Air conditioning thermal management system for a vehicle and vehicle having the same

Abstract

The present invention discloses an air-conditioning thermal management system for a vehicle and a vehicle having the same. The vehicle includes a battery and a cooling water circuit. The air-conditioning thermal management system includes a compressor, a commutation component, a battery thermal manager, etc. The first valve port of the commutation component is connected to the exhaust port, the second valve port is connected to the first pipeline, the second pipeline is connected to the third valve port and a control valve is connected in series, the return air circuit is connected to the suction port, the connecting pipeline is connected to the first pipeline and the return air circuit and a control valve is connected in series, the external heat exchanger is connected to the first pipeline, the in-cabin heat exchanger assembly is connected to the first pipeline, the return air circuit and the second pipeline to form an in-cabin heat exchange flow path and a throttle valve is connected in series, the first flow path of the battery thermal manager is connected to the return air circuit and the first pipeline, the battery heat exchange flow path is connected in series with a throttle valve, the second pipeline is connected to the battery heat exchange flow path, and the second flow path is connected to the cooling water circuit. The air-conditioning thermal management system of the present invention heats the battery through the battery thermal manager, greatly reducing the system cost.

Description

Technical Field

[0001] The present invention relates to the technical field of in-vehicle air conditioners, and particularly to an air-conditioning thermal management system for a vehicle and a vehicle having the same. Background Art

[0002] With the continuous improvement of the requirements for low-temperature heating and endurance of electric vehicles, the poor low-temperature heating performance and high GWP (Global Warming Potential) value have led to the phasing out of the R134a (tetrafluoroethane) refrigerant. Carbon dioxide (R744), due to its excellent heating performance, low GWP value, and non-destruction of the ozone layer, is regarded as the most promising refrigerant in the field of vehicle heat pumps.

[0003] In the prior art, there have also been air-conditioning thermal management systems that use carbon dioxide as a refrigerant to meet the heating requirements. However, the prior art has not solved the technical problem of poor refrigeration performance of carbon dioxide (R744). Moreover, in the existing air-conditioning thermal management system, a high-voltage PTC (Positive Temperature Coefficient) is configured in the battery cooling water circuit to heat the battery, but the cost of the high-voltage PTC is relatively high, thus increasing the cost of the air-conditioning thermal management system. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. For this purpose, the present invention provides an air-conditioning thermal management system for a vehicle, which can use a battery thermal manager to heat the battery, eliminating the need for a high-voltage PTC, reducing the system cost, and solving the technical problem of increased system cost caused by using a high-voltage PTC to heat the battery in the prior art.

[0005] The present invention also aims to provide a vehicle having the above air-conditioning thermal management system.

[0006] According to an air-conditioning thermal management system of a vehicle according to an embodiment of the present invention, the vehicle includes a battery and a cooling water circuit for cooling the battery, and the air-conditioning thermal management system includes: a compressor having an exhaust port and a suction port; a commutation assembly including a first valve port, a second valve port, and a third valve port, the first valve port being connected to the exhaust port, and the first valve port being in communication with one of the second valve port and the third valve port; a first pipeline connected to the second valve port; a second pipeline connected to the third valve port, with a first control valve connected in series on the second pipeline; a return air circuit connected to the suction port; a connecting pipeline with both ends respectively connected to the first pipeline and the return air circuit, with a second control valve connected in series on the connecting pipeline; an in-cabin heat exchanger assembly and an external heat exchanger, the external heat exchanger being connected in series on the first pipeline, and the in-cabin heat exchanger assembly being connected to the first pipeline, the return air circuit, and the second pipeline respectively to form an in-cabin heat exchange flow path, with a first throttle valve connected in series on the in-cabin heat exchange flow path; a battery thermal manager including a first flow path and a second flow path that exchange heat with each other, both ends of the first flow path being respectively connected to the return air circuit and the first pipeline to form a battery heat exchange flow path, with a second throttle valve connected in series on the battery heat exchange flow path; the second pipeline being connected to the battery heat exchange flow path, the first control valve being located between the battery heat exchange flow path and the in-cabin heat exchange flow path, and the second flow path being connected in series on the cooling water circuit.

[0007] According to the air-conditioning thermal management system of the embodiment of the present invention, by connecting the second flow path of the battery thermal manager in series on the cooling water circuit, when it is necessary to heat the battery, the refrigerant is first compressed by the compressor into a high-temperature and high-pressure refrigerant. Since the first valve port of the commutation assembly is connected to the exhaust port of the compressor, the high-temperature and high-pressure refrigerant after compression can be discharged through the exhaust port and flow into the second pipeline through the commutation assembly. Since the second pipeline is connected to the battery heat exchange flow path, the second pipeline can guide the high-temperature and high-pressure refrigerant into the battery heat exchange flow path to heat the cooling water for cooling the battery, and guide the heated cooling water into the cooling water circuit, so as to achieve the purpose of heating the battery. It can be seen that the air-conditioning thermal management system of the present application can heat the battery without setting a high-voltage PTC, effectively reducing the cost of the system.

[0008] In some examples, the in-cabin heat exchanger assembly includes: a first heat exchanger, the first end of the first heat exchanger being connected to the second pipeline; a second heat exchanger, a third throttle valve being connected in series between the first end of the second heat exchanger and the second end of the first heat exchanger, the first end of the second heat exchanger being connected to the return air circuit through a third control valve, and the second end of the second heat exchanger being connected to the first pipeline through the first throttle valve; the air-conditioning heat management system further includes a fourth control valve, both ends of the fourth control valve being connected to the second pipeline and the return air circuit respectively, when the fourth control valve is opened, the refrigerant flowing out of the first heat exchanger flows through the fourth control valve to the return air circuit.

[0009] In some examples, the air-conditioning heat management system further includes a PTC heater, the PTC heater being located on a side of the first heat exchanger away from the second heat exchanger.

[0010] In some examples, the air-conditioning heat management system further includes a waste heat recovery device, the waste heat recovery device including a heat exchange water circuit and a heat exchange refrigerant circuit that exchange heat with each other, the heat exchange water circuit being connected in series to the cooling water return circuit, and the heat exchange refrigerant circuit being connected in series to the first pipeline and located between the second valve port and the external heat exchanger.

[0011] In some examples, the air-conditioning heat management system further includes an auxiliary flow path, the first end of the auxiliary flow path being connected between the first heat exchanger and the third throttle valve, the second end of the auxiliary flow path being connected between the heat exchange refrigerant circuit and the second valve port, and a fifth control valve being connected in series on the auxiliary flow path.

[0012] In some examples, the second throttle valve is connected in series between the first flow path and the first pipeline.

[0013] In some examples, a sixth control valve is further connected in series on the battery heat exchange flow path, the sixth control valve being located between the first flow path and the return air circuit.

[0014] In some examples, the air-conditioning heat management system further includes a radiator, the radiator being connected in series in the cooling water circuit to dissipate heat from the cooling water flowing through it.

[0015] In some examples, the radiator is arranged adjacent to the external heat exchanger.

[0016] In some examples, a part of the return air circuit exchanges heat with a part of the first pipeline.

[0017] In some examples, the air-conditioning heat management system further includes a third heat exchanger and a gas-liquid separator. The gas-liquid separator is connected in series in the suction line to separate the refrigerant into gas and liquid. The third heat exchanger is connected in series on the first pipeline, and heat exchange is performed between the high- and low-temperature refrigerants in the gas-liquid separator and the third heat exchanger.

[0018] In some examples, the refrigerant flowing in the in-cabin heat exchange flow path is carbon dioxide.

[0019] A vehicle according to an embodiment of the present invention includes the aforementioned air-conditioning heat management system.

[0020] In the vehicle according to the embodiment of the present invention, by adopting the aforementioned air-conditioning heat management system, during the operation of the vehicle, the air-conditioning heat management system can be used to heat the battery. Especially in winter, the cruising range of the vehicle can be greatly improved, and the aforementioned air-conditioning heat management system can also reduce the production cost of the vehicle.

[0021] The additional aspects and advantages of the present invention will become apparent in the following description or be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0023] Figure 1 is a schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention.

[0024] Figure 2 is a partial schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention.

[0025] Figure 3 is a schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention when the first cabin cooling mode is turned on.

[0026] Figure 4 is a schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention when the second cabin cooling mode is turned on.

[0027] Figure 5 is a schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention when the cabin and battery co-cooling mode is turned on.

[0028] Figure 6 is a schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention when the single-battery cooling mode is turned on.

[0029] Figure 7 is a schematic diagram of an air-conditioning heat management system according to an embodiment of the present invention when the cabin heating mode is turned on.

[0030] Figure 8 Schematic diagram of the air-conditioning thermal management system of an embodiment of the present invention when the cabin heating and battery heating modes are turned on.

[0031] Figure 9 Schematic diagram of the air-conditioning thermal management system of an embodiment of the present invention when the single battery heating mode is turned on.

[0032] Figure 10 Schematic diagram of the air-conditioning thermal management system of an embodiment of the present invention when the cabin heating and dehumidifying mode is turned on.

[0033] Figure 11 Schematic diagram of the air-conditioning thermal management system of an embodiment of the present invention when the external heat exchanger defrosting mode is turned on.

[0034] Reference numerals:

[0035] 1000, air-conditioning thermal management system;

[0036] 100, compressor; 110, exhaust port; 120, suction port;

[0037] 200, commutation component; 210, first valve port; 220, second valve port; 230, third valve port;

[0038] 300a, first pipeline; 300b, second pipeline; 300c, connecting pipeline;

[0039] 400, return air circuit;

[0040] 500, in-cabin heat exchanger assembly; 510, first heat exchanger; 520, second heat exchanger;

[0041] 600, external heat exchanger;

[0042] 700, battery thermal manager; 710, first flow path; 720, second flow path;

[0043] 800a, first control valve; 800b, second control valve; 800c, third control valve; 800d, fourth control valve;

[0044] 800e, fifth control valve; 800f, sixth control valve;

[0045] 900a, first throttle valve; 900b, second throttle valve; 900c, third throttle valve;

[0046] 910, PTC heater;

[0047] 920, waste heat recovery device; 922, heat exchange refrigerant path;

[0048] 930, auxiliary flow path;

[0049] 940. Radiator;

[0050] 960. Gas-liquid separator;

[0051] 2000. Battery; 3000. Cooling water circuit. Detailed implementation manners

[0052] Embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation of the present invention.

[0053] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention.

[0054] The vehicle air-conditioning heat management system 1000 according to an embodiment of the present invention will be described below with reference to the drawings of the specification.

[0055] The vehicle air-conditioning heat management system 1000 according to an embodiment of the present invention, wherein the vehicle includes a battery 2000 and a cooling water circuit 3000 for cooling the battery 2000 (the cooperation relationship between the battery 2000 and the cooling water circuit 3000 can be seen Figure 5 ) as Figure 1 shown, the air-conditioning heat management system 1000 includes: a compressor 100, a reversing assembly 200, a first pipeline 300a, a second pipeline 300b, a return air circuit 400, a connecting pipeline 300c, an in-cabin heat exchanger assembly 500, an external heat exchanger 600, and a battery thermal manager 700.

[0056] As Figure 2 shown, the compressor 100 has an exhaust port 110 and a suction port 120.

[0057] As Figure 2As shown, the commutation assembly 200 includes a first valve port 210, a second valve port 220, and a third valve port 230. The first valve port 210 is connected to the exhaust port 110. It can be understood that the refrigerant compressed by the compressor 100 can flow into the commutation assembly 200 through the first valve port 210, and the commutation assembly 200 is used to define and change the flow direction of the refrigerant.

[0058] The first valve port 210 is communicated with one of the second valve port 220 and the third valve port 230. Here, it means that the first valve port 210 can only be communicated with one of the second valve port 220 and the third valve port 230, and the first valve port 210, the second valve port 220, and the third valve port 230 cannot be communicated simultaneously, ensuring that the compressed refrigerant only flows in one direction, so as to achieve the purpose of refrigeration or heating.

[0059] As Figure 2 shown, the first pipeline 300a is connected to the second valve port 220. The second valve port 220 is used to guide the compressed refrigerant into the first pipeline 300a.

[0060] As Figure 2 shown, the second pipeline 300b is connected to the third valve port 230, and a first control valve 800a is connected in series on the second pipeline 300b. The third valve port 230 is used to guide the compressed refrigerant into the second pipeline 300b.

[0061] As Figure 2 shown, the suction return circuit 400 is connected to the suction port 120.

[0062] As Figure 2 shown, both ends of the connecting pipeline 300c are respectively connected to the first pipeline 300a and the suction return circuit 400, and a second control valve 800b is connected in series on the connecting pipeline 300c.

[0063] As Figure 1 shown, the external heat exchanger 600 is connected in series on the first pipeline 300a. The in-cabin heat exchanger assembly 500 is respectively connected to the first pipeline 300a, the suction return circuit 400, and the second pipeline 300b to form an in-cabin heat exchange flow path, and a first throttling valve 900a is connected in series on the in-cabin heat exchange flow path.

[0064] As Figure 1 shown, the battery thermal manager 700 includes a first flow path 710 and a second flow path 720 that exchange heat with each other. Both ends of the first flow path 710 are respectively connected to the suction return circuit 400 and the first pipeline 300a to form a battery heat exchange flow path, and a second throttling valve 900b is connected in series on the battery heat exchange flow path; the second pipeline 300b is connected to the battery heat exchange flow path, the first control valve 800a is located between the battery heat exchange flow path and the in-cabin heat exchange flow path, and the second flow path 720 is connected in series on the cooling water circuit 3000.

[0065] As can be seen from the above structure, in the air-conditioning heat management system 1000 according to the embodiment of the present invention, by providing a compressor 100, and the compressor 100 has a suction port 120 and a discharge port 110, the recycled refrigerant can enter the compressor 100 through the suction port 120, and the compressor 100 is used to compress the low-temperature and low-pressure refrigerant into a high-temperature and high-pressure refrigerant, and then discharge it from the discharge port 110 of the compressor 100 to achieve the purpose of refrigeration.

[0066] Optionally, the compressor 100 is a rotary compressor 100. The rotary compressor 100 is driven by an engine or a motor, and has the advantages of reliable operation, few components, small volume, and light weight, which can effectively improve the working efficiency of the compressor 100. Of course, the type of the compressor 100 is not limited to the above-mentioned rotary compressor 100, and those skilled in the art can select according to the actual situation.

[0067] It should be noted that in some examples, the refrigerant flowing in the in-cabin heat exchange flow path of the present application is selected as carbon dioxide (R744). Carbon dioxide (R744) has the advantages of not destroying the ozone layer (ODP = 0), extremely low greenhouse gas effect (GWP = 1), non-toxic, non-flammable, and good heat transfer performance, low flow resistance, and large unit refrigeration capacity.

[0068] By providing a commutation component 200, the commutation component 200 enables the air-conditioning heat management system 1000 to have both a refrigeration mode and a heating mode. Among them, when the first valve port 210 is communicated with the second valve port 220, the air-conditioning heat management system 1000 operates in the refrigeration mode at this time; when the first valve port 210 is communicated with the third valve port 230, the air-conditioning heat management system 1000 operates in the heating mode at this time.

[0069] Connect the first valve port 210 of the commutation component 200 to the discharge port 110 to introduce the compressed high-temperature and high-pressure refrigerant into the commutation component 200.

[0070] Optionally, the commutation component 200 can be selected as a three-way valve. The three-way valve is used to realize the communication between the first valve port 210 and one of the second valve port 220 and the third valve port 230, so that the air-conditioning heat management system 1000 of the present application has both a refrigeration mode and a heating mode.

[0071] By connecting the first control valve 800a in series on the second pipeline 300b and controlling the first control valve 800a, the conduction between the second pipeline 300b and the battery heat exchange flow path can be realized, ensuring that the compressed refrigerant can flow through the second pipeline 300b to exchange heat with the battery heat exchange flow path, so that the battery heat exchange flow path achieves the purpose of heat exchange. At the same time, it can also cut off the compressed refrigerant from flowing into the battery heat exchange flow path, and the battery heat exchange flow path does not perform heat exchange.

[0072] Optionally, the first control valve 800a may be a solenoid valve. The solenoid valve can cooperate with different flow paths to achieve the desired control, and has the advantages of high control accuracy, flexible operation, etc., so as to effectively control whether the refrigerant flows into the battery heat exchange flow path.

[0073] By providing a suction return line 400, that is, the suction line of the compressor 100, it is used to introduce the transferred refrigerant into the compressor 100 to complete a refrigeration compression cycle.

[0074] The connecting pipe 300c is used to connect the first pipe 300a and the suction return line 400, and then introduce the refrigerant discharged from the external heat exchanger 600 into the suction return line 400 and then into the compressor 100 through the suction return line 400. By controlling the second control valve 800b, the compressed refrigerant can flow through the connecting pipe 300c, and at the same time, the compressed refrigerant can be blocked from flowing through the connecting pipe 300c. The second control valve 800b can also be a solenoid valve.

[0075] Since the first pipe 300a is connected to the second valve port 220, and the external heat exchanger 600 is connected in series to the first pipe 300a, that is, to ensure that the external heat exchanger 600 is connected to the second valve port 220. In this way, when the first valve port 210 of the commutation assembly 200 is connected to the second valve port 220, the compressed refrigerant can flow through the commutation assembly 200 and the first pipe 300a into the external heat exchanger 600. The external heat exchanger 600 is used to further exchange heat with the high-temperature and high-pressure refrigerant so that the refrigerant becomes a medium-temperature and high-pressure supercritical refrigerant, preparing for subsequent cooling of the passenger compartment and cooling of the battery 2000.

[0076] Since the in-cabin heat exchanger assembly 500 is respectively connected to the first pipe 300a, the suction return line 400 and the second pipe 300b to form an in-cabin heat exchange flow path. In this way, when the air-conditioning heat management system 1000 is needed for refrigeration, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The commutation assembly 200 switches to connect the first valve port 210 and the second valve port 220. The high-temperature and high-pressure refrigerant flows into the first pipe 300a through the second valve port 220 and then into the external heat exchanger 600 through the first pipe 300a. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant so that the refrigerant becomes a medium-temperature and high-pressure supercritical refrigerant. Finally, after the refrigerant is further exchanged heat by the in-cabin heat exchanger assembly 500 to become a low-temperature and low-pressure saturated or low superheat refrigerant, it flows into the suction return line 400 and finally flows back to the compressor 100 through the suction return line 400 to complete a refrigeration compression cycle.

[0077] When the heating mode of the air-conditioning heat management system 1000 needs to be used, the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The commutation assembly 200 switches to connect the first valve port 210 and the third valve port 230. The high-temperature and high-pressure refrigerant flows into the second pipeline 300b through the third valve port 230. At this time, the first control valve 800a on the second pipeline 300b can be closed, and the compressed refrigerant does not flow into the battery heat exchange flow path but directly flows into the cabin heat exchanger assembly 500. The high-temperature and high-pressure refrigerant exchanges heat through the cabin heat exchanger assembly 500, and the high-temperature and high-pressure refrigerant can become a medium-temperature and high-pressure gas through the cabin heat exchanger assembly 500 and flow through the first throttle valve 900a to be throttled into a low-temperature and low-pressure low-quality saturated refrigerant, and then enters the external heat exchanger 600 to absorb the heat of the incoming air. The low-temperature and low-pressure saturated or low-superheat refrigerant coming out of the external heat exchanger 600 flows into the return air circuit 400 through the connecting pipeline 300c and flows back to the compressor 100 through the return air circuit 400 to complete a refrigeration compression cycle. Thereby ensuring that the air-conditioning heat management system 1000 of the present application has both refrigeration and heating modes, improving the user experience.

[0078] By connecting the first throttle valve 900a in series on the cabin heat exchange flow path, the first throttle valve 900a is used to throttle and reduce the pressure of the refrigerant flowing through it. Among them, the first throttle valve 900a can be a capillary tube or an electronic expansion valve, so that the air-conditioning heat management system 1000 is more energy-efficient and has lower energy consumption.

[0079] By providing a first flow path 710 connected to the return air circuit 400 and the first pipeline 300a respectively, and the first flow path 710, the return air circuit 400 and the first pipeline 300a are connected to form a battery heat exchange flow path. A second throttle valve 900b is connected in series in the battery heat exchange flow path. When the battery 2000 needs to be cooled, the second throttle valve 900b is opened. The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The commutation assembly 200 switches to connect the first valve port 210 and the second valve port 220. The high-temperature and high-pressure refrigerant flows into the first pipeline 300a through the second valve port 220 and flows into the external heat exchanger 600 through the first pipeline 300a. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant to make the refrigerant become a medium-temperature and high-pressure supercritical refrigerant. Finally, the second throttle valve 900b throttles and reduces the pressure of the refrigerant flowing through it. The depressurized refrigerant flows through the first flow path 710 to cool the battery cooling water, so as to achieve the purpose of dissipating heat from the battery 2000. Because the battery 2000 emits heat by itself during operation, if the battery 2000 is not cooled in time, there will be a risk of explosion after the battery 2000 overheats. Therefore, the air-conditioning heat management system 1000 of the present application can improve the safety of the battery 2000 and extend the service life of the battery 2000.

[0080] When it is necessary to heat the battery 2000, the first control valve 800a is opened. The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The commutation assembly 200 switches to connect the first valve port 210 and the third valve port 230. The high-temperature and high-pressure refrigerant flows into the second pipeline 300b through the third valve port 230 and flows into the battery heat exchange flow path through the first control valve 800a. Since the refrigerant is a high-temperature and high-pressure refrigerant at this time, it can effectively heat the cooling water, and the heated cooling water is diverted to the cooling water circuit 3000 to achieve the purpose of heating the battery 2000. In an environment with a relatively low temperature, especially in winter, the low temperature will cause the viscosity of the electrolyte of the battery 2000 to increase, which will in turn cause the charge and discharge performance of the battery 2000 to decline to some extent. By heating the battery 2000, the cruising range of the battery 2000 can be effectively improved.

[0081] It can be seen from this that the air-conditioning thermal management system 1000 of the present application can not only adjust the temperature in the vehicle cabin, but also refrigerate or heat the battery 2000 respectively, improve the safety performance of the battery 2000 and increase the cruising range of the battery 2000.

[0082] Optionally, the second throttle valve 900b can also be an electronic expansion valve.

[0083] It can be understood that compared with the prior art, the air-conditioning thermal management system 1000 of the present application heats the battery 2000 through the battery thermal manager 700, without the need to set a high-voltage PTC, effectively reducing the cost of the system and increasing the cruising range of the battery 2000.

[0084] Optionally, the air-conditioning thermal management system 1000 of the present application can be a thermal management system of a split air conditioner, but those skilled in the art can understand that the air-conditioning thermal management system 1000 can also be other types of air-conditioning thermal management systems 1000.

[0085] In some embodiments of the present invention, as Figure 1 shown, the in-vehicle heat exchanger assembly 500 includes: a first heat exchanger 510 and a second heat exchanger 520. Among them, the first end of the first heat exchanger 510 is connected to the second pipeline 300b. When the heating mode of the air-conditioning thermal management system 1000 is turned on, the refrigerant flowing through the second pipeline 300b can flow into the first heat exchanger 510. When the refrigerant flows through the first heat exchanger 510, it exchanges heat with the external air to achieve the purpose of heating the vehicle cabin. Especially in the case of a relatively low temperature in winter, the user experience is improved.

[0086] Among them, as Figure 1 shown, the first end of the first heat exchanger 510 refers to the end of the first heat exchanger 510 close to the second pipeline 300b. For example: Figure 1The upper end of the first heat exchanger 510 shown in [Figure] to shorten the distance between the first end of the first heat exchanger 510 and the second pipeline 300b, reduce the length of the second pipeline 300b, save production costs, and make the layout of the pipelines in the air-conditioning heat management system 1000 neat, facilitating subsequent maintenance and servicing.

[0087] Optionally, the first heat exchanger 510 can be a gas cooler, which is used to directly exchange heat between the high-temperature and high-pressure refrigerant flowing through the first heat exchanger 510 and the air in the vehicle cabin, thereby achieving the heating purpose.

[0088] Optionally, as Figure 1 shown, a third throttle valve 900c is connected in series between the first end of the second heat exchanger 520 and the second end of the first heat exchanger 510. On the one hand, the third throttle valve 900c is used to realize the conduction and cut-off between the second heat exchanger 520 and the first heat exchanger 510. On the other hand, it is used to throttle and depressurize the refrigerant flowing through it. Among them, when the third throttle valve 900c is opened, according to actual needs, the refrigerant can flow from the second heat exchanger 520 to the first heat exchanger 510 through the third throttle valve 900c, and the refrigerant can also flow from the first heat exchanger 510 to the second heat exchanger 520 through the third throttle valve 900c, and the third throttle valve 900c is bidirectionally conductive.

[0089] Optionally, the third throttle valve 900c is a capillary tube or an electronic expansion valve. In a specific example, the third throttle valve 900c is an electronic expansion valve. The electronic expansion valve adjusts the liquid supply amount of the in-cabin heat exchanger assembly 500 according to a preset program, and the electronic expansion valve has the advantages of high adjustment accuracy and large adjustment range to accurately adjust the output amount of the refrigerant.

[0090] Among them, the first end of the second heat exchanger 520 refers to Figure 1 the upper end of the second heat exchanger 520 shown in [Figure], and the first end of the second heat exchanger 520 and the second end of the second heat exchanger 520 described below are oppositely arranged; the second end of the first heat exchanger 510 refers to Figure 1 the lower end of the first heat exchanger 510 shown in [Figure], and the first end of the first heat exchanger 510 and the second end of the first heat exchanger 510 are oppositely arranged.

[0091] Optionally, as Figure 1As shown, the first end of the second heat exchanger 520 is connected to the suction gas circuit 400 through the third control valve 800c. The third control valve 800c is used to control the connection or cut-off between the second heat exchanger 520 and the suction gas circuit 400. Among them, when the third control valve 800c is connected, the refrigerant processed by the second heat exchanger 520 will flow into the compressor 100 through the suction gas circuit 400; when the third control valve 800c is not connected, the coolant processed by the second heat exchanger 520 will be processed again through other flow paths and will not directly flow into the suction gas circuit 400.

[0092] Optionally, the third control valve 800c is a solenoid valve. For the beneficial effects, reference can be made to the beneficial effects generated by the first control valve 800a, which will not be elaborated here.

[0093] Optionally, as Figure 1 As shown, the second end of the second heat exchanger 520 is connected to the first pipeline 300a through the first throttle valve 900a. The first throttle valve 900a is used to throttle and depressurize the refrigerant flowing through it. And when the first throttle valve 900a is opened, the refrigerant in the first pipeline 300a is also throttled and depressurized by the first throttle valve 900a and can flow into the second heat exchanger 520, and the refrigerant processed by the second heat exchanger 520 is also throttled and depressurized by the first throttle valve 900a and can flow into the first pipeline 300a.

[0094] It can be seen from this that the in-cabin heat exchanger assembly 500 of the present application is composed of two parts, the first heat exchanger 510 and the second heat exchanger 520, forming a dual-evaporator mode. Since the refrigerant used in the present application is carbon dioxide (R744), although carbon dioxide (R744) has good heating performance, carbon dioxide (R744) has the disadvantage of poor refrigeration performance. To solve this problem, the present application sets up the first heat exchanger 510 and the second heat exchanger 520 in series to perform multiple heat exchanges on carbon dioxide (R744), thereby improving the refrigeration capacity of the system and solving the technical problem of insufficient refrigeration performance of carbon dioxide (R744) in the prior art.

[0095] Optionally, as Figure 1As shown, the air-conditioning heat management system 1000 further includes a fourth control valve 800d. The two ends of the fourth control valve 800d are respectively connected to the second pipeline 300b and the return air circuit 400. When the fourth control valve 800d is opened, the refrigerant flowing out of the first heat exchanger 510 flows through the fourth control valve 800d to the return air circuit 400. The fourth control valve 800d is used to realize the conduction or cut-off between the first heat exchanger 510 and the return air circuit 400. For example, when the air-conditioning heat management system 1000 is required to refrigerate, the fourth control valve 800d is opened and the third control valve 800c is closed. The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The commutation assembly 200 switches to connect the first valve port 210 and the second valve port 220. The high-temperature and high-pressure refrigerant flows into the first pipeline 300a through the second valve port 220 and flows into the external heat exchanger 600 through the first pipeline 300a. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant so that the refrigerant becomes a medium-temperature and high-pressure supercritical refrigerant. The medium-temperature and high-pressure supercritical refrigerant flows through the first throttle valve 900a and throttles into a low-temperature and low-pressure low-quality saturated refrigerant, and enters the second heat exchanger 520 to become a low-temperature and low-pressure saturated or low superheat refrigerant. Since the third control valve 800c is closed, the refrigerant flowing out of the second heat exchanger 520 will flow through the first heat exchanger 510 through the third throttle valve 900c for further evaporation and heat absorption. The low-temperature and low-pressure refrigerant from the first heat exchanger 510 flows through the fourth control valve 800d to the return air circuit 400, and finally flows back to the compressor 100 through the return air circuit 400 to complete a refrigeration compression cycle.

[0096] Optionally, the fourth control valve 800d is an electromagnetic valve.

[0097] It should be noted that one of the in-cabin heat exchanger assemblies 500 of the present application can be selectively opened, or two of the in-cabin heat exchanger assemblies 500 can be opened simultaneously, which is mainly controlled by the third control valve 800c and the fourth control valve 800d. For example, when the ambient temperature is slightly on the high side, the third control valve 800c is opened and the fourth control valve 800d is closed. At this time, the refrigerant after heat exchange by the external heat exchanger 600 will flow directly from the third control valve 800c to the compressor 100 after flowing into the second heat exchanger 520, and the first heat exchanger 510 does not work, so that the air-conditioning heat management system 1000 is more energy-saving and has lower energy consumption; when the ambient temperature is high, the fourth control valve 800d is opened and the third control valve 800c is closed. At this time, the refrigerant after heat exchange by the external heat exchanger 600 will flow into the first heat exchanger 510 along the flow path to continue heat exchange to reduce the temperature of the refrigerant after flowing into the second heat exchanger 520 due to the closing of the third control valve 800c, and then flow to the compressor 100 through the fourth control valve 800d to achieve the purpose of refrigeration and improve the refrigeration effect.

[0098] Optionally, as Figure 1As shown, the air-conditioning thermal management system 1000 further includes a PTC heater 910, and the PTC heater 910 is located on the side of the first heat exchanger 510 away from the second heat exchanger 520. That is to say, relative to the second heat exchanger 520, the PTC heater 910 is arranged close to the first heat exchanger 510. The PTC heater 910 is used to heat the air, and the heated air enters the cabin to improve the heating effect.

[0099] Optionally, as Figure 1 shown, the air-conditioning thermal management system 1000 further includes a waste heat recovery device 920. The waste heat recovery device 920 includes a heat exchange water circuit and a heat exchange refrigerant circuit 922 that exchange heat with each other. The heat exchange water circuit is connected in series to the cooling water circuit 3000, and the heat exchange refrigerant circuit 922 is connected in series to the first pipeline 300a and is located between the second valve port 220 and the external heat exchanger 600. By providing a heat exchange water circuit and a heat exchange refrigerant circuit 922 that exchange heat with each other, it is used to absorb the heat generated during the operation of the motor. At the same time, the heat of the waste heat recovery device 920 is used to exchange heat with the high-temperature and high-pressure refrigerant, improving the refrigeration performance of the system. It can also adapt to the effective utilization of vehicle energy under different vehicle conditions to improve the energy utilization rate of the vehicle. Moreover, the heat recovered by the waste heat recovery device 920 can also be used to cool the battery 2000, enabling the battery 2000 to always operate within a suitable temperature range, thereby improving the charge and discharge efficiency, endurance, and service life of the battery 2000.

[0100] Specifically: When heating the battery 2000, the first control valve 800a is opened, and the refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The commutation assembly 200 switches to connect the first valve port 210 and the third valve port 230. The high-temperature and high-pressure refrigerant flows into the second pipeline 300b through the third valve port 230 and flows into the battery heat exchange flow path through the first control valve 800a to heat the cooling water for cooling the battery 2000. After heating, the refrigerant is throttled into a low-temperature and low-pressure low-quality saturated refrigerant by the second throttle valve 900b, and then enters the external heat exchanger 600 to absorb the heat of the incoming air. The low-temperature and low-pressure saturated or low-superheat refrigerant coming out of the external heat exchanger 600 enters the heat exchange refrigerant circuit 922 to absorb the waste heat of the motor. When it is necessary to cool the vehicle cabin or cool the battery 2000, the high-temperature and high-pressure gaseous refrigerant is cooled by using the motor cooling water through the heat exchange refrigerant circuit 922 to improve the refrigeration performance of the system.

[0101] It can be seen that the system effectively solves the technical problem of insufficient high-temperature refrigeration capacity of carbon dioxide (R744) by setting the waste heat recovery device 920 and the in-cabin heat exchanger assembly 500 in a dual-evaporator mode. The air-conditioning thermal management system 1000 of the present application has a good refrigeration effect.

[0102] Optionally, as Figure 10As shown, the air-conditioning heat management system 1000 further includes an auxiliary flow path 930. The first end of the auxiliary flow path 930 is connected between the first heat exchanger 510 and the third throttle valve 900c, and the second end of the auxiliary flow path 930 is connected between the heat exchange refrigerant path 922 and the second valve port 220. A fifth control valve 800e is connected in series on the auxiliary flow path 930. By providing the auxiliary flow path 930 and connecting the fifth control valve 800e in series on the auxiliary flow path 930, when the fifth control valve 800e is opened, the refrigerant flowing out of the first heat exchanger 510 will enter the heat exchange refrigerant path 922 through the fifth control valve 800e and the auxiliary flow path 930. Subsequently, the medium-temperature and high-pressure gaseous refrigerant flowing out of the heat exchange refrigerant path 922 enters the external heat exchanger 600. According to the actual needs of the vehicle cabin, the opening degree of the intake grille is adjusted. The medium-temperature and high-pressure gaseous refrigerant flowing out of the external heat exchanger 600 flows into the first throttle valve 900a and is throttled into a low-temperature, low-pressure, and low dryness saturated refrigerant, and then enters the second heat exchanger 520 for dehumidification and temperature reduction of the incoming air, thereby achieving the purpose of heating and dehumidifying the vehicle cabin.

[0103] Therefore, it can be understood that the auxiliary flow path 930 provided in this application increases the functions of the air-conditioning heat management system 1000, enabling the air-conditioning heat management system 1000 to have the function of dehumidifying the vehicle cabin and improving the user experience.

[0104] Among them, the first end of the above-mentioned auxiliary flow path 930 refers to Figure 2 the right end of the auxiliary flow path 930 shown in Figure 2 and the second end of the auxiliary flow path 930 refers to

[0105] the left end of the auxiliary flow path 930 shown in.

[0106] Optionally, the fifth control valve 800e is an electromagnetic valve.

[0106] In some embodiments of the present invention, as Figure 1 shown, the second throttle valve 900b is connected in series between the first flow path 710 and the first pipeline 300a. On the one hand, the second throttle valve 900b is used to realize the on or off between the first flow path 710 and the first pipeline 300a. On the other hand, when the second throttle valve 900b is opened, the second throttle valve 900b is used to throttle and depressurize the refrigerant flowing through it. And when the second throttle valve 900b is opened, the refrigerant in the first flow path 710 can also be throttled and depressurized by the second throttle valve 900b and can flow into the first pipeline 300a. The refrigerant processed by the first pipeline 300a can also be throttled and depressurized by the second throttle valve 900b and can flow into the first flow path 710, thereby realizing the cooling or heating of the battery 2000 and improving the safety performance and cruising range of the battery 2000.

[0107] Optionally, as Figure 1As shown, a sixth control valve 800f is also connected in series in the battery heat exchange flow path. The sixth control valve 800f is located between the first flow path 710 and the suction return circuit 400. It is used to control the conduction and cut-off between the first flow path 710 and the suction return circuit 400. When the sixth control valve 800f is opened, the refrigerant throttled and depressurized by the second throttle valve 900b flows into the first flow path 710 and flows through the sixth control valve 800f to the compressor 100 of the suction return circuit 400, so as to achieve the purpose of cooling the battery 2000.

[0108] Optionally, the sixth control valve 800f is an electromagnetic valve. It can be seen from this that the first control valve 800a, the second control valve 800b, the third control valve 800c, the fourth control valve 800d, the fifth control valve 800e and the sixth control valve 800f of the present application are all electromagnetic valves. In this way, during the assembly process of the system, multiple electromagnetic valves of the same specification can be purchased at one time, and there is no need to specifically screen the specifications of the electromagnetic valves during the assembly process. Any electromagnetic valve can be used, which reduces the assembly difficulty and improves the assembly efficiency.

[0109] In the description of the present invention, the features defined as "first", "second", "third", "fourth", "fifth", and "sixth" may explicitly or implicitly include one or more of such features, which are used to distinguish and describe features, without order or importance.

[0110] Optionally, the battery thermal manager 700 is a refrigerator, and the refrigerator includes a first flow path 710 and a second flow path 720 that exchange heat with each other to realize the mutual heat exchange between the first flow path 710 and the second flow path 720, thereby reducing the water temperature of the cooling water.

[0111] It can be seen from this that the present invention can cancel the high-voltage PTC by using the refrigerator to heat the battery 2000, greatly reducing the system cost.

[0112] Optionally, an expansion tank is also provided on the cooling water circuit 3000 to ensure that the pressure of the cooling water circuit 3000 will not be abnormal due to the thermal expansion and contraction of the coolant during the temperature change process, and to ensure the normal liquid level of the cooling water circuit 3000.

[0113] In some embodiments of the present invention, as Figure 1 shown, the air-conditioning thermal management system 1000 further includes a radiator 940, and the radiator 940 is connected in series in the cooling water circuit 3000 to dissipate heat from the cooling water flowing through it. The radiator 940 is used to improve the heat dissipation efficiency of the cooling water to cool the cooling water faster, so that the cooling water circuit 3000 can effectively cool the battery 2000 and improve the safety performance of the battery 2000.

[0114] Optionally, a four-way valve is provided on the cooling water circuit 3000. By switching the four-way valve, the radiator 940 can dissipate heat from the motor or the battery 2000.

[0115] Optionally, as Figure 1 shown, the radiator 940 is disposed adjacent to the external heat exchanger 600. It can also be understood that the external heat exchanger 600 is disposed in contact with the radiator 940, and the radiator 940 is used to discharge the heat in the external heat exchanger 600, improving the heat dissipation efficiency of the external heat exchanger 600.

[0116] Optionally, a fan is provided on the radiator 940. When the radiator 940 is working, the fan rotates to enhance the working performance of the radiator 940 and further improve the heat dissipation efficiency of the external heat exchanger 600.

[0117] In some embodiments of the present invention, a part of the suction return circuit 400 exchanges heat with a part of the first pipeline 300a. On the one hand, it ensures that the refrigerant returned to the compressor 100 will be heated and evaporated, reducing the liquid content in the refrigerant returned to the compressor 100 after heating and evaporation, and avoiding the liquid slugging phenomenon; on the other hand, it is used to further cool the refrigerant in the first pipeline 300a, improving the refrigeration effect of the system.

[0118] Optionally, as Figure 3 shown, the air-conditioning heat management system 1000 further includes a third heat exchanger and a gas-liquid separator 960. The gas-liquid separator 960 is connected in series in the suction return circuit 400 to separate the refrigerant into gas and liquid. Since the gas discharged from the cylinder of the compressor 100 often contains oil and water vapor, the gas-liquid separator 960 is mainly used to ensure that the lubricating oil can return to the compressor 100 along with the gaseous refrigerant, so that the compressor 100 does not lack oil during operation. And the gas-liquid separator 960 separates the refrigerant into gas and liquid before the refrigerant enters the compressor 100, preventing the liquid refrigerant from entering the compressor 100 and causing liquid slugging of the compressor 100, prolonging the service life of the compressor 100 and reducing the use cost of the compressor 100.

[0119] Optionally, the third heat exchanger is connected in series on the first pipeline 300a, and the high and low temperature refrigerants in the gas-liquid separator 960 and the third heat exchanger exchange heat. To enhance the refrigeration effect of the system.

[0120] In a specific example, the low-temperature and low-pressure refrigerant in the gas-liquid separator 960 exchanges heat with the medium-temperature and medium-pressure refrigerant in the third heat exchanger.

[0121] Optionally, the gas-liquid separator 960 and the third heat exchanger are made by an integral molding process to form an integrated ACCU&IHX6 (accumulator&internal heat exchanger) for gas-liquid separation of the refrigerant, and then heat exchange with the medium-temperature and high-pressure refrigerant coming out of the external heat exchanger 600 in the IHX to improve the refrigeration effect of the system.

[0122] The vehicle according to the embodiment of the present invention will be described below.

[0123] The vehicle according to the embodiment of the present invention includes the aforementioned air-conditioning heat management system 1000.

[0124] As can be seen from the above structure, in the vehicle according to the embodiment of the present invention, by setting the above air-conditioning heat management system 1000, during the operation of the vehicle, the air-conditioning heat management system 1000 can be used to heat or cool the battery 2000, thereby improving the cruising range of the vehicle and enhancing the safety of the battery 2000.

[0125] Among them, the vehicle of the present application can be a pure electric vehicle or a hybrid vehicle.

[0126] Multiple embodiments of the air-conditioning heat management system 1000 of the present invention will be described below with reference to the accompanying drawings.

[0127] Embodiment 1

[0128] Enable the first cabin cooling mode of the air-conditioning heat management system 1000. As Figure 3 shown, open the third control valve 800c and the first throttle valve 900a, close the first control valve 800a, the second control valve 800b, the fourth control valve 800d, the fifth control valve 800e, the sixth control valve 800f, the second throttle valve 900b and the third throttle valve 900c, and switch the reversing assembly 200 to connect the first valve port 210 and the second valve port 220. Among them, Figure 3 the arrows shown indicate the flow direction of the refrigerant.

[0129] The refrigerant (carbon dioxide R744) is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the commutation component 200 and then flows into the first pipeline 300a through the second valve port 220 of the commutation component 200. Since the second control valve 800b is closed, the first pipeline 300a guides the high-temperature and high-pressure refrigerant into the heat exchange refrigerant path 922. The heat exchange refrigerant path 922 uses the motor cooling water to exchange heat with the high-temperature and high-pressure refrigerant to improve the refrigeration effect of the refrigerant. Subsequently, the heat-exchanged high-temperature and high-pressure refrigerant enters the external heat exchanger 600. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant to make the refrigerant become a medium-temperature and high-pressure supercritical refrigerant. Then, heat exchange is carried out through the third heat exchanger in the third heat exchanger and the gas-liquid separator 960 (ACCU&IHX6) so that the refrigerant becomes a subcritical or near-critical state refrigerant. Subsequently, after throttling and expanding through the first throttle valve 900a, it becomes a low-temperature and low-quality saturated refrigerant, and then enters the second heat exchanger 520 to become a low-temperature and low-pressure saturated or low superheat refrigerant. Since the third control valve 800c is conducted, the low-temperature and low-pressure saturated or low superheat refrigerant coming out of the second heat exchanger 520 first passes through the gas-liquid separator 960 in the third heat exchanger and the gas-liquid separator 960 for gas-liquid separation, and then exchanges heat with the medium-temperature and high-pressure refrigerant coming out of the external heat exchanger 600 in the third heat exchanger to form a low-temperature and low-pressure high-quality or superheated refrigerant and return to the compressor 100 to complete a refrigeration compression cycle.

[0130] Embodiment 2

[0131] Enable the second cabin refrigeration mode of the air-conditioning thermal management system 1000, as Figure 4 shown, open the fourth control valve 800d, the first throttle valve 900a and the third throttle valve 900c, close the first control valve 800a, the second control valve 800b, the third control valve 800c, the fifth control valve 800e, the sixth control valve 800f and the second throttle valve 900b. The commutation component 200 is switched to connect the first valve port 210 and the second valve port 220. Among them, Figure 4 the arrows shown indicate the flow direction of the refrigerant.

[0132] The refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100, and then flows into the first pipeline 300a through the second valve port 220 of the reversing component 200. Since the second control valve 800b is closed, the first pipeline 300a introduces the high-temperature and high-pressure refrigerant into the heat exchange refrigerant circuit 922. The heat exchange refrigerant circuit 922 uses the motor cooling water to exchange heat with the high-temperature and high-pressure refrigerant to improve the refrigeration effect of the refrigerant. Then, the high-temperature and high-pressure refrigerant after heat exchange enters the external heat exchanger 600. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant to make the refrigerant become a medium-temperature and high-pressure supercritical refrigerant. Then, heat exchange is performed through the third heat exchanger and the third heat exchanger in the gas-liquid separator 960, so that the refrigerant becomes a subcritical or near-critical refrigerant. Then, it flows through the first throttle valve 900a to become a low-temperature, low-dryness saturated refrigerant after throttling expansion, and then enters The second heat exchanger 520 exchanges heat to become a low-temperature, low-pressure, saturated or low-superheated refrigerant. Since the third control valve 800c is closed and the third throttle valve 900c is turned on, the low-temperature, low-pressure, saturated or low-superheated refrigerant coming out of the second heat exchanger 520 flows to the first heat exchanger 510 through the third throttle valve 900c. The third throttle valve 900c is fully circulated, and the first heat exchanger 510 exchanges heat with the refrigerant to improve the cooling effect of the refrigerant. Since the fourth control valve 800d is turned on, the low-temperature, low-pressure refrigerant coming out of the first heat exchanger 510 first passes through the third heat exchanger and the gas-liquid separator 960 for gas-liquid separation, and then exchanges heat with the medium-temperature and high-pressure refrigerant coming out of the external heat exchanger 600 in the third heat exchanger, forming a low-temperature, low-pressure, high-dryness or superheated refrigerant that returns to the compressor 100, completing a refrigeration compression cycle.

[0133] Example 3

[0134] The cabin and battery 2000 of the air conditioning thermal management system 1000 are in a common cooling mode, such as Figure 5 As shown, the third control valve 800c, the sixth control valve 800f, the first throttle valve 900a and the second throttle valve 900b are opened, and the first control valve 800a, the second control valve 800b, the fourth control valve 800d, the fifth control valve 800e and the third throttle valve 900c are closed, and the reversing assembly 200 is switched to the first valve port 210 and the second valve port 220 are connected, wherein, Figure 5 The arrows shown in the figure indicate the flow direction of the refrigerant.

[0135] The refrigerant is compressed into high-temperature and high-pressure refrigerant by the compressor 100, and then flows into the first pipeline 300a through the second valve port 220 of the reversing assembly 200. Since the second control valve 800b is closed, the first pipeline 300a introduces the high-temperature and high-pressure refrigerant into the heat exchange refrigerant circuit 922. The heat exchange refrigerant circuit 922 uses the motor cooling water to exchange heat with the high-temperature and high-pressure refrigerant to improve the refrigeration effect of the refrigerant. Subsequently, the high-temperature and high-pressure refrigerant after heat exchange enters the external heat exchanger 600. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant to make the refrigerant become medium-temperature and high-pressure supercritical refrigerant. Then, heat exchange is performed through the third heat exchanger and the third heat exchanger in the gas-liquid separator 960, so that the refrigerant becomes a subcritical or near-critical refrigerant. Since the first throttle valve 900a and the second throttle valve 900b are both turned on, a part of the refrigerant will flow through the first throttle valve 900a for throttling expansion. After expansion, it becomes a low-temperature, low-dryness saturated refrigerant, and then enters the second heat exchanger 520 for heat exchange to become a low-temperature, low-pressure saturated or low-superheated refrigerant; another part of the refrigerant flows through the second throttle valve 900b for throttling expansion to become a low-temperature, low-dryness saturated refrigerant, and then enters the battery thermal manager 700 for heat exchange to become a superheated refrigerant. The cooling water lowers the water temperature through the heat exchange of the battery thermal manager 700 to achieve the purpose of cooling the battery 2000. Subsequently, one part of the refrigerant and the other part of the refrigerant flow out from the third control valve 800c and the sixth control valve 800f respectively, merge and pass through the third heat exchanger and the gas-liquid separator 960 for gas-liquid separation, and then perform heat exchange with the medium-temperature and high-pressure refrigerant coming out of the external heat exchanger 600 in the third heat exchanger to form a low-temperature, low-pressure, high-dryness or superheated refrigerant that returns to the compressor 100, completing a refrigeration compression cycle.

[0136] Example 4

[0137] The single battery 2000 cooling mode of the air conditioning thermal management system 1000 is enabled, such as Figure 6 As shown, the sixth control valve 800f and the second throttle valve 900b are opened, and the first control valve 800a, the second control valve 800b, the third control valve 800c, the fourth control valve 800d, the fifth control valve 800e, the first throttle valve 900a and the third throttle valve 900c are closed, and the reversing assembly 200 is switched to the first valve port 210 and the second valve port 220 are connected, wherein, Figure 6 The arrows shown in the figure indicate the flow direction of the refrigerant.

[0138] The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the commutation assembly 200 and flows into the first pipeline 300a through the second valve port 220 of the commutation assembly 200. Since the second control valve 800b is closed, the first pipeline 300a guides the high-temperature and high-pressure refrigerant into the heat exchange refrigerant path 922. The heat exchange refrigerant path 922 uses the motor cooling water to exchange heat with the high-temperature and high-pressure refrigerant to improve the refrigeration effect of the refrigerant. Subsequently, the cooled high-temperature and high-pressure refrigerant then enters the external heat exchanger 600. The external heat exchanger 600 further exchanges heat with the high-temperature and high-pressure refrigerant to make the refrigerant become a medium-temperature and high-pressure supercritical refrigerant. Then, it conducts heat exchange through the third heat exchanger in the third heat exchanger and the gas-liquid separator 960. The medium-temperature and high-pressure refrigerant exchanges heat with the low-temperature and low-pressure refrigerant coming out of the gas-liquid separator 960 to become a subcritical or near-critical state refrigerant. Since the second throttle valve 900b is turned on, the refrigerant becomes a low-temperature and low-dryness saturated refrigerant after throttling and expanding through the second throttle valve 900b, and then enters the battery thermal manager 700 to absorb heat and become a superheated refrigerant. The cooling water exchanges heat through the battery thermal manager 700 to reduce the water temperature, achieving the purpose of cooling the battery 2000. Subsequently, the refrigerant flows out from the sixth control valve 800f and undergoes gas-liquid separation through the gas-liquid separator 960 in the third heat exchanger and the gas-liquid separator 960, and then conducts heat exchange with the medium-temperature and high-pressure refrigerant coming out of the external heat exchanger 600 in the third heat exchanger to form a low-temperature and low-pressure high-dryness or superheated refrigerant and return to the compressor 100 to complete a refrigeration compression cycle.

[0139] Embodiment 5

[0140] Enable the cabin heating mode of the air-conditioning thermal management system 1000, as Figure 7 shown, turn on the second control valve 800b, the first throttle valve 900a and the third throttle valve 900c, and turn off the first control valve 800a, the third control valve 800c, the fourth control valve 800d, the fifth control valve 800e, the sixth control valve 800f and the second throttle valve 900b. The commutation assembly 200 is switched to connect the first valve port 210 and the third valve port 230. Among them, Figure 7 the arrows shown indicate the flow direction of the refrigerant.

[0141] The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the reversing component 200 and flows into the second pipeline 300b through the third valve port 230 of the reversing component 200. Since the fourth control valve 800d is closed, the second pipeline 300b guides the high-temperature and high-pressure refrigerant into the first heat exchanger 510. When the refrigerant flows through the first heat exchanger 510, it exchanges heat with the external air. Since the third throttle valve 900c is in the open state and the third throttle valve 900c has full flow, the medium-temperature and high-pressure refrigerant goes from the first heat exchanger 510 to the second heat exchanger 520, and then flows through the first throttle valve 900a to be throttled into a low-temperature and low-pressure low dryness saturated refrigerant, and then enters the third heat exchanger in the third heat exchanger and gas-liquid separator 960. The refrigerant coming out of the third heat exchanger enters the external heat exchanger 600 for heat exchange. The low-temperature and low-pressure saturated or low superheat refrigerant coming out of the external heat exchanger 600 enters the heat exchange refrigerant path 922 for heat exchange. The low-temperature and low-pressure saturated or superheat refrigerant coming out of the heat exchange refrigerant path 922 flows through the second control valve 800b and enters the gas-liquid separator 960 in the third heat exchanger and gas-liquid separator 960 through the connecting pipeline 300c, and then returns to the compressor 100 after coming out of the third heat exchanger, completing a refrigeration compression cycle.

[0142] Embodiment 6

[0143] Enable the cabin heating and battery 2000 heating modes of the air-conditioning thermal management system 1000, as Figure 8 shown, open the first control valve 800a, the second control valve 800b, the first throttle valve 900a, the second throttle valve 900b and the third throttle valve 900c, close the third control valve 800c, the fourth control valve 800d, the fifth control valve 800e and the sixth control valve 800f, and the reversing component 200 is switched to connect the first valve port 210 and the third valve port 230. Among them, Figure 8 the arrows shown are the flow directions of the refrigerant.

[0144] The refrigerant is compressed by the compressor 100 into a high-temperature and high-pressure refrigerant. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the reversing assembly 200 and flows into the second pipeline 300b through the third valve port 230 of the reversing assembly 200. Since the first control valve 800a is opened, a part of the refrigerant guides the high-temperature and high-pressure refrigerant into the first heat exchanger 510 through the second pipeline 300b. When the refrigerant flows through the first heat exchanger 510, it exchanges heat with the external air to achieve the purpose of heating the vehicle cabin. Since the third throttle valve 900c is in the open state and the third throttle valve 900c has full flow, the refrigerant that is heat-exchanged in the first heat exchanger 510 to form a medium-temperature and high-pressure refrigerant flows from the first heat exchanger 510 to preheat the incoming air of the HVAC (Heating, Ventilation and Air Conditioning) in the second heat exchanger 520, and then flows through the first throttle valve 900a to be throttled into a low-temperature and low-pressure low-quality saturated refrigerant; another part of the refrigerant enters the battery thermal manager 700 through the first control valve 800a. The high-temperature and high-pressure refrigerant heats the cooling water through the battery thermal manager 700, and the heated cooling water heats the battery 2000 under the action of the electric water pump. The medium-temperature and medium-pressure refrigerant flows through the second throttle valve 900b and is throttled into a low-temperature and low-pressure low-quality saturated refrigerant. Subsequently, the low-temperature and low-pressure refrigerants derived from the first throttle valve 900a and the second throttle valve 900b merge and enter the third heat exchanger in the third heat exchanger and gas-liquid separator 960. The refrigerant coming out of the third heat exchanger enters the external heat exchanger 600 for heat exchange. The low-temperature and low-pressure saturated or low-superheat refrigerant coming out of the external heat exchanger 600 enters the heat exchange refrigerant path 922 for heat exchange. The low-temperature and low-pressure saturated or superheat refrigerant coming out of the heat exchange refrigerant path 922 flows through the second control valve 800b and enters the gas-liquid separator 960 in the third heat exchanger and gas-liquid separator 960 through the connecting pipeline 300c, and then returns to the compressor 100 from the third heat exchanger to complete a refrigeration compression cycle.

[0145] Embodiment 7

[0146] Enable the single-battery 2000 heating mode of the air-conditioning heat management system 1000, as Figure 9 shown, open the first control valve 800a, the second control valve 800b and the second throttle valve 900b, close the third control valve 800c, the fourth control valve 800d, the fifth control valve 800e, the sixth control valve 800f, the first throttle valve 900a and the third throttle valve 900c, and the reversing assembly 200 is switched to connect the first valve port 210 and the third valve port 230. Among them, Figure 9 the arrows shown in are the flow directions of the refrigerant.

[0147] The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the commutation assembly 200 and enters the second pipeline 300b through the third valve port 230 of the commutation assembly 200. Since the first control valve 800a is opened, the refrigerant enters the battery thermal manager 700 through the first control valve 800a. The high-temperature and high-pressure refrigerant heats the cooling water through the battery thermal manager 700. The heated cooling water heats the battery 2000 under the action of the electronic water pump. The medium-temperature and medium-pressure refrigerant flows through the second throttle valve 900b and is throttled into a low-temperature and low-pressure low-dryness saturated refrigerant, and then the low-temperature and low-pressure refrigerant exported from the second throttle valve 900b enters the third heat exchanger in the third heat exchanger and gas-liquid separator 960. The refrigerant coming out of the third heat exchanger enters the external heat exchanger 600 for heat exchange. The low-temperature and low-pressure saturated or low-superheat refrigerant coming out of the external heat exchanger 600 enters the heat exchange refrigerant path 922 for heat exchange. The low-temperature and low-pressure saturated or superheat refrigerant coming out of the heat exchange refrigerant path 922 flows through the second control valve 800b and enters the gas-liquid separator 960 in the third heat exchanger and gas-liquid separator 960 through the connecting pipeline 300c, and then returns to the compressor 100 after coming out of the third heat exchanger, completing a refrigeration compression cycle.

[0148] Embodiment 8

[0149] Enable the cabin heating and dehumidification mode of the air-conditioning thermal management system 1000, as Figure 10 shown, open the third control valve 800c, the fifth control valve 800e and the first throttle valve 900a, close the first control valve 800a, the fourth control valve 800d, the sixth control valve 800f, the second throttle valve 900b and the third throttle valve 900c. The commutation assembly 200 is switched so that the first valve port 210 is communicated with the third valve port 230. Among them, Figure 10 the arrows shown indicate the flow direction of the refrigerant.

[0150] The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the commutation assembly 200 and enters the second pipeline 300b through the third valve port 230 of the commutation assembly 200. Since the fourth control valve 800d is closed, the refrigerant will introduce the high-temperature and high-pressure refrigerant into the first heat exchanger 510 through the second pipeline 300b. The first heat exchanger 510 exchanges heat with the refrigerant. Since the fifth control valve 800e is in the open state, the medium-temperature and high-pressure refrigerant flows through the fifth control valve 800e and enters the heat exchange refrigerant path 922 through the auxiliary flow path 930 (the motor water pump is closed). The medium-temperature and high-pressure refrigerant coming out of the heat exchange refrigerant path 922 enters the external heat exchanger 600. At this time, the intake grille opening is adjusted according to the actual demand of the vehicle cabin. The medium-temperature and high-pressure gaseous refrigerant coming out of the external heat exchanger 600 flows into the third heat exchanger in the third heat exchanger and the gas-liquid separator 960, and after coming out of the third heat exchanger, it flows through the first throttle valve 900a and throttles into a low-temperature, low-pressure, and low dryness saturated refrigerant, and then exchanges heat through the second heat exchanger 520. Since the third control valve 800c is open, the low-temperature, low-pressure saturated or superheated refrigerant coming out of the second heat exchanger 520 flows through the third control valve 800c and first enters the gas-liquid separator 960 in the third heat exchanger and the gas-liquid separator 960, and then flows through the third heat exchanger and returns to the compressor 100 to complete a refrigeration compression cycle.

[0151] Embodiment 9

[0152] Enable the defrosting mode of the external heat exchanger 600 of the air-conditioning heat management system 1000, as Figure 11 shown, open the fifth control valve 800e, the sixth control valve 800f, and the second throttle valve 900b, close the first control valve 800a, the third control valve 800c, the fourth control valve 800d, the first throttle valve 900a, and the third throttle valve 900c. The commutation assembly 200 switches to connect the first valve port 210 and the third valve port 230. Among them, Figure 11 the arrows shown are the flow directions of the refrigerant.

[0153] The refrigerant is compressed into a high-temperature and high-pressure refrigerant by the compressor 100. The high-temperature and high-pressure refrigerant flows from the compressor 100 into the reversing assembly 200 and enters the second pipeline 300b through the third valve port 230 of the reversing assembly 200. Since the fourth control valve 800d is closed, the refrigerant will introduce the high-temperature and high-pressure refrigerant into the first heat exchanger 510 through the second pipeline 300b. After heat exchange in the first heat exchanger 510, because the fifth control valve 800e is in the open state, the medium-temperature and high-pressure refrigerant flows through the fifth control valve 800e and enters the heat exchange refrigerant path 922 (the motor water pump is closed) through the auxiliary flow path 930. The medium-temperature and high-pressure refrigerant coming out of the heat exchange refrigerant path 922 enters the external heat exchanger 600. The electronic fan is turned off, and the refrigerant condenses and dissipates heat to play a defrosting role. The medium-temperature and high-pressure gaseous refrigerant coming out of the external heat exchanger 600 flows into the third heat exchanger in the third heat exchanger and the gas-liquid separator 960, and after coming out of the third heat exchanger, it flows through the second throttle valve 900b. At this time, the refrigerant is throttled into a low-temperature, low-pressure, and low dryness saturated refrigerant by the second throttle valve 900b, and then absorbs the heat of the cooling water through the battery thermal manager 700. The low-temperature, low-pressure saturated or superheated refrigerant coming out of the battery thermal manager 700 flows through the sixth control valve 800f and first enters the gas-liquid separator 960 in the third heat exchanger and the gas-liquid separator 960, and then flows through the third heat exchanger back to the compressor 100 to complete a refrigeration compression cycle.

[0154] In the description of the present invention, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0155] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" 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 mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0156] For those of ordinary skill in the art, the working principles of the vehicle air-conditioning thermal management system 1000 according to the embodiments of the present invention and other components of the vehicle having the same, such as the compressor 100 and the reversing assembly 200, are all known, and will not be described in detail here.

[0157] In the description of this specification, the descriptions referring to terms such as "embodiment", "example", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0158] Although embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the claims and their equivalents.

Claims

1. An air-conditioning thermal management system for a vehicle, characterized in that, The vehicle includes a battery and a cooling water circuit for cooling the battery. The air-conditioning heat management system includes: A compressor having an exhaust port and a suction port; A reversing component including a first valve port, a second valve port, and a third valve port. The first valve port is connected to the exhaust port and is in communication with one of the second valve port and the third valve port; A first pipeline connected to the second valve port; A second pipeline connected to the third valve port, and a first control valve is connected in series on the second pipeline; A suction return circuit connected to the suction port; A connecting pipeline, both ends of which are respectively connected to the first pipeline and the suction return circuit, and a second control valve is connected in series on the connecting pipeline; An in-cabin heat exchanger assembly and an external heat exchanger. The external heat exchanger is connected in series on the first pipeline. The in-cabin heat exchanger assembly is respectively connected to the first pipeline, the suction return circuit, and the second pipeline to form an in-cabin heat exchange flow path, and a first throttling valve is connected in series on the in-cabin heat exchange flow path; A battery thermal manager including a first flow path and a second flow path that exchange heat with each other. Both ends of the first flow path are respectively connected to the suction return circuit and the first pipeline to form a battery heat exchange flow path, and a second throttling valve is connected in series on the battery heat exchange flow path; the second pipeline is connected to the battery heat exchange flow path, the first control valve is located between the battery heat exchange flow path and the in-cabin heat exchange flow path, and the second flow path is connected in series on the cooling water circuit; The in-cabin heat exchanger assembly includes: A first heat exchanger, the first end of which is connected to the second pipeline; A second heat exchanger, a third throttling valve is connected in series between the first end of the second heat exchanger and the second end of the first heat exchanger. The first end of the second heat exchanger is connected to the suction return circuit through a third control valve, and the second end of the second heat exchanger is connected to the first pipeline through the first throttling valve; The air-conditioning heat management system further includes a fourth control valve, both ends of which are respectively connected to the second pipeline and the suction return circuit. When the fourth control valve is opened, the refrigerant flowing out of the first heat exchanger flows to the suction return circuit through the fourth control valve; Wherein, by controlling the third control valve and the fourth control valve, one of the in-cabin heat exchanger assemblies is opened, or two of the in-cabin heat exchanger assemblies are opened simultaneously; When the ambient temperature is slightly on the high side, the third control valve is opened and the fourth control valve is closed. The refrigerant heat-exchanged by the external heat exchanger flows into the second heat exchanger and then directly flows to the compressor through the third control valve, and the first heat exchanger does not work. When the ambient temperature is high, the fourth control valve is opened and the third control valve is closed. After the refrigerant heat-exchanged by the external heat exchanger flows into the second heat exchanger, due to the closing of the third control valve, it will enter the first heat exchanger along the flow path for further heat exchange, and then flow to the compressor through the fourth control valve.

2. The air-conditioning heat management system according to claim 1, wherein, It further includes a PTC heater, and the PTC heater is located on a side of the first heat exchanger away from the second heat exchanger.

3. The air-conditioning heat management system according to claim 1, characterized in that, It further includes a waste heat recovery device, and the waste heat recovery device includes a hot water heat exchange circuit and a refrigerant heat exchange circuit that exchange heat with each other. The hot water heat exchange circuit is connected in series to the cooling water return line, and the refrigerant heat exchange circuit is connected in series to the first pipeline and is located between the second valve port and the external heat exchanger.

4. The air-conditioning heat management system according to claim 3, characterized in that, It further includes an auxiliary flow path. A first end of the auxiliary flow path is connected between the first heat exchanger and the third throttle valve, a second end of the auxiliary flow path is connected between the refrigerant heat exchange circuit and the second valve port, and a fifth control valve is connected in series to the auxiliary flow path.

5. The air-conditioning heat management system according to claim 1, characterized in that, The second throttle valve is connected in series between the first flow path and the first pipeline.

6. The air-conditioning heat management system according to claim 5, characterized in that, A sixth control valve is further connected in series to the battery heat exchange flow path, and the sixth control valve is located between the first flow path and the suction gas return circuit.

7. The air-conditioning heat management system according to claim 1, characterized in that, It further includes a radiator, and the radiator is connected in series to the cooling water circuit to dissipate heat from the cooling water flowing through it.

8. The air-conditioning heat management system according to claim 7, characterized in that, The radiator is arranged adjacent to the external heat exchanger.

9. The air-conditioning heat management system according to any one of claims 1-8, characterized in that A part of the suction gas return circuit exchanges heat with a part of the first pipeline.

10. The air-conditioning heat management system according to claim 9, wherein, It further includes a third heat exchanger and a gas-liquid separator. The gas-liquid separator is connected in series to the suction gas return circuit to perform gas-liquid separation on the refrigerant. The third heat exchanger is connected in series to the first pipeline, and the high-temperature and low-temperature refrigerants in the gas-liquid separator and the third heat exchanger exchange heat with each other.

11. The air-conditioning heat management system according to claim 1, characterized in that, The refrigerant flowing through the cabin heat exchange flow path is carbon dioxide.

12. A vehicle, characterized in that, It includes an air-conditioning thermal management system according to any one of claims 1-11.

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