Vehicle air conditioning thermal management system and management method thereof

Abstract

The application provides a vehicle air conditioner heat management system and a management method thereof. The vehicle air conditioner heat management system comprises a compressor, a first four-way valve, a second four-way valve, an outdoor heat exchanger, an indoor heat exchanger, a water heat exchanger, a seat heat exchanger and system pipeline accessories, and is combined into multiple modes of refrigerant circulation loops, and the vehicle air conditioner heat management system is switchably in one of the refrigerant circulation loops. The application provides a vehicle air conditioner heat management system and a management method thereof, provides a heating mode, a refrigeration mode, a heating dehumidification mode and an energy recovery mode, and can improve passenger comfort and energy utilization efficiency.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a vehicle air conditioning thermal management system and its management method. Background Technology

[0002] New energy vehicles, especially pure electric vehicles, are becoming increasingly popular. As one of the main energy-consuming modules, the air conditioning (heat pump) thermal management system must ensure passenger cabin comfort and the operating temperature of the high-voltage battery, while also conserving energy as much as possible to guarantee sufficient driving range for electric vehicles under various operating conditions. However, current heat pump air conditioning thermal management systems still have the following problems in terms of comfort and energy utilization:

[0003] 1. Current in-vehicle air conditioning systems primarily regulate passenger temperature through thermal convection (blowing hot or cold air), including methods such as blowing air onto the head, face, chest, and feet. However, under high heating / cooling loads, due to heat conduction and radiation from the interior and seats, it takes a considerable amount of time to reach a comfortable temperature for the human body, resulting in low energy efficiency.

[0004] 2. Current in-vehicle air conditioning methods rely solely on thermal convection. Since a large area of ​​the body in contact with the seat cushions and backrests does not participate in heat exchange, only the front of the body in contact with the air experiences temperature changes, further reducing comfort. While seat ventilation and heating functions exist on the market, they only provide limited temperature increases or decreases and cannot be coupled with the in-vehicle heat pump air conditioning system for precise temperature control, thus failing to guarantee the temperature comfort of the areas where occupants contact the seats.

[0005] 3. When the air conditioner is in dehumidification mode, the air temperature is not comfortable due to prioritizing visibility through the windows and driving safety, which can cause passengers to feel too cold or too hot. Although dual-layer airflow technology has emerged on the market, which can achieve different air temperatures for blowing through windows and onto people, the diffusion and convection of the air itself cannot fundamentally solve the problem of human comfort.

[0006] 4. Currently, new energy vehicles on the market have mature and complex air conditioning heat pump thermal management systems that can manage and utilize heat from both the water and refrigerant sides. However, for energy recovery within the vehicle, it is limited to the partial intake air mixing of the air conditioning internal circulation, and cannot directly utilize the excess energy that may exist in the human body to further improve energy utilization efficiency. Summary of the Invention

[0007] To address the aforementioned problems in the prior art, this invention proposes a vehicle air conditioning thermal management system and its management method, providing heating mode, cooling mode, heating and dehumidification mode, and energy recovery mode, which can improve passenger comfort and energy utilization efficiency.

[0008] Specifically, this invention proposes a vehicle air conditioning thermal management system, including a compressor, a first four-way valve, a second four-way valve, an outdoor heat exchanger, an indoor heat exchanger, a water heat exchanger, a seat heat exchanger, and system piping components. These components are combined to form refrigerant circulation loops for heating, cooling, heating and dehumidification, and energy recovery modes. The vehicle air conditioning thermal management system can switch between these refrigerant circulation loops.

[0009] In the refrigerant circulation loop of the heating mode, the refrigerant flows sequentially through the compressor, the first four-way valve, the water heat exchanger, the seat heat exchanger, the outdoor heat exchanger, the second four-way valve, and then back to the compressor; and / or the refrigerant flows sequentially through the compressor, the first four-way valve, the indoor heat exchanger, the outdoor heat exchanger, the second four-way valve, and then back to the compressor.

[0010] In the refrigerant circulation loop of the cooling mode, the refrigerant flows sequentially through the compressor, the second four-way valve, the outdoor heat exchanger, the seat heat exchanger, the water heat exchanger, and the first four-way valve, before returning to the compressor; and / or the refrigerant flows sequentially through the compressor, the second four-way valve, the outdoor heat exchanger, the indoor heat exchanger, and the first four-way valve, before returning to the compressor.

[0011] In the refrigerant circulation loop of the heating and dehumidification mode, the refrigerant flow direction is sequentially: compressor, second four-way valve, water heat exchanger, seat heat exchanger, outdoor heat exchanger, second four-way valve, and then back to the compressor; and the refrigerant flow direction is sequentially: compressor, second four-way valve, water heat exchanger, seat heat exchanger, indoor heat exchanger, first four-way valve, and then back to the compressor.

[0012] In the refrigerant circulation loop of the energy recovery mode, the refrigerant flow direction is sequentially: compressor, first four-way valve, indoor heat exchanger, seat heat exchanger, water heat exchanger, second four-way valve, and then back to the compressor; and the refrigerant flow direction is sequentially: compressor, first four-way valve, indoor heat exchanger, indoor heat exchanger, outdoor heat exchanger, second four-way valve, and then back to the compressor.

[0013] According to one embodiment of the present invention, the seat heat exchanger is disposed on the seat of a vehicle and the seat heat exchanger is in contact with the occupant's body.

[0014] According to one embodiment of the present invention, the vehicle air conditioning thermal management system further includes a first electronic expansion valve, a second electronic expansion valve and a three-way valve, the indoor heat exchanger is connected to the seat heat exchanger and the second electronic expansion valve through the first electronic expansion valve, the outdoor heat exchanger is connected to the first electronic expansion valve and the seat heat exchanger through the second electronic expansion valve, and the compressor is connected to the first four-way valve and the second four-way valve through the three-way valve.

[0015] According to one embodiment of the present invention, the vehicle air conditioning thermal management system further includes a first temperature and pressure sensor, a second temperature and pressure sensor, a third temperature and pressure sensor and a fourth temperature and pressure sensor. The first temperature and pressure sensor and the second temperature and pressure sensor are arranged on the inlet and outlet pipes of the compressor, the third temperature and pressure sensor and the fourth temperature and pressure sensor are arranged on the inlet and outlet pipes of the seat heat exchanger, and the third temperature and pressure sensor is arranged between the water heat exchanger and the seat heat exchanger.

[0016] According to one embodiment of the present invention, in the refrigerant circulation loop of the heating mode, the second electronic expansion valve throttles and is coupled to regulate the compressor speed, the first temperature and pressure sensor is used to monitor the discharge temperature and pressure of the compressor, and the second temperature and pressure sensor is used to control the suction superheat of the compressor.

[0017] In the refrigerant circulation loop of the cooling mode, the second electronic expansion valve throttles and is coupled with the compressor speed for adjustment, while the first electronic expansion valve adjusts or throttles the refrigerant flow based on the air conditioner outlet temperature, the third temperature and pressure sensor, and the fourth temperature and pressure sensor.

[0018] In the refrigerant circulation loop of the heating and dehumidification mode, the first electronic expansion valve and the second electronic expansion valve throttle the refrigerant and are coupled to regulate the compressor speed.

[0019] In the refrigerant circulation loop of the energy recovery mode, the first electronic expansion valve throttles and is coupled with the compressor speed for adjustment, while the second electronic expansion valve adjusts or throttles the refrigerant flow based on the air conditioner outlet temperature, the third temperature and pressure sensor, and the fourth temperature and pressure sensor.

[0020] According to one embodiment of the present invention, the refrigerant is a heat pump air conditioning refrigerant.

[0021] This invention also provides a method for thermal management of automotive air conditioning, applicable to the aforementioned automotive air conditioning thermal management system. When the air conditioning equipment is running, the method selects the refrigerant circulation loop corresponding to different modes of the automotive air conditioning thermal management system based on the external temperature of the vehicle, including the following steps:

[0022] S11, determine whether the temperature outside the vehicle is greater than or equal to the first set temperature. If yes, proceed to step S12; otherwise, proceed to step S21.

[0023] S12, activate cooling mode;

[0024] S13, determine whether the temperature difference between the vehicle interior temperature and the set temperature is greater than the first set difference value. If yes, proceed to step S14; otherwise, proceed to step S15.

[0025] S14, with seats and air conditioning connected in parallel for cooling;

[0026] S15, determine whether seat cooling is needed. If yes, proceed to step S16; otherwise, proceed to step S17.

[0027] S16, determine whether air conditioning is needed. If yes, proceed to step S14; otherwise, proceed to step S18.

[0028] S17, air conditioning for independent cooling;

[0029] S18, individual seat cooling;

[0030] S21, determine whether the temperature outside the vehicle is less than or equal to the second set temperature. If yes, proceed to step S22; otherwise, proceed to step S41.

[0031] S22, determine whether fog will form. If yes, proceed to step S23; otherwise, proceed to step S24.

[0032] S23, activate the heating and dehumidification mode;

[0033] S24, activate heating mode;

[0034] S25. Determine whether the temperature difference between the vehicle interior temperature and the set temperature is greater than the second set difference value. If yes, proceed to step S26; otherwise, proceed to step S27.

[0035] S26, with parallel heating for seats and air conditioning;

[0036] S27, determine whether seat heating is needed. If yes, proceed to step 28; otherwise, proceed to step S29.

[0037] S28. Determine whether air conditioning heating is needed. If yes, proceed to step S26; otherwise, proceed to step S30.

[0038] S29, separate heating for air conditioning;

[0039] S30, individual seat heating;

[0040] S41, determine whether cooling is needed. If yes, proceed to step S12; otherwise, proceed to step S42.

[0041] S42, Determine if heating is required; if so, proceed to step S43.

[0042] S43, determine whether fog will form. If yes, proceed to step S23; otherwise, proceed to step S44.

[0043] S44, activate energy recovery mode.

[0044] According to one embodiment of the present invention, the first set temperature is set to 25°C, the second set temperature is set to 10°C, the first set temperature difference is 5K, and the second set temperature difference is 5K.

[0045] This invention provides a vehicle air conditioning thermal management system and its management method, which offers heating mode, cooling mode, heating and dehumidification mode and energy recovery mode. The system can effectively recover excess heat from the human body under conditions of low heating load. Through multi-dimensional heat exchange between the people in the vehicle, the air and the air conditioning system, it can improve passenger comfort and energy utilization efficiency, thereby increasing the driving range.

[0046] It should be understood that the above general description and the following detailed description of the invention are exemplary and illustrative, and are intended to provide further explanation of the invention as described in the claims. Attached Figure Description

[0047] The accompanying drawings are included to provide a further understanding of the invention. They are incorporated in and constitute a part of this application. The drawings illustrate embodiments of the invention and, together with this specification, serve to explain the principles of the invention.

[0048] In the attached image:

[0049] Figure 1 A schematic diagram of the structure of an automotive air conditioning thermal management system according to an embodiment of the present invention is shown.

[0050] Figure 2 A schematic diagram of the structure of an automotive air conditioning thermal management system in heating mode according to an embodiment of the present invention is shown.

[0051] Figure 3 A schematic diagram of the structure of an automotive air conditioning thermal management system in cooling mode according to an embodiment of the present invention is shown.

[0052] Figure 4 A schematic diagram of the structure of an automotive air conditioning thermal management system in heating and dehumidification mode according to an embodiment of the present invention is shown.

[0053] Figure 5 A schematic diagram of the structure of an automotive air conditioning thermal management system in energy recovery mode according to an embodiment of the present invention is shown.

[0054] The above figures include the following reference numerals:

[0055] Automotive air conditioning thermal management system 100

[0056] Compressor 101

[0057] First four-way valve 102

[0058] Second four-way valve 103

[0059] Outdoor heat exchanger 104

[0060] Indoor heat exchanger 105

[0061] Water heat exchanger 106

[0062] Seat heat exchanger 107

[0063] First electronic expansion valve 108

[0064] Second electronic expansion valve 109

[0065] Three-way valve 110

[0066] First temperature and pressure sensor 111

[0067] Second temperature and pressure sensor 112

[0068] Third temperature and pressure sensor 113

[0069] Fourth temperature and pressure sensor 114 Detailed Implementation

[0070] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0071] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application or its application or use. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0072] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0073] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this application. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0074] In the description of this application, it should be understood that the orientation or positional relationship indicated by directional terms such as "front, back, up, down, left, right", "horizontal, vertical, horizontal" and "top, bottom" is usually based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the scope of protection of this application; the directional terms "inner" and "outer" refer to the inner and outer contours relative to the outline of each component itself.

[0075] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, these terms have no special meaning and therefore should not be construed as limiting the scope of protection of this application. In addition, although the terminology used in this application is selected from commonly known and used terms, some terms mentioned in this application's specification may have been chosen by the applicant according to his or her judgment, and their detailed meanings are explained in the relevant sections of this description. Moreover, this application should be understood not only through the actual terms used, but also through the meaning implied by each term.

[0076] Figure 1 A schematic diagram of the structure of an automotive air conditioning thermal management system according to an embodiment of the present invention is shown. Figure 2 A schematic diagram of the structure of an automotive air conditioning thermal management system in heating mode according to an embodiment of the present invention is shown. Figure 3 A schematic diagram of the structure of an automotive air conditioning thermal management system in cooling mode according to an embodiment of the present invention is shown. Figure 4 A schematic diagram of the structure of an automotive air conditioning thermal management system in heating and dehumidification mode according to an embodiment of the present invention is shown. Figure 5A schematic diagram of a vehicle air conditioning thermal management system according to an embodiment of the present invention in energy recovery mode is shown. As shown, a vehicle air conditioning thermal management system 100 mainly includes a compressor 101, a first four-way valve 102, a second four-way valve 103, an outdoor heat exchanger 104, an indoor heat exchanger 105, a water heat exchanger 106, a seat heat exchanger 107, and system piping accessories. The vehicle air conditioning thermal management system 100, through the compressor 101, the first four-way valve 102, the second four-way valve 103, the outdoor heat exchanger 104, the indoor heat exchanger 105, the water heat exchanger 106, the seat heat exchanger 107, and the system piping accessories, forms a refrigerant circulation loop for heating mode, a refrigerant circulation loop for cooling mode, a refrigerant circulation loop for heating and dehumidification mode, and a refrigerant circulation loop for energy recovery mode. The vehicle air conditioning thermal management system 100 can switch between any of the aforementioned four modes in the corresponding refrigerant circulation loop. Wherein:

[0077] refer to Figure 2 In the heating mode, the refrigerant flow direction in the refrigerant circulation loop is sequentially: compressor 101, first four-way valve 102, water heat exchanger 106, seat heat exchanger 107, outdoor heat exchanger 104, second four-way valve 103, and then back to compressor 101; and / or the refrigerant flow direction is sequentially: compressor 101, first four-way valve 102, indoor heat exchanger 105, outdoor heat exchanger 104, second four-way valve 103, and then back to compressor 101. Specifically, after passing through compressor 101 and first four-way valve 102, the refrigerant can enter the outdoor heat exchanger 104 through two paths, and then return to compressor 101 through second four-way valve 103. One path heats the seat through water heat exchanger 106 and seat heat exchanger 107, and the other path provides air conditioning heating through indoor heat exchanger 105. In the heating mode, the refrigerant can flow through only one of these paths or be split and flow through both paths simultaneously to form a complete refrigerant circulation loop. In other words, in heating mode, the seats and air conditioner can be heated in parallel, or the seats can be heated individually, or the air conditioner can be heated individually.

[0078] refer to Figure 3In the refrigerant circulation loop of the cooling mode, the refrigerant flows sequentially through compressor 101, second four-way valve 103, outdoor heat exchanger 104, seat heat exchanger 107, water heat exchanger 106, and first four-way valve 102, before returning to compressor 101; and / or the refrigerant flows sequentially through compressor 101, second four-way valve 103, outdoor heat exchanger 104, indoor heat exchanger 105, and first four-way valve 102, before returning to compressor 101. Specifically, after passing through compressor 101, second four-way valve 103, and outdoor heat exchanger 104, the refrigerant can enter first four-way valve 102 through two paths before returning to compressor 101. One path cools the seat through seat heat exchanger 107 and water heat exchanger 106, while the other path provides air conditioning cooling through indoor heat exchanger 105. In cooling mode, the refrigerant can flow through only one of these paths or be split and flow through both paths simultaneously to form a complete refrigerant circulation loop. In other words, in cooling mode, the seats and air conditioner can be cooled in parallel, or the seats can be cooled individually, or the air conditioner can be cooled individually.

[0079] refer to Figure 4 In the refrigerant circulation loop of the heating and dehumidification mode, the refrigerant flows sequentially through compressor 101, second four-way valve 103, water heat exchanger 106, seat heat exchanger 107, outdoor heat exchanger 104, and back to compressor 101; and sequentially through compressor 101, second four-way valve 103, water heat exchanger 106, seat heat exchanger 107, indoor heat exchanger 105, and first four-way valve 102, and back to compressor 101. Specifically, after passing through compressor 101, second four-way valve 103, water heat exchanger 106, and seat heat exchanger 107, the refrigerant flows back to compressor 101 in two paths. One path passes through outdoor heat exchanger 104 and second four-way valve 103 to heat the seat, while the other path passes through indoor heat exchanger 105 and first four-way valve 102 to perform air conditioning dehumidification. In heating and dehumidification mode, the refrigerant forms a complete refrigerant circulation loop through two parallel paths.

[0080] refer to Figure 5In the refrigerant circulation loop of the energy recovery mode, the refrigerant flows sequentially through compressor 101, first four-way valve 102, indoor heat exchanger 105, seat heat exchanger 107, water heat exchanger 106, and second four-way valve 103, before returning to compressor 101; and vice versa. Specifically, after passing through compressor 101, first four-way valve 102, and indoor heat exchanger 105, the refrigerant splits into two paths and returns to compressor 101 via second four-way valve 103. One path is used for energy recovery via seat heat exchanger 107 and water heat exchanger 106, while the other path is via outdoor heat exchanger 104. In energy recovery mode, the refrigerant forms a complete refrigerant circulation loop through these two parallel paths.

[0081] Preferably, the seat heat exchanger 107 is installed on the vehicle seat, and the seat heat exchanger 107 remains in contact with the occupant's body. The vehicle air conditioning thermal management system 100 can precisely control the seat surface temperature through the seat heat exchanger 107. In addition, the seat heat exchanger 107, which uses heat conduction, can replace expensive seat electric heating devices and seat ventilation components, significantly reducing the component costs of the vehicle seats and heat pump air conditioning system.

[0082] Preferably, the vehicle air conditioning thermal management system 100 further includes a first electronic expansion valve 108, a second electronic expansion valve 109, and a three-way valve 110. The indoor heat exchanger 105 is connected to the seat heat exchanger 107 and the second electronic expansion valve 109 through the first electronic expansion valve 108. The outdoor heat exchanger 104 is connected to the first electronic expansion valve 108 and the seat heat exchanger 107 through the second electronic expansion valve 109. The compressor 101 is connected to the first four-way valve 102 and the second four-way valve 103 through the three-way valve 110.

[0083] Preferably, the vehicle air conditioning thermal management system 100 further includes a first temperature and pressure sensor 111, a second temperature and pressure sensor 112, a third temperature and pressure sensor 113, and a fourth temperature and pressure sensor 114. The first temperature and pressure sensor 111 and the second temperature and pressure sensor 112 are arranged on the inlet and outlet pipes of the compressor 101, and the third temperature and pressure sensor 113 and the fourth temperature and pressure sensor 114 are arranged on the inlet and outlet pipes of the seat heat exchanger 107. The third temperature and pressure sensor 113 is arranged between the water heat exchanger 106 and the seat heat exchanger 107.

[0084] Better, refer to Figure 2In the refrigerant circulation loop of the heating mode, the second electronic expansion valve 109 throttles the refrigerant and is coupled with the compressor 101 speed for regulation. The first temperature and pressure sensor 111 monitors the discharge temperature and pressure of the compressor 101, and the second temperature and pressure sensor 112 controls the suction superheat of the compressor 101 to prevent liquid slugging. Specifically, the first electronic expansion valve 108 regulates the refrigerant flow based on the air conditioning outlet temperature and the third and fourth temperature and pressure sensors 113 and 114, enabling the heating mode to achieve air conditioning outlet and / or seat heating. The refrigerant is transformed into a high-temperature, high-pressure gas by the compressor 101. It then passes through the first four-way valve 102 and splits into two optional paths. One path passes through the water heat exchanger 106 to heat the water entering the battery, and then through the seat heat exchanger 107 to heat the seat surface. The other path passes through the indoor heat exchanger 105 to heat the air outlet of the air conditioner. After passing through the first electronic expansion valve 108, the two refrigerant paths merge and enter the second electronic expansion valve 109 for throttling, transforming into a low-temperature, low-pressure gas. This gas then enters the outdoor heat exchanger 104 to absorb heat from the water circulation, becoming a low-temperature refrigerant gas. Finally, it returns to the compressor 101 through the second four-way valve 103 and the three-way valve 110.

[0085] refer to Figure 3 In the refrigerant circulation loop of the cooling mode, the second electronic expansion valve 109 throttles the refrigerant and is coupled with the compressor 101 speed for regulation. The first electronic expansion valve 108 regulates or throttles the refrigerant flow based on the air conditioner outlet temperature, the third temperature and pressure sensor 113, and the fourth temperature and pressure sensor 114, enabling the cooling mode to achieve air conditioning outlet cooling and / or seat cooling. The refrigerant becomes a high-temperature, high-pressure gas after passing through the compressor 101. It then enters the outdoor heat exchanger 104 through the second four-way valve 103 to cool the water circulation and then enters the second electronic expansion valve 109 for throttling, becoming a low-temperature, low-pressure refrigerant gas. The throttled refrigerant is divided into two optional paths: one path passes through the seat heat exchanger 107 to cool the seat surface and through the water heat exchanger 106 to cool the battery inlet water; the other path passes through the first electronic expansion valve 108 and then enters the indoor heat exchanger 105 to cool and dehumidify the air conditioner outlet. Finally, the two low-temperature refrigerant gases merge at the first four-way valve 102 and return to the compressor 101 through the three-way valve 110.

[0086] refer to Figure 4In the refrigerant circulation loop of the heating and dehumidification mode, the first electronic expansion valve 108 and the second electronic expansion valve 109 throttle the refrigerant and couple with the compressor 101 speed for adjustment. At this time, the air conditioning outlet mode is window blowing, used only for dehumidification, while the occupants receive heating through the seats. In this mode, the refrigerant passes through the second four-way valve 103, enters the water heat exchanger 106 and the seat heat exchanger 107, and heats the battery inlet water and the seat surface, respectively. Then it splits into two paths: one path throttles through the second electronic expansion valve 109 and enters the outdoor heat exchanger 104 to absorb heat from the water circulation; the other path throttles through the first electronic expansion valve 108 and enters the indoor heat exchanger 105 to cool and dehumidify the air conditioning outlet. Finally, the two low-temperature refrigerant gases merge at the three-way valve 110 and return to the compressor 101.

[0087] refer to Figure 5 In the refrigerant circulation loop of energy recovery mode, the first electronic expansion valve 108 throttles the refrigerant and is coupled with the compressor 101 speed for regulation. The second electronic expansion valve 109 regulates or throttles the refrigerant flow based on the air conditioner outlet temperature, the third temperature and pressure sensor 113, and the fourth temperature and pressure sensor 114. At this time, the air conditioner outlet is heated, but the seat is cooled to recover body heat. In this mode, the refrigerant is transformed into a high-temperature, high-pressure gas by the compressor 101. It then enters the indoor heat exchanger 105 through the first four-way valve 102 to heat the air outlet of the air conditioner. After that, it enters the first electronic expansion valve 108 for throttling, becoming a low-temperature, low-pressure refrigerant. The throttled refrigerant is divided into two paths. One path passes through the seat heat exchanger 107 to absorb the heat from the human body on the seat surface, and then flows out through the water heat exchanger 106 (the water-side heat exchanger can be closed). The other path passes through the second electronic expansion valve 109 and enters the outdoor heat exchanger 104 to absorb the heat from the water circulation. Finally, the two low-temperature refrigerant gases merge at the second four-way valve 103 and return to the compressor 101 through the three-way valve 110.

[0088] Preferably, the refrigerant is a heat pump air conditioner refrigerant.

[0089] This invention also provides a method for thermal management of automotive air conditioning, applicable to the aforementioned automotive air conditioning thermal management system 100. When the air conditioning equipment is in operation, the method selects the refrigerant circulation loop corresponding to different modes of the automotive air conditioning thermal management system 100 based on the external temperature of the vehicle, including the following steps:

[0090] S11, determine whether the temperature outside the vehicle is greater than or equal to the first set temperature. If yes, proceed to step S12; otherwise, proceed to step S21.

[0091] S12, activate cooling mode;

[0092] S13, determine whether the temperature difference between the vehicle interior temperature and the set temperature is greater than the first set difference value. If yes, proceed to step S14; otherwise, proceed to step S15.

[0093] S14, with seats and air conditioning connected in parallel for cooling;

[0094] S15, determine whether seat cooling is needed. If yes, proceed to step S16; otherwise, proceed to step S17.

[0095] S16, determine whether air conditioning is needed. If yes, proceed to step S14; otherwise, proceed to step S18.

[0096] S17, air conditioning for independent cooling;

[0097] S18, individual seat cooling;

[0098] S21, determine whether the temperature outside the vehicle is less than or equal to the second set temperature. If yes, proceed to step S22; otherwise, proceed to step S41.

[0099] S22, determine whether fog will form. If yes, proceed to step S23; otherwise, proceed to step S24.

[0100] S23, activate the heating and dehumidification mode;

[0101] S24, activate heating mode;

[0102] S25. Determine whether the temperature difference between the vehicle interior temperature and the set temperature is greater than the second set difference value. If yes, proceed to step S26; otherwise, proceed to step S27.

[0103] S26, with parallel heating for seats and air conditioning;

[0104] S27, determine whether seat heating is needed. If yes, proceed to step 28; otherwise, proceed to step S29.

[0105] S28. Determine whether air conditioning heating is needed. If yes, proceed to step S26; otherwise, proceed to step S30.

[0106] S29, separate heating for air conditioning;

[0107] S30, individual seat heating;

[0108] S41, determine whether cooling is needed. If yes, proceed to step S12; otherwise, proceed to step S42.

[0109] S42, Determine if heating is required; if so, proceed to step S43.

[0110] S43, determine whether fog will form. If yes, proceed to step S23; otherwise, proceed to step S44.

[0111] S44, activate energy recovery mode.

[0112] Preferably, the first set temperature is set to 25°C, the second set temperature is set to 10°C, the difference between the first and second settings is 5K.

[0113] This invention provides a vehicle air conditioning thermal management system and its management method. A heat exchanger is arranged in the area where the seat directly contacts the occupant and is connected to the air conditioning thermal management system for coupled temperature control, improving occupant comfort and energy utilization efficiency. It has the following advantages:

[0114] 1. When there is a high demand for cooling / heating, the body can be heated / cooled on both the front and back sides through direct heat conduction and air convection from the front of the air conditioner, so that the body can quickly reach a comfortable temperature.

[0115] 2. In dehumidification mode, the air conditioning dehumidification outlet temperature and the seat heat conduction temperature can be controlled independently;

[0116] 3. In energy recovery mode, the system can effectively recover excess heat from the human body under conditions of low heating load. Through multi-dimensional heat exchange between the people inside the vehicle, the air, and the heat pump air conditioning system, the overall energy utilization efficiency of the vehicle is improved, and the driving range is increased.

[0117] 4. This invention employs an integrated thermal management system with two four-way valves and a three-way valve, along with a single-chamber heat exchanger air conditioning unit structure. This simplifies the system layout and eliminates the need for hot and cold air dampers in the air conditioning unit, reducing its size. Simultaneously, the system precisely controls the seat surface temperature through a heat-conducting seat heat exchanger, eliminating the need for expensive electric seat heating and ventilation components, significantly reducing the overall cost of vehicle seats and heat pump air conditioning system components.

[0118] It will be apparent to those skilled in the art that various modifications and variations can be made to the exemplary embodiments described above without departing from the spirit and scope of the invention. Therefore, it is intended that this invention cover modifications and variations falling within the scope of the appended claims and their equivalents.

Claims

1. A vehicle air conditioning thermal management system, comprising a compressor, a first four-way valve, a second four-way valve, an outdoor heat exchanger, an indoor heat exchanger, a water heat exchanger, a seat heat exchanger, and system piping fittings, wherein the compressor, the first four-way valve, the second four-way valve, the outdoor heat exchanger, the indoor heat exchanger, the water heat exchanger, the seat heat exchanger, and the system piping fittings are combined to form a refrigerant circulation loop in heating mode, a refrigerant circulation loop in cooling mode, a refrigerant circulation loop in heating and dehumidification mode, and a refrigerant circulation loop in energy recovery mode, wherein the vehicle air conditioning thermal management system is switchable to be in one of the refrigerant circulation loops; wherein: In the refrigerant circulation loop of the heating mode, the refrigerant flows sequentially through the compressor, the first four-way valve, the water heat exchanger, the seat heat exchanger, the outdoor heat exchanger, the second four-way valve, and then back to the compressor; and / or the refrigerant flows sequentially through the compressor, the first four-way valve, the indoor heat exchanger, the outdoor heat exchanger, the second four-way valve, and then back to the compressor. In the refrigerant circulation loop of the cooling mode, the refrigerant flows sequentially through the compressor, the second four-way valve, the outdoor heat exchanger, the seat heat exchanger, the water heat exchanger, the first four-way valve, and then back to the compressor. And / or the refrigerant flow direction is sequentially the compressor, the second four-way valve, the outdoor heat exchanger, the indoor heat exchanger, the first four-way valve, and then back to the compressor; In the refrigerant circulation loop of the heating and dehumidification mode, the refrigerant flows sequentially through the compressor, the second four-way valve, the water heat exchanger, the seat heat exchanger, the outdoor heat exchanger, the second four-way valve, and then back to the compressor. The refrigerant flows sequentially through the compressor, the second four-way valve, the water heat exchanger, the seat heat exchanger, the indoor heat exchanger, the first four-way valve, and then back to the compressor. In the refrigerant circulation loop of the energy recovery mode, the refrigerant flows sequentially through the compressor, the first four-way valve, the indoor heat exchanger, the seat heat exchanger, the water heat exchanger, and the second four-way valve, before returning to the compressor; and the refrigerant flows sequentially through the compressor, the first four-way valve, the indoor heat exchanger, the outdoor heat exchanger, and the second four-way valve, before returning to the compressor; the seat heat exchanger is installed on the vehicle seat and maintains contact with the occupant's body. The vehicle air conditioning thermal management system further includes a first electronic expansion valve, a second electronic expansion valve, and a three-way valve. The indoor heat exchanger is connected to the seat heat exchanger and the second electronic expansion valve through the first electronic expansion valve. The outdoor heat exchanger is connected to the first electronic expansion valve and the seat heat exchanger through the second electronic expansion valve. The compressor is connected to the first four-way valve and the second four-way valve through the three-way valve.

2. The vehicle air conditioning thermal management system as described in claim 1, characterized in that, It also includes a first temperature and pressure sensor, a second temperature and pressure sensor, a third temperature and pressure sensor and a fourth temperature and pressure sensor. The first temperature and pressure sensor and the second temperature and pressure sensor are arranged on the inlet and outlet pipes of the compressor, the third temperature and pressure sensor and the fourth temperature and pressure sensor are arranged on the inlet and outlet pipes of the seat heat exchanger, and the third temperature and pressure sensor is arranged between the water heat exchanger and the seat heat exchanger.

3. The vehicle air conditioning thermal management system as described in claim 2, characterized in that, In the refrigerant circulation loop of the heating mode, the second electronic expansion valve throttles and is coupled with the compressor speed for adjustment. The first temperature and pressure sensor is used to monitor the discharge temperature and pressure of the compressor, and the second temperature and pressure sensor is used to control the suction superheat of the compressor. In the refrigerant circulation loop of the cooling mode, the second electronic expansion valve throttles and is coupled with the compressor speed for adjustment, while the first electronic expansion valve adjusts or throttles the refrigerant flow based on the air conditioner outlet temperature, the third temperature and pressure sensor, and the fourth temperature and pressure sensor. In the refrigerant circulation loop of the heating and dehumidification mode, the first electronic expansion valve and the second electronic expansion valve throttle the refrigerant and are coupled to regulate the compressor speed. In the refrigerant circulation loop of the energy recovery mode, the first electronic expansion valve throttles and is coupled with the compressor speed for adjustment, while the second electronic expansion valve adjusts or throttles the refrigerant flow based on the air conditioner outlet temperature, the third temperature and pressure sensor, and the fourth temperature and pressure sensor.

4. The vehicle air conditioning thermal management system as described in claim 1, characterized in that, The refrigerant is a heat pump air conditioner refrigerant.

5. A method for thermal management of vehicle air conditioning, applicable to the vehicle air conditioning thermal management system as described in any one of claims 1 to 4, characterized in that, When the air conditioning system is running, the refrigerant circulation loop corresponding to different modes of the vehicle's air conditioning thermal management system is selected based on the outside temperature of the vehicle, including the following steps: S11, determine whether the temperature outside the vehicle is greater than or equal to the first set temperature. If yes, proceed to step S12; otherwise, proceed to step S21. S12, activate cooling mode; S13, determine whether the temperature difference between the vehicle interior temperature and the set temperature is greater than the first set difference value. If yes, proceed to step S14; otherwise, proceed to step S15. S14, with seats and air conditioning connected in parallel for cooling; S15, determine whether seat cooling is needed. If yes, proceed to step S16; otherwise, proceed to step S17. S16, determine whether air conditioning is needed. If yes, proceed to step S14; otherwise, proceed to step S18. S17, air conditioning for independent cooling; S18, individual seat cooling; S21, determine whether the temperature outside the vehicle is less than or equal to the second set temperature. If yes, proceed to step S22; otherwise, proceed to step S41. S22, determine whether fog will form. If yes, proceed to step S23; otherwise, proceed to step S24. S23, activate the heating and dehumidification mode; S24, activate heating mode; S25. Determine whether the temperature difference between the vehicle interior temperature and the set temperature is greater than the second set difference value. If yes, proceed to step S26; otherwise, proceed to step S27. S26, with parallel heating for seats and air conditioning; S27, determine whether seat heating is needed. If yes, proceed to step 28; otherwise, proceed to step S29. S28. Determine whether air conditioning heating is needed. If yes, proceed to step S26; otherwise, proceed to step S30. S29, separate heating for air conditioning; S30, individual seat heating; S41, determine whether cooling is needed. If yes, proceed to step S12; otherwise, proceed to step S42. S42, Determine if heating is required; if so, proceed to step S43. S43, determine whether fog will form. If yes, proceed to step S23; otherwise, proceed to step S44. S44, activate energy recovery mode.

6. The vehicle air conditioning thermal management method as described in claim 5, characterized in that, The first set temperature is set to 25℃, the second set temperature is set to 10℃, the first set difference is 5K, and the second set difference is 5K.

Images