represents the refrigerant flow path in the refrigerant circuit; the dashed line represents the coolant path in the coolant circuit. In the refrigerant circuit, the refrigerant exits compressor 101 (e.g., an electric compressor) and passes through first and second air coolers 102A and 102B (where heat exchange is completed; water pumps P1 and P2 in the coolant circuit are operating), electronic expansion valve EXV1 (throttled), outdoor radiator 103, second shut-off valve SV2 (fully open), gas-liquid separator 110, regenerator 104 (low-temperature, low-pressure side), and finally returns to compressor 101. In this mode, the check valve 1CV is fully open (alternatively, an expansion valve or shut-off valve can be used; if used, it is closed). The battery heat exchange expansion valve EXV2, evaporator expansion valve EXV3, and first shut-off valve SV1 are all fully closed. In the coolant circuit, heating circuit pumps P1 and P2 are operating, while battery circuit pump P3 and electric drive circuit pump P4 are both inoperative. Three-way valve No. 1 (3V1) has openings 1-2 open, three-way valve No. 2 (3V2) has openings 1-3 open, and three-way valve No. 3 (3V3) has openings 1-3 open. Four-way valve No. 1 (4V1) has openings 1-4, 2-3, or 1-2, 3-4 open, depending on battery and electric drive requirements. Four-way valve No. 2 (4V2) has openings 1-4 and 2-3 open. Five-way valve 5V can operate in 1-5, 2-out, 3-in, 4-out, or 1-in, 4-out, 3-in, 2-out configurations, depending on battery and electric drive circuit requirements. In this mode, the first and second heater cores 107A and 107B are connected in series with the coolant sections of the first and second air coolers 102A and 102B, respectively, to heat the cabin. As needed, a battery 108 or an electric drive assembly 109 may be added to the series circuit of the second warm core 107B to conduct heat.

[0073] Figure 5The third mode of the vehicle heat pump air conditioning system of the present invention is shown, which provides cabin and battery heating. The dashed lines in the figure represent the refrigerant flow path in the refrigerant circuit; the dotted and double-dashed lines represent the coolant paths in the coolant circuit. The dotted line represents the series circuit formed by the first heater core 107A and the coolant portion of the first air cooler 102A, which is used to heat the cabin; the double-dashed line represents the series circuit formed by the second heater core 107B, the coolant portion of the second air cooler 102B, and the battery, which is used to heat the cabin and the battery. In the refrigerant circuit, the refrigerant comes out of the compressor 101 (for example, an electric compressor), passes through the first air cooler 102A and the second air cooler 102B (where heat exchange is completed; at this time, the heating circuit water pumps P1 and P2 in the coolant circuit are working), the electronic expansion valve EXV1 (throttling state), the outdoor radiator 103, the second stop valve SV2 (fully open state), the gas-liquid separator 110, the regenerator 104 (low temperature and low pressure side), and finally flows back to the compressor 101. In this mode, the electronic expansion valve EXV1 and the one-way valve 1CV are both in the closed state, and the second stop valve SV2 is in the fully open state. In the coolant circuit, the heating circuit water pumps P1 and P2 are working, the battery circuit water pump P3 is working, and the electric drive circuit water pump P4 is not working. Openings 1-2 of the No. 1 three-way valve 3V1 are connected, openings 1-3 of the No. 2 three-way valve 3V2 are connected, openings 1-2 of the No. 3 three-way valve 3V3 are connected, openings 1-4 and 2-3 of the No. 1 four-way valve 4V1 are connected, openings 1-4 and 2-3 of the No. 2 four-way valve 4V2 are connected, and openings 3-4 of the five-way valve 5V are connected. 1 or 5 in and 2 out can be achieved according to the requirements of the electric drive circuit. This mode is particularly suitable for situations where the temperature inside the car exceeds the preset temperature but the battery needs to be heated. At this time, the excess heat of one of the air coolers can be used to heat the battery at the same time to achieve energy saving. Preferably, as Figure 5 As shown, the coolant circuit of the air cooler 102B with a lower temperature is selected to heat the battery 108 .

[0074] Figure 6The fourth mode of the vehicle heat pump air conditioning system of the present invention is shown. This mode provides cabin heating and battery cooling, achieving both cabin heating and battery cooling. The dashed lines in the figure indicate the refrigerant flow path in the refrigerant circuit; the dashed lines in the battery circuit on the right side of the figure represent the coolant path, which is merely a schematic notation to distinguish the heating circuit from the battery circuit. The dashed lines indicate the coolant series circuits formed by the first heater core 107A and the coolant portion of the first air cooler 102B, and the coolant series circuits formed by the second heater core 107B and the coolant portion of the second air cooler 102B, used to heat the cabin. In the refrigerant circuit, the refrigerant exits compressor 101 (e.g., an electric compressor) and passes through first air cooler 102A and second air cooler 102B (where heat exchange is completed; at this point, heating circuit water pumps P1 and P2 in the coolant circuit are operating), electronic expansion valve EXV1, outdoor radiator 103, steam heat exchanger 111, regenerator 104 (high-temperature, high-pressure side), one-way valve 1CV, battery heat exchange expansion valve EXV2 (throttled), battery heat exchanger 105, gas-liquid separator 110, regenerator 104 (low-temperature, low-pressure side), and finally returns to compressor 101, completing the refrigerant circuit cycle. In this mode, the first shut-off valve SV1, the second shut-off valve SV2, and the evaporator expansion valve EXV3 are all closed, and EXV2 is throttled as needed. In the coolant circuit, heating circuit water pumps P1 and P2 are operating, battery circuit water pump P3 is operating, and electric drive circuit water pump P4 is not operating. Openings 1-2 of three-way valve #1 (3V1) are open, openings 1-3 of three-way valve #2 (3V2) are open, openings 1-3 of three-way valve #3 (3V3) are open, openings 1-4 and 2-3 of four-way valve #1 (4V1) are open, openings 1-4 and 2-3 of four-way valve #2 (4V2) are open, and openings 3-4 of five-way valve 5V are open, enabling either 1-input or 5-output operation depending on the electric drive circuit requirements. In this mode, first and second heater cores 107A and 107B are connected in series with the coolant sections of first and second air coolers 102A and 102B, respectively, to heat the cabin. In the refrigerant circuit, after the refrigerant comes out of the compressor 101 and is cooled, it is throttled by the battery heat exchange expansion valve EXV2, and after cooling, it flows to the refrigerant part of the battery heat exchanger 105, thereby cooling the coolant in the battery heat exchanger 105; in the coolant circuit, the battery and the battery heat exchanger form a battery circuit of the coolant, and the cooled coolant in the battery heat exchanger cools the battery.

[0075] Figure 7The fifth mode of the vehicle heat pump air conditioning system of the present invention is shown, which is a mode for cooling the vehicle cabin and battery, achieving both cabin and battery cooling. The dotted lines in the figure represent the flow paths of the refrigerant in the refrigerant circuit and the coolant in the coolant circuit. In the refrigerant circuit, the refrigerant comes out of the compressor 101 (for example, an electric compressor), passes through the first air cooler 102A and the second air cooler 102B in sequence (where heat exchange is completed; at this time, the heating circuit water pumps P1 and P2 in the coolant circuit are working), the electronic expansion valve EXV1 (throttling state), the outdoor radiator 103, the steam heat exchanger 111, the regenerator 104 (high temperature and high pressure side), the one-way valve 1CV (fully open state, optionally, it can also be replaced by an expansion valve or a shut-off valve), and then is divided into two paths: one path of the refrigerant passes through the battery heat exchange expansion valve EXV2 (throttling state) and the battery heat exchanger 105; the other path of the refrigerant passes through the evaporator expansion valve EXV3 (throttling state) and the evaporator 106; then the two paths merge and enter the gas-liquid separator 110, the regenerator 104 (low temperature and low pressure side), and then flow back to the compressor 101 to complete the refrigerant circuit cycle. In this mode, both the first and second shutoff valves SV1 and SV2 are closed, while the battery heat exchange expansion valve EXV2 and the evaporator expansion valve EXV3 are throttled as needed. In the coolant circuit, heating circuit pumps P1 and P2, electric drive circuit pump P4, and battery circuit pump P3 operate. Openings 1-3 of three-way valve No. 1 (3V1) are open, openings 1-2 of three-way valve No. 2 (3V2) are open, and openings 1-2 of three-way valve No. 3 (3V3) are open. Openings 1-2 and 4-3 of four-way valve No. 1 (4V1) are open, openings 3-4 and 2-1 of four-way valve No. 2 (4V2) are open, and openings 3-4 and 5-2 of five-way valve 5V are open. In the refrigerant circuit, after the refrigerant exits compressor 101 and is cooled, it passes through battery heat exchange expansion valve EXV2 for throttling. After cooling, it flows to the refrigerant portion of battery heat exchanger 105, thereby cooling the coolant in battery heat exchanger 105. Another portion of the refrigerant is throttled by evaporator expansion valve EXV3, causing condensed water to evaporate through evaporator 106, thereby cooling the vehicle cabin. In the coolant circuit, battery 108 and battery heat exchanger 105 form a battery coolant circuit. The cooled coolant in battery heat exchanger 105 cools the battery. The battery circuit is connected in series with the electric drive circuit and low-temperature radiator 112. The coolant portions of the first and second air coolers 102A, 102B, form a circuit with the electric drive assembly 109 and low-temperature radiator 112, dissipating heat from this circuit through low-temperature radiator 112.

[0076] Figure 8The sixth mode formed by the vehicle heat pump air conditioning system of the present invention is shown, which is battery cooling to achieve battery cooling. The dotted lines in the figure represent the flow paths of the refrigerant in the refrigerant circuit and the coolant in the coolant circuit. In the refrigerant circuit, the refrigerant comes out of the compressor 101 (for example, an electric compressor), passes through the first air cooler 102A and the second air cooler 102B in sequence (where heat exchange is completed; at this time, the heating circuit water pumps P1 and P2 in the coolant circuit are working), the electronic expansion valve EXV1 (fully open state), the outdoor radiator 103, the steam heat exchanger 111, the regenerator 104 (high temperature and high pressure side), the one-way valve 1CV, the battery heat exchange expansion valve EXV2 (throttling state), the battery heat exchanger 105, the gas-liquid separator 110, the regenerator 104 (low temperature and low pressure side), and finally flows back to the compressor 101 to complete the refrigerant circuit cycle. In this mode, the first and second stop valves SV1 and SV2, as well as the evaporator expansion valve EXV3, are all closed. The battery heat exchange expansion valve EXV2 is throttled as needed. In the coolant circuit, heating circuit pumps P1 and P2, electric drive circuit pump P4, and battery circuit pump P3 operate. Openings 1-3 of three-way valve No. 1 (3V1) are open, openings 1-2 of three-way valve No. 2 (3V2) are open, and openings 1-2 of three-way valve No. 3 (3V3) are open. Openings 1-2 and 4-3 of four-way valve No. 1 (4V1) are open, openings 3-4 and 2-1 of four-way valve No. 2 (4V2) are open, and openings 3-4 and 5-2 of five-way valve 5V are open. In the refrigerant circuit, after the refrigerant exits compressor 101 and is cooled, it passes through battery heat exchange expansion valve EXV2 for throttling. After cooling, it flows to the refrigerant portion of battery heat exchanger 105, thereby cooling the coolant in battery heat exchanger 105. In the coolant circuit, battery 108 and battery heat exchanger 105 form a battery coolant circuit. The cooled coolant in battery heat exchanger 105 cools the battery. The battery circuit is connected in series with the electric drive circuit and the low-temperature radiator: the coolant portion of the first air cooler 102A and the coolant portion of the second air cooler 102B form a circuit with the electric drive assembly 109 and the low-temperature radiator 112, and the heat in this circuit is dissipated through the low-temperature radiator 112.

[0077] by Figure 7 or Figure 8In another embodiment as an example, a maximum cooling mode of the battery is formed. In this mode, in the refrigerant circuit, one or two air coolers (i.e., the first air cooler or the second air cooler) can be selected to start the heat exchange mode, that is, only the heating water pumps corresponding to some of the multiple air coolers can be turned on, or the heating circuit water pumps corresponding to all the air coolers can be turned on to complete the heat exchange between the refrigerant and the coolant. It can be seen that the present invention adopts two or more air coolers, and can flexibly and conveniently adjust the matching of the appropriate number of air coolers according to needs to achieve low energy consumption and high efficiency air conditioning. In addition, the solution of the present invention preferably uses carbon dioxide as the refrigerant to achieve the green and environmental protection of the air conditioning of new energy vehicles as a whole.

[0078] Figure 9 The seventh mode of the vehicle heat pump air conditioning system of the present invention is shown, which is cabin heating and dehumidification. The dashed lines in the figure represent the refrigerant flow path in the refrigerant circuit; the dotted and double-dashed lines represent the coolant paths in the coolant circuit. The dotted line represents the series circuit formed by the first warm core 107A and the coolant portion of the first air cooler 102A; the double-dashed line represents the series circuit formed by the second warm core 107B and the coolant portion of the second air cooler 102B. In the refrigerant circuit, the refrigerant exits compressor 101 (e.g., an electric compressor) and passes through first and second air coolers 102A, 102B (where heat exchange is completed; heating circuit pumps P1 and P2 in the coolant circuit are operating), electronic expansion valve EXV1 (in throttling mode), outdoor radiator 103, steam heat exchanger 111, regenerator 104 (high-temperature, high-pressure side), check valve 1CV, evaporator expansion valve EXV3 (in throttling mode), evaporator 106, gas-liquid separator 110, regenerator 104 (low-temperature, low-pressure side), and finally returns to compressor 101, completing the refrigerant circuit. In this mode, the first shut-off valve SV1, the second shut-off valve SV2, and the battery heat exchange expansion valve EXV2 are all closed, with EXV1 and EXV3 throttling as needed. In the coolant circuit, heating circuit pumps P1 and P2 are operating, while electric drive circuit pump P4 and battery circuit pump P3 are both inoperative. Openings 1-2 of three-way valve No. 1 (3V1) are open, openings 1-3 of three-way valve No. 2 (3V2) are open, and openings 1-3 of three-way valve No. 3 (3V3) are open. Openings 1-4 and 2-3 of four-way valve No. 1 (4V1) are open, and openings 1-4 and 2-3 of four-way valve No. 2 (4V2) are open. Five-way valve 5V is opened based on the needs of the electric drive battery. In this mode, the first and second warmer cores 107A and 107B are connected in series with the coolant sections of the first and second air coolers 102A and 102B, respectively, to heat the vehicle cabin. In the refrigerant circuit, after the refrigerant is cooled by compressor 101, the condensed water is collected in steam heat exchanger 111 and evaporated. After throttling and condensation through regenerator 104 and evaporator expansion valve EXV3, it evaporates again in evaporator 106, achieving dehumidification.

[0079] Figure 10 The eighth mode formed by the vehicle heat pump air conditioning system of the present invention is shown, which is the battery heat exchanger de-icing mode. The dotted lines in the figure represent the flow paths of the refrigerant in the refrigerant circuit and the coolant in the coolant circuit. In the refrigerant circuit, the refrigerant comes out of the compressor 101 (for example, an electric compressor), passes through the first air cooler 102A and the second air cooler 102B in sequence (they only pass through but do not complete heat exchange; at this time, the heating water pumps P1 and P2 in the coolant circuit are not working), the electronic expansion valve EXV1 (fully open), the outdoor radiator 103, the steam heat exchanger 111, the regenerator 104 (high temperature and high pressure side), the one-way valve 1CV (fully open), the battery heat exchange expansion valve EXV2 (throttling state), the battery heat exchanger 105, the gas-liquid separator 110, the regenerator 104 (low temperature and low pressure side), and finally flows back to the compressor 101, completing the refrigerant circuit cycle. In this mode, the first shutoff valve SV1, the second shutoff valve SV2, and the evaporator expansion valve EXV3 are all closed, and the battery heat exchange expansion valve EXV2 is throttled as needed. In the coolant circuit, only the battery circuit water pump P3 operates; the heating circuit water pumps P1 and P2 and the electric drive circuit water pump P4 are all inoperative. In this mode, the waste heat generated by the battery 108 can be used to de-ice the battery heat exchanger, realizing waste heat utilization.

[0080] Figure 11 The ninth mode formed by the vehicle heat pump air conditioning system of the present invention is shown, which is the natural heat dissipation of the battery. The dotted line in the figure represents the flow path of the coolant in the coolant circuit. In this mode, the refrigerant circuit does not work, and the low-temperature radiator 112 (in conjunction with the electronic fan 113) is used to dissipate heat to the battery circuit. In the coolant circuit, the heating circuit water pumps P1 and P2 do not work, the electric drive circuit water pump P4 and the battery circuit water pump P3 work, and the electric drive circuit and the battery circuit are connected in series. The outlet of the No. 1 four-way valve 4V1 is 1 in and 4 out, and the five-way valve 5V has 5 in and 4 out, and 3 in and 2 out. This mode is particularly suitable for the autumn and winter seasons when the ambient temperature is below 20°C. When the battery needs to dissipate heat, the outside ambient temperature is low, and the electronic fan 113 and the low-temperature radiator 112 can be used to achieve natural heat dissipation.

[0081] Figure 12 The tenth mode formed by the vehicle heat pump air conditioning system of the present invention is shown. This mode is to recover waste heat to keep the battery warm. The dotted line in the figure represents the flow path of the coolant in the coolant circuit. In this mode, the refrigerant circuit does not work, and the electric drive circuit is used to dissipate heat to keep the battery warm. In the coolant circuit, the heating circuit water pumps P1 and P2 do not work, the electric drive circuit water pump P4 and the battery circuit water pump P3 work, and the electric drive circuit and the battery circuit are connected in series. Four-way valve No. 1 4CV1 has 1 in and 4 out, and the five-way valve 5V has 1 in and 4 out, and 3 in and 2 out.

[0082] Figure 13This figure shows the eleventh mode of the vehicle heat pump air conditioning system of the present invention, which uses waste heat recovery to heat the vehicle cabin. The dashed lines in the figure indicate the refrigerant flow path in the refrigerant circuit and the coolant flow path in the electric drive circuit. The single-dash line represents the series circuit formed by the first warm core 107A and the coolant portion of the first air cooler 102A. The double-dash line represents the series circuit formed by the second warm core 107B, the coolant portion of the second air cooler 102B, and the battery circuit. In the refrigerant circuit, the refrigerant exits compressor 101 (e.g., an electric compressor) and passes sequentially through the first air cooler 102A and the second air cooler 102B (where heat exchange is completed; at this time, the heating circuit water pumps P1 and P2 in the coolant circuit are operating), the electronic expansion valve EXV1, the outdoor radiator 103, the steam heat exchanger 111, the regenerator 104 (high temperature and high pressure side), the one-way valve 1CV, the battery heat exchange expansion valve EXV2 (throttled state), the battery heat exchanger 105, the gas-liquid separator 110, the regenerator 104 (low temperature and low pressure side), and finally flows back to compressor 101, completing the refrigerant circuit cycle. In this mode, the first shut-off valve SV1, the second shut-off valve SV2, and the evaporator expansion valve EXV3 are all closed, and the battery heat exchange expansion valve EXV2 is throttled as needed. In the coolant circuit, the heating circuit water pumps P1 and P2, the electric drive circuit water pump P4, and the battery circuit water pump P3 are all operating. Openings 1-2 of three-way valve No. 1 (3V1) are open, openings 1-3 of three-way valve No. 2 (3V2) are open, and openings 1-2 of three-way valve No. 3 (3V3) are open. Openings 1-4 and 2-3 of four-way valve No. 1 (4V1) are open, and openings 1-4 and 2-3 of four-way valve No. 2 (4V2) are open. Openings 1-2, 3-4, or 2-3 and 1-4 of five-way valve 5V are open. In this mode, the cabin heat is supplied by heat from the coolant exchanged between the air coolers, which is transferred to the first and second heater cores 107A and 107B. For example, first heater core 107A is connected in series with the coolant portion of first air cooler 102A, and second heater core 107B is connected in series with the coolant portion of second air cooler 102B. Furthermore, waste heat from the battery and electric drive circuit can contribute to cabin heating, saving energy. For example, the second heater core 107B is connected in series with the coolant part, battery circuit, and electric drive circuit of the second air cooler 102B. When the heat generated by the battery and electric drive components is transferred to the second heater core 107B, the cabin is heated.

[0083] Figure 3-Figure 13 is based on Figure 1 The heat pump air conditioning system of the present invention is shown in the embodiment of the structure, the applicable air conditioning modes are not limited to the examples listed above. Similarly, the air conditioning modes listed above can also be applied to other structures that do not deviate from the concept of the present invention, such as Figure 2Furthermore, variations without departing from the concept of the present invention may also be made in the selection and layout of valve components, pump components, and heat exchanger types.

[0084] Figure 14-15 Two other selection and arrangement embodiments of valve components under the concept of the present invention are shown. Figure 14 FIG2 shows another embodiment of the vehicle heat pump air conditioning system of the present invention, which includes a compressor 201, a first air cooler 202A, a second air cooler 202B, a first warm core 207A, a second warm core 207B, a battery heat exchanger 205, an outdoor radiator 203, a steam heat exchanger 211, an evaporator 206, a battery 208, an electric drive component 209, a low-temperature radiator 212, and an electronic fan 213; and further includes a heat exchanger 211 and a heat exchanger 212; Figure 1-13 The pump components have the same function and layout as the above embodiment. Different from the above embodiment, the regenerator 210 here has a built-in gas-liquid separator. In addition, the multi-way valve assembly may include an eight-way valve 8V, a three-way valve 3V as shown in the following figure. Figure 14 The arrangement shown can also realize the activation and switching of the heating circuit, the electric drive circuit and the battery circuit in the coolant circuit.

[0085] Figure 15 FIG. 2 shows another embodiment of the vehicle heat pump air conditioning system of the present invention. Figure 14 The difference is that the eight-way valve 8V is replaced by the first five-way valve 5V1 and the second five-way valve 5V2. Figure 15 The arrangement shown can also realize the activation and switching of the heating circuit, the electric drive circuit, and the battery circuit in the coolant circuit. In addition to the arrangement of the multi-way valve assembly shown in the above embodiment, other arrangements can also be adopted without departing from the concept of the present invention.

[0086] It is understandable that Figure 3-Figure 13 The air conditioning mode used is also applicable to Figure 14 and Figure 15 Embodiment structure.

[0087] The above describes a vehicle heat pump air conditioning system provided by an embodiment of the present invention. Accordingly, an embodiment of the present invention further provides a vehicle, in particular a new energy vehicle and / or an electric vehicle, comprising a vehicle body and a heat pump mounted on the vehicle body. Figure 1-15 The vehicle heat pump air conditioning system is shown in FIG.

[0088] Finally, it should be noted that the above embodiments are intended only to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art will appreciate that modifications may be made to the technical solutions described in the above embodiments, or that some of the technical features may be replaced with equivalents; such modifications or replacements do not deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A vehicle air conditioning system, characterized in that: include: Refrigerant circuit and coolant circuit, where The refrigerant circuit flows through at least two air coolers connected in series, and the circuit at the outflow end of the at least two air coolers includes a battery cooling circuit and a cabin cooling circuit, the battery cooling circuit passes through a battery heat exchanger of the vehicle, and the cabin cooling circuit passes through an evaporator tank of the vehicle; The coolant circuit includes a heating circuit and a battery circuit, wherein the battery circuit includes the battery heat exchanger and a battery, the heating circuit flows through the at least two air coolers and the evaporator box of the vehicle to provide heat for the vehicle; the battery circuit is connected to one of the at least two air coolers and the vehicle evaporator box to provide heat for the battery; the evaporator box has an evaporator, a first warm core connected to a part of the at least two air coolers, and a second warm core connected to another part of the at least two air coolers, the battery circuit is connected to the second warm core in the vehicle evaporator box, and the cabin cooling circuit flows through the evaporator; the heating temperature of the first warm core is higher than the heating temperature of the second warm core.

2. The system according to claim 1, wherein: The battery circuit is selectively connected to the second warming core through a multi-way valve assembly, so as to transfer heat collected in the battery circuit to the second warming core.

3. The system according to claim 2, characterized in that The coolant circuit also includes an electric drive circuit, wherein the electric drive circuit includes an electric drive component powered by the battery to provide power for the vehicle, and the electric drive circuit and the battery circuit are selectively connected through a multi-way valve assembly to conduct heat collected in the electric drive circuit to the battery.

4. The system according to claim 3, characterized in that The coolant circuit also includes a heat dissipation circuit, and the heat dissipation circuit and the battery circuit are selectively connected through the multi-way valve assembly to conduct the heat collected in the battery circuit into the heat dissipation circuit, and / or The heat dissipation circuit and at least some of the at least two air coolers are selectively connected through the multi-way valve assembly to introduce heat collected by at least some of the air coolers in the coolant circuit into the heat dissipation circuit.

5. The system according to claim 1, wherein: The refrigerant circuit is provided with a regulating valve assembly for switching the supply of refrigerant to the battery cooling circuit and / or the cabin cooling circuit.

6. The system according to claim 1, wherein: The refrigerant circuit is sequentially provided with an outdoor radiator, a steam heat exchanger and a regenerator. The battery cooling circuit and the cabin cooling circuit are located at the outflow end of the regenerator. The steam heat exchanger includes a condensed water storage device, an atomization device and an evaporation device.

7. The system according to any one of claims 1 to 6, characterized in that The system uses carbon dioxide as a refrigerant.

8. A method for controlling a vehicle air-conditioning system, used for the vehicle air-conditioning system according to any one of claims 1 to 7, characterized in that: At least the following steps are included: In the refrigerant circuit, the refrigerant is controlled to flow through at least two air coolers connected in series for heat exchange; In the coolant circuit, the coolant is controlled to flow through the at least two air coolers and the heating circuit after heat exchange to provide heat to the vehicle; and / or the coolant flows through one of the at least two air coolers after heat exchange and the battery circuit to provide heat to the battery.

9. A vehicle, characterized in that: The vehicle air conditioning system comprises the vehicle air conditioning system according to any one of claims 1-7.

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