Air conditioning system and electric vehicle thereof

Abstract

The invention provides an air conditioning system and an electric vehicle thereof.The air conditioning system comprises a compressor, an outside-vehicle heat exchanger, an inside-vehicle heat exchanger, a throttling element, a gas-liquid separator, an ejector and a pressurizer, when the air conditioning system operates in a refrigeration mode, the outside-vehicle heat exchanger is connected between an exhaust port of the compressor and a working fluid inlet of the ejector in series, and the inside-vehicle heat exchanger is connected between the exhaust port of the compressor and the working fluid inlet of the ejector; a liquid outlet of the gas-liquid separator is communicated with an inlet of the in-vehicle heat exchanger through the throttling element, a gas outlet of the gas-liquid separator is communicated with a gas suction port of the compressor, an outlet of the in-vehicle heat exchanger is communicated with an ejection fluid inlet of the ejector through the supercharger, and an ejection outlet of the ejector is communicated with an inlet of the gas-liquid separator. And the operation frequency of the supercharger is adjustable. According to the air conditioning system, the operation power consumption of the compressor is reduced, the battery cruising ability of the vehicle applying the air conditioning system is improved, the pressure of the driving fluid is adjusted by adjusting the operation frequency of the supercharger, and then it is ensured that the arrangement of the ejector can meet the requirements of various operation working conditions.

Description

Technical Field

[0001] The invention belongs to the technical field of air conditioning, and in particular relates to an air conditioning system and an electric vehicle thereof. Background Art

[0002] With the popularity of electric vehicles and the increasing demand for long-distance travel, coupled with the long charging time of electric vehicles and the small number of charging stations in some areas, improving the endurance of electric vehicles is a very important task. The air-conditioning system is a high-energy-consuming device in electric vehicles. Optimizing the air-conditioning system of electric vehicles is an important way to improve the endurance of electric vehicles.

[0003] At present, the air-conditioning system of electric vehicles generally adopts a steam compression refrigeration cycle. This type of air-conditioning system has a large throttling loss. In order to reduce the throttling loss, a common method is to configure an ejector in the air-conditioning system to effectively recover part of the expansion work.

[0004] At present, the improvement of the ejector in the air-conditioning system is mostly to optimize the ejector structure, so as to improve the performance by reducing the flow loss of the fluid through the optimization of the ejector structure. However, the operating conditions of the automobile air-conditioning are changeable, and the performance of the ejector is easily affected by the working fluid pressure, outlet pressure, injection fluid pressure, etc. The kinematic viscosity, density and other characteristic parameters of the fluid are different under different temperatures and pressures. The gain effect brought by optimizing the ejector structure is almost non-existent under certain working conditions, especially for the ejector with non-adjustable structure. The gain effect is even weaker. Summary of the invention

[0005] Therefore, the present invention provides an air-conditioning system and an electric vehicle thereof, which can overcome the technical problem that the structural optimization of the ejector in the air-conditioning system equipped with the ejector in the related art cannot adapt to multiple operating conditions, resulting in a weak gain effect under certain conditions.

[0006] In order to solve the above problems, the present invention provides an air-conditioning system, including a compressor, an outdoor heat exchanger, an indoor heat exchanger, a throttling element, a gas-liquid separator, an ejector and a supercharger. When the air-conditioning system operates in a cooling mode, the outdoor heat exchanger is connected in series between the exhaust port of the compressor and the working fluid inlet of the ejector, the liquid outlet of the gas-liquid separator is connected to the inlet of the indoor heat exchanger via the throttling element, the gas outlet of the gas-liquid separator is connected to the air intake port of the compressor, the outlet of the indoor heat exchanger is connected to the injection fluid inlet of the ejector via the supercharger, the ejection outlet of the ejector is connected to the inlet of the gas-liquid separator, and the operating frequency of the supercharger is adjustable.

[0007] In some embodiments, the supercharger is a variable frequency compressor; and / or the ejector is a two-phase ejector with an adjustable throat area.

[0008] In some embodiments, the air-conditioning system also includes a refrigerant cooling cycle capable of cooling the heat source of the vehicle, a plate heat exchanger is connected in series in the refrigerant cooling cycle, and the refrigerant in the suction pipe of the compressor can exchange heat with the refrigerant in the refrigerant cooling cycle in the plate heat exchanger.

[0009] In some embodiments, the air-conditioning system further includes a three-way valve, a first port of the three-way valve being connected to an air outlet of the gas-liquid separator, the air intake pipe including a first pipe and a second pipe connected in parallel, the second port of the three-way valve being connected to an air intake of the compressor via the first pipe, the third port of the three-way valve being connected to an air intake of the compressor via the second pipe, and the first pipe having a heat exchange pipe section located in the plate heat exchanger to realize heat exchange between the refrigerant therein and the refrigerant in the refrigerant cooling cycle.

[0010] In some embodiments, the three-way valve is a three-way flow valve to control and adjust the flow rate of the refrigerant in the first tube.

[0011] In some embodiments, the greater the heat load of the brine cooling cycle, the greater the flow rate in the first tube.

[0012] In some embodiments, the heat source is an engine, and the refrigerant cooling cycle also includes an engine heat exchanger, an engine radiator, and a water pump. The refrigerant heat exchange pipe section in the plate heat exchanger, the engine heat exchanger, the engine radiator, and the water pump are connected to form a circulation loop.

[0013] In some embodiments, the air-conditioning system further includes a first four-way valve and a second four-way valve, the outlet of the outdoor heat exchanger is communicated with the first port of the first four-way valve, the second port of the first four-way valve is communicated with the working fluid inlet of the ejector, the third port of the first four-way valve is communicated with the outlet of the indoor heat exchanger, the fourth port of the first four-way valve is communicated with the inlet of the supercharger, the fifth port of the second four-way valve is communicated with the exhaust port, the sixth port of the second four-way valve is communicated with the inlet of the outdoor heat exchanger, the seventh port of the second four-way valve is communicated with the end of the throttling element away from the gas-liquid separator, the eighth port of the second four-way valve is communicated with the inlet of the indoor heat exchanger, and when the air-conditioning system operates in a cooling mode, the first port is communicated with the second port, the third port is communicated with the fourth port, the fifth port is communicated with the sixth port, and the seventh port is communicated with the eighth port; when the air-conditioning system operates in a heating mode, the first port is communicated with the fourth port, the second port is communicated with the third port, the fifth port is communicated with the eighth port, and the sixth port is communicated with the seventh port.

[0014] In some embodiments, the greater the cooling capacity or heating capacity of the air-conditioning system, the higher the operating frequency of the supercharger.

[0015] The present invention also provides an electric vehicle, comprising the above-mentioned air conditioning system.

[0016] The air conditioning system and electric vehicle provided by the present invention have the following beneficial effects:

[0017] On the one hand, by setting up an ejector, the high-pressure refrigerant flowing out of the external heat exchanger can be used to expand in the ejection chamber in the ejector to generate negative pressure, thereby forming an ejection of the low-pressure refrigerant in the internal heat exchanger. While recovering the expansion work of the high-pressure refrigerant, the flow rate of the refrigerant is increased, and the cooling capacity of the air-conditioning system can be improved. At the same time, the refrigerant is pressurized in the diffusion chamber in the ejector and flows out from the ejection outlet before entering the compressor, which significantly increases the suction pressure of the compressor, reduces the pressure ratio of the compressor, and thus reduces the operating power consumption of the compressor, which is beneficial to improving the battery life of the vehicle using the air-conditioning system; on the other hand, a supercharger with adjustable operating frequency is connected in series to the ejector's ejection fluid pipeline (that is, the pipeline connected to the ejection fluid inlet of the ejector), so that the ejection fluid pressure can be adjusted by adjusting the operating frequency of the supercharger, thereby ensuring that the ejector setting can meet the needs of various operating conditions, especially suitable for vehicles;

[0018] The refrigerant in the suction pipe of the compressor exchanges heat with the refrigerant in the refrigerant cooling cycle in the plate heat exchanger. Since the refrigerant cooling cycle is used to cool the heat source, the temperature of the refrigerant is relatively high. The refrigerant in the suction pipe can increase the suction superheat after absorbing the heat in the refrigerant. On the one hand, it can reduce the liquid phase of the refrigerant in the suction pipe and effectively prevent the liquid hammer phenomenon caused by the suction of the compressor. On the other hand, the suction pressure can be further increased, which can further reduce the operating power consumption of the compressor.

[0019] The refrigerant flow rate entering the first tube is adjusted and controlled by the three-way flow valve. When the heat load at the heat source is small, the refrigerant entering the first tube can be appropriately reduced or even cut off, so that more refrigerant can be sucked into the compressor through the second tube, which can reduce the suction pressure loss of the refrigerant. Of course, when liquid is carried in the suction fluid, the flow rate of the refrigerant entering the first tube should be increased. In addition, the greater the heat load of the refrigerant cooling cycle, the greater the flow rate in the first tube;

[0020] The plate heat exchanger can transfer the heat in the coolant to the refrigerant in the suction pipe, thereby increasing the suction superheat of the compressor and reducing the probability of suction liquid. At the same time, it can also assist the engine radiator in effectively cooling the coolant. At this time, the rotation speed of the cooling fan corresponding to the engine radiator can be lowered accordingly, or even the cooling fan can be controlled to stop, which can further reduce the power consumption caused by driving the cooling fan. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the implementation methods of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the implementation methods or the description of the prior art. The drawings described below are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0022] Figure 1 is a system principle diagram of an air-conditioning system in a cooling mode in an embodiment of the present invention, and numbers 1 to 10 in the diagram respectively represent position nodes corresponding to the pressure-enthalpy diagram;

[0023] Figure 2 is a system principle diagram of the air conditioning system in the embodiment of the present invention in the heating mode;

[0024] Figure 3 is a schematic diagram of the internal structure of an ejector of an air conditioning system in an embodiment of the present invention, wherein the numbers in the figure represent the position nodes corresponding to the pressure-enthalpy diagram;

[0025] Figure 4 is a pressure-enthalpy diagram when the air-conditioning system in the embodiment of the present invention is in cooling mode;

[0026] Figure 5 It is a comparative pressure-enthalpy diagram of the air-conditioning system in the embodiment of the present invention in the cooling mode (solid arrow in the figure) and the air-conditioning system without the supercharger in the cooling mode (dash-dotted arrow in the figure).

[0027] The accompanying drawings are marked as follows:

[0028] 101. compressor; 102. external heat exchanger;

[0029] 103, first four-way valve; 1031, first port; 1032, second port; 1033, third port; 1034, fourth port;

[0030] 104. In-vehicle heat exchanger; 105. Throttling element; 106. Gas-liquid separator;

[0031] 107, ejector; 1071, working fluid inlet; 1072, ejection fluid inlet; 1073, ejection outlet;

[0032] 108. Supercharger; 109. Three-way valve;

[0033] 110, second four-way valve; 1101, fifth port; 1102, sixth port; 1103, seventh port; 1104, eighth port;

[0034] 1111, first tube; 1112, second tube;

[0035] 201. Plate heat exchanger; 202. Engine heat exchanger; 203. Engine radiator; 204. Water pump. DETAILED DESCRIPTION

[0036] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is by no means intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0037] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0038] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90° or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0039] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0040] See also Figure 1 and Figure 5 As shown, according to an embodiment of the present invention, an air conditioning system is provided, including a compressor 101, an external heat exchanger 102, an internal heat exchanger 104, a throttling element 105, a gas-liquid separator 106, an ejector 107 and a supercharger 108. When the air conditioning system operates in a cooling mode, the external heat exchanger 102 is connected in series between an exhaust port (not labeled in the figure) of the compressor 101 and a working fluid inlet 1071 of the ejector 107, and a liquid outlet (not labeled in the figure) of the gas-liquid separator 106 is connected to a working fluid inlet 1071 of the ejector 107. The in-vehicle heat exchanger 104 is connected to the inlet of the in-vehicle heat exchanger 104 via the throttling element 105 (specifically, it can be an electronic expansion valve), the air outlet of the gas-liquid separator 106 (not labeled in the figure) is connected to the air intake port (not labeled in the figure) of the compressor 101, the outlet of the in-vehicle heat exchanger 104 is connected to the injection fluid inlet 1072 of the ejector 107 via the supercharger 108, the injection outlet 1073 of the ejector 107 is connected to the inlet of the gas-liquid separator 106, and the operating frequency of the supercharger 108 is adjustable.

[0041] In this technical solution, on the one hand, by setting the ejector 107, the high-pressure refrigerant flowing out of the external heat exchanger 102 can be used to expand in the ejection chamber of the ejector 107 to generate negative pressure, thereby forming the ejection of the low-pressure refrigerant in the internal heat exchanger 104. While recovering the expansion work of the high-pressure refrigerant, the flow rate of the refrigerant is increased, and the cooling capacity of the air-conditioning system can be increased. At the same time, the refrigerant is pressurized in the diffusion chamber of the ejector 107 and flows out from the ejection outlet 1073 into the compressor 101, which significantly increases the suction pressure of the compressor 101. The pressure ratio of the compressor 101 is reduced, thereby reducing the operating power consumption of the compressor 101, which is beneficial to improving the battery life of the vehicle using the air-conditioning system; on the other hand, a supercharger 108 with an adjustable operating frequency is connected in series to the pipeline of the ejector 107 for the ejection fluid (that is, the pipeline connected to the ejection fluid inlet 1072 of the ejector 107), so that the ejection fluid pressure can be adjusted by adjusting the operating frequency of the supercharger 108, thereby ensuring that the setting of the ejector 107 can meet the needs of various operating conditions, and is particularly suitable for vehicles.

[0042] In a specific embodiment, the supercharger 108 is a variable frequency compressor, which is much smaller than the aforementioned compressor 101 in terms of pressure ratio selection. Therefore, the power consumption increased by its configuration is correspondingly much smaller than the system gain brought about by the pressurization of the ejected fluid; and / or, the ejector 107 is a two-phase ejector with an adjustable throat area, which can adopt an ejector of mature specifications currently available on the market. By adopting a two-phase ejector with an adjustable throat area, the performance of the ejector 107 itself can be further improved, and the multi-condition adaptability of the air-conditioning system can be further improved by adjusting its throat area.

[0043] In a specific embodiment, the greater the cooling capacity or heating capacity of the air-conditioning system, the higher the operating frequency of the supercharger 108. It can be understood that the smaller the cooling capacity or heating capacity of the air-conditioning system, the higher the operating frequency of the supercharger 108. In some working conditions, the supercharger 108 can even operate at the lowest frequency.

[0044] See also Figure 1 and Figure 2 As shown, in some embodiments, the air-conditioning system also includes a refrigerant cooling cycle capable of cooling the heat source of the vehicle, and a plate heat exchanger 201 is connected in series in the refrigerant cooling cycle. The refrigerant in the intake pipe of the compressor 101 can exchange heat with the refrigerant in the refrigerant cooling cycle in the plate heat exchanger 201.

[0045] In this technical solution, the refrigerant in the suction pipe of the compressor 101 exchanges heat with the refrigerant in the refrigerant cooling cycle in the plate heat exchanger 201. Since the refrigerant cooling cycle is used to cool the heat source, the temperature of its refrigerant is relatively high. The refrigerant in the suction pipe can increase the suction superheat after absorbing the heat in the refrigerant. On the one hand, it can reduce the liquid phase of the refrigerant in the suction pipe and effectively prevent the liquid hammer phenomenon caused by the suction liquid of the compressor 101. On the other hand, the suction pressure can be further increased, which can further reduce the operating power consumption of the compressor 101.

[0046] In some embodiments, the air-conditioning system further includes a three-way valve 109, a first port of the three-way valve 109 being connected to an air outlet of the gas-liquid separator 106, the air intake pipe including a first pipe 1111 and a second pipe 1112 connected in parallel, the second port of the three-way valve 109 being connected to an air intake port of the compressor 101 via the first pipe 1111, the third port of the three-way valve 109 being connected to an air intake port of the compressor 101 via the second pipe 1112, the first pipe 1111 having a heat exchange pipe section (not marked in the figure) located in the plate heat exchanger 201 to realize heat exchange between the refrigerant therein and the refrigerant in the refrigerant cooling cycle. It can be understood that the aforementioned heat exchange pipe section can be various pipeline forms suitable for sufficient heat exchange.

[0047] In this technical solution, by designing the intake pipe of the compressor 101 as two parallel sections of the first pipe 1111 and the second pipe 1112, the adverse effect of excessive fluid resistance when using the first pipe 1111 alone as the intake pipe of the compressor 101 can be reduced to a certain extent.

[0048] In some embodiments, the three-way valve 109 is a three-way flow valve to control and adjust the flow rate of the refrigerant in the first tube 1111. Specifically, the three-way flow valve can be provided with a flow control valve separately at the position where the three-way flow valve is connected to the first tube 1111. The flow rate of the refrigerant entering the first tube 1111 for heat exchange is controlled by controlling the opening of the flow control valve. The three-way flow valve can be a commercially available part with suitable specifications.

[0049] In this technical solution, the refrigerant flow rate entering the first tube 1111 is adjusted and controlled by a three-way flow valve. When the heat load at the heat source is small, the refrigerant entering the first tube 1111 can be appropriately reduced or even cut off, so that more refrigerant can be sucked into the compressor 101 through the second tube 1112, which can reduce the suction pressure loss of the refrigerant. Of course, when liquid is carried in the suction fluid, the refrigerant flow rate entering the first tube 1111 should be increased. In addition, the greater the heat load of the refrigerant cooling cycle, the greater the flow rate in the first tube 1111.

[0050] The aforementioned heat source can specifically be a battery pack, motor and electronic control components of the vehicle, etc. In some embodiments, the heat source is an engine (not shown in the figure), and the coolant cooling cycle also includes an engine heat exchanger 202, an engine radiator 203 and a water pump 204. It can be understood that the coolant in the aforementioned engine heat exchanger 202 is used to absorb the heat generated during the operation of the engine to prevent the temperature of the engine from rising too high. The aforementioned engine radiator 203 is correspondingly configured with a corresponding cooling fan for dissipating the heat in the coolant entering the engine radiator 203 to the external atmosphere by air cooling. The coolant heat exchange pipe section (not marked in the figure) in the plate heat exchanger 201, the engine heat exchanger 202, the engine radiator 203 and the water pump 204 are connected to form a circulation loop.

[0051] In this technical solution, the plate heat exchanger 201 can transfer the heat in the coolant to the refrigerant in the intake pipe, thereby increasing the suction superheat of the compressor 101 and reducing the probability of suction liquid carrying. At the same time, it can also assist the engine radiator 203 in effectively dissipating heat to the coolant. At this time, the rotation speed of the cooling fan corresponding to the engine radiator 203 can be lowered accordingly, or even the cooling fan can be controlled to stop, which can further reduce the power consumption caused by driving the cooling fan.

[0052] In some embodiments, the air conditioning system further includes a first four-way valve 103 and a second four-way valve 110, the outlet of the external heat exchanger 102 is communicated with the first port 1031 of the first four-way valve 103, the second port 1032 of the first four-way valve 103 is communicated with the working fluid inlet 1071 of the ejector 107, the third port 1033 of the first four-way valve 103 is communicated with the outlet of the internal heat exchanger 104, the fourth port 1034 of the first four-way valve 103 is communicated with the inlet of the supercharger 108, the fifth port 1101 of the second four-way valve 110 is communicated with the exhaust port, the sixth port 1102 of the second four-way valve 110 is communicated with the inlet of the external heat exchanger 102, and the seventh port 1103 of the second four-way valve 110 is connected to the end of the throttling element 105 away from the gas-liquid separator 106 The eighth port 1104 of the second four-way valve 110 is connected to the inlet of the in-vehicle heat exchanger 104, and when the air-conditioning system operates in a cooling mode, the first port 1031 is connected to the second port 1032, the third port 1033 is connected to the fourth port 1034, the fifth port 1101 is connected to the sixth port 1102, and the seventh port 1103 is connected to the eighth port 1104; when the air-conditioning system operates in a heating mode, the first port 1031 is connected to the fourth port 1034, the second port 1032 is connected to the third port 1033, the fifth port 1101 is connected to the eighth port 1104, the sixth port 1102 is connected to the seventh port 1103, the first port 1031 is connected to the fourth port 1034, and the second port 1032 is connected to the third port 1033.

[0053] In this technical solution, by setting the first four-way valve 107 and the second four-way valve 110 in the air-conditioning system, the heating mode and the cooling mode of the air-conditioning system can be switched by controlling the flow paths of the first four-way valve 107 and the second four-way valve 110.

[0054] The technical solution of the present invention is further described below in conjunction with specific drawings.

[0055] Figure 1 The system principle diagram of the air conditioning system of the present invention in the cooling mode is shown. In this mode, the a port of the second four-way valve 110 is connected to the b port, the c port is connected to the d port, the e port of the first four-way valve 103 is connected to the f port, the g port is connected to the h port, the in-vehicle heat exchanger 104 plays an evaporation role, and the out-vehicle heat exchanger 102 plays a condensation role, thus forming two circuits:

[0056] First circuit: The gas-phase refrigerant outlet in the gas-liquid separator 106 is connected to the three-way valve 109, and then divided into two branches. The first branch is directly connected to the compressor 101 inlet, and the second branch is connected to the plate heat exchanger 201 and the brine cooling cycle (engine cooling circuit) and then merges with the first branch and is connected to the compressor 101 inlet. Then the compressor 101 → the a port of the second four-way valve 110 → the b port → the vehicle exterior heat exchanger 102 → the h port of the first four-way valve 103 → the g port → the ejector 107 working fluid inlet.

[0057] Second circuit: liquid refrigerant outlet in the gas-liquid separator 106 → throttling element 105 → port c of the second four-way valve 110 → port d → in-vehicle heat exchanger 104 → port f of the first four-way valve 103 → port e → supercharger 108 → injection fluid inlet of the ejector 107.

[0058] See also Figure 3 As shown, in the ejector 107 , the refrigerants of the two circuits are mixed and expanded, and then connected to the gas-liquid separator 106 through the refrigerant pipeline.

[0059] Figure 2 The system principle diagram of the air conditioning system of the present invention in the heating mode is shown. In this mode, the a port of the second four-way valve 110 is connected to the d port, the b port is connected to the c port, the e port of the first four-way valve 103 is connected to the h port, the f port is connected to the g port, the in-vehicle heat exchanger 104 plays a condensing role, and the out-vehicle heat exchanger 102 plays an evaporating role, thus forming two circuits:

[0060] First circuit: The gas phase refrigerant outlet in the gas-liquid separator 106 is connected to the three-way valve 109, and then divided into two branches. The first branch is directly connected to the compressor 101 inlet, and the second branch is connected to the plate heat exchanger 201 and the brine cooling cycle (engine cooling circuit) and then merges with the first branch and is connected to the compressor 101 inlet. Then the compressor 101 → the a port of the second four-way valve 110 → the d port → the in-vehicle heat exchanger 104 → the f port of the first four-way valve 103 → the g port → the working fluid inlet of the ejector 107.

[0061] Second circuit: liquid refrigerant outlet in the gas-liquid separator 106 → throttling element 105 → port c of the second four-way valve 110 → port b → external heat exchanger 003 → port h of the first four-way valve 103 → port e → supercharger 108 → injection fluid inlet of the ejector 107.

[0062] See also Figure 3 As shown, in the ejector 107 , the refrigerants of the two circuits are mixed and expanded, and then connected to the gas-liquid separator 106 through the refrigerant pipeline.

[0063] The ejector 107 adopts a two-phase ejector with adjustable throat area to achieve continuous adjustment of a wide range of working conditions and adapt to the changing working conditions when the vehicle is running. The ejector can not only recover the expansion work of the high-temperature fluid of the condenser, but also improve the cooling / heating capacity, and at the same time can increase the suction pressure of the compressor 101, reduce the power consumption and compression ratio of the compressor 101, improve the overall performance coefficient of the system, and extend the operating life of the system.

[0064] The supercharger 108 uses a variable frequency adjustable compressor, and changes the operating frequency of the supercharger to change its pressure ratio, thereby changing the performance of the ejector. When the cooling capacity or heating capacity demand is small, the power consumption of the supercharger is reduced by frequency modulation, and the supercharger can still improve the ejection capacity of the ejector, so that the overall performance coefficient of the system reaches the maximum value, achieving the purpose of energy saving; when the cooling capacity or heating capacity demand is large, the pressure ratio of the supercharger is increased by increasing the frequency, the ejection capacity of the ejector is increased, and the flow rate of the refrigerant in the in-vehicle heat exchanger is increased to meet the cooling capacity or heating capacity demand.

[0065] The three-way valve 109 is of a flow controllable type, and distributes the refrigerant flow to the plate heat exchanger 201 according to the actual operation of the vehicle. When the load of the brine cooling cycle (engine cooling circuit) is high, the refrigerant flow to the plate heat exchanger 201 is increased to fully utilize the waste heat of the brine cooling cycle (engine cooling circuit); when the load of the brine cooling cycle (engine cooling circuit) is low, the refrigerant flow to the plate heat exchanger 201 is reduced or even the port of the three-way valve 109 connected to the branch is closed to reduce the flow loss of the refrigerant in the pipeline.

[0066] The coolant cooling cycle (engine cooling circuit) can be replaced with other cooling circuits such as a power battery cooling circuit according to the specific arrangement of various devices in the electric vehicle.

[0067] Figure 3 The schematic diagram of the structure of the ejector 107 is shown. In the ejection chamber, the working fluid comes out of the nozzle at a very high speed and enters the ejection chamber of the ejector. Since the jet velocity is particularly high, the pressure energy is converted into kinetic energy, thereby forming a negative pressure area near the nozzle outlet, and the pressure in the suction area is reduced to produce a vacuum (2-7a). Under the action of the negative pressure, the ejection fluid is sucked into the ejection chamber (6-7b) and enters the mixing chamber together with the working fluid; in the mixing chamber, the working fluid and the ejection fluid begin to mix, exchange energy, and the speed gradually equalizes (7a, 7b-7m). After that, the speed decreases and the pressure increases in the diffusion chamber (7m-7). This process utilizes the Venturi effect. Through this process, the energy of the high-temperature and high-pressure fluid from the condenser is recovered to improve the energy utilization rate of the system.

[0068] Figure 4The diagram is a pressure-enthalpy diagram of the circulation of the refrigerant circuit of the jet-boosted injection automobile air-conditioning system in the cooling mode, which is divided into two circuits. The first circuit: the saturated vapor coming out of the gas-phase refrigerant outlet of the gas-liquid separator 106 is diverted by the three-way valve 109, and a part of it is directly connected to the compressor 101 inlet via the first branch, and the other part is passed into the second branch and passes through the plate heat exchanger 201 (8-10) to mix with the refrigerant in the first branch and then pass into the compressor inlet (8-9, 10-9); after being compressed by the compressor 101, it becomes high-temperature and high-pressure superheated vapor (9-1); then it passes through the second four-way valve 110 (ab) into the outdoor heat exchanger 102 to transfer heat to the outdoor air to condense the supercooled liquid (1-2); finally, it passes through the first four-way valve 103 (hg) into the working fluid inlet of the ejector. Second circuit: the saturated liquid coming out of the liquid phase refrigerant outlet of the gas-liquid separator 106 is throttled and depressurized by the throttling element 105 to become low-temperature and low-pressure steam (3-4); then it passes through the second four-way valve 110 (cd) to enter the in-vehicle heat exchanger 104 to evaporate and absorb the heat of the air in the vehicle to become superheated steam (4-5); finally, it is pressurized by the supercharger 108 (5-6) and then passed into the ejector fluid inlet. The refrigerants of the two circuits are mixed and expanded in the ejector 107 and then enter the gas-liquid separator 106, thus forming the entire refrigeration cycle.

[0069] Figure 5 The figure shows the comparative pressure-enthalpy diagram of the cycle with and without a supercharger, where the green solid line part is the cycle with a supercharger, and the red dotted line part is the cycle without a supercharger. The cycle flow of the two is different only at point 5. It can be seen that the outlet pressure of the ejector is higher when there is a supercharger than when there is no supercharger, that is, the suction pressure of the compressor is higher, which can reduce the pressure ratio of the compressor to reduce the power consumption of the compressor. In addition, it can be seen that although the cooling capacity per unit mass of the refrigerant is less when there is a compressor than when there is no compressor, the increase in the refrigerant flow rate brings a higher gain to the cooling capacity of the system, so the supercharger can increase the cooling capacity of the system. Although the introduction of the supercharger will increase the additional power consumption, within a certain pressure ratio, the supercharger reduces the power consumption of the compressor and increases the cooling capacity. The gain is greater, so the overall performance coefficient of the system will be improved.

[0070] According to an embodiment of the present invention, there is also provided an electric vehicle, comprising the above-mentioned air conditioning system.

[0071] It is easy for those skilled in the art to understand that, without conflict, the advantageous technical features of the above-mentioned methods can be freely combined and superimposed.

[0072] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the present invention. The above description is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and variations can be made without departing from the technical principles of the present invention. These improvements and variations should also be regarded as the protection scope of the present invention.

Claims

1. An air conditioning system, characterized in that: The air conditioning system comprises a compressor (101), an off-vehicle heat exchanger (102), an on-vehicle heat exchanger (104), a throttling element (105), a gas-liquid separator (106), an ejector (107) and a supercharger (108). When the air conditioning system operates in a cooling mode, the off-vehicle heat exchanger (102) is connected in series between the exhaust port of the compressor (101) and the working fluid inlet (1071) of the ejector (107). The liquid outlet of the gas-liquid separator (106) is connected via the throttling element. (105) is connected to the inlet of the in-vehicle heat exchanger (104), the air outlet of the gas-liquid separator (106) is connected to the air intake of the compressor (101), the outlet of the in-vehicle heat exchanger (104) is connected to the injection fluid inlet (1072) of the ejector (107) via the supercharger (108), the injection outlet (1073) of the ejector (107) is connected to the inlet of the gas-liquid separator (106), and the operating frequency of the supercharger (108) is adjustable.

2. The air conditioning system according to claim 1, characterized in that: The supercharger (108) is a variable frequency compressor; and / or the ejector (107) is a two-phase ejector with an adjustable throat area.

3. The air conditioning system according to claim 1, characterized in that: The air conditioning system also includes a refrigerant cooling cycle capable of cooling the heat source of the vehicle, a plate heat exchanger (201) being connected in series in the refrigerant cooling cycle, and the refrigerant in the intake pipe of the compressor (101) can exchange heat with the refrigerant in the refrigerant cooling cycle in the plate heat exchanger (201).

4. The air conditioning system according to claim 3, characterized in that: It also includes a three-way valve (109), the first port of the three-way valve (109) is connected to the air outlet of the gas-liquid separator (106), the air intake pipe includes a first pipe (1111) and a second pipe (1112) connected in parallel, the second port of the three-way valve (109) is connected to the air intake of the compressor (101) via the first pipe (1111), the third port of the three-way valve (109) is connected to the air intake of the compressor (101) via the second pipe (1112), and the first pipe (1111) has a heat exchange pipe section located in the plate heat exchanger (201) to realize heat exchange between the refrigerant therein and the refrigerant in the refrigerant cooling cycle.

5. The air conditioning system according to claim 4, characterized in that: The three-way valve (109) is a three-way flow valve for controlling and adjusting the flow rate of the refrigerant in the first tube (111).

6. The air conditioning system according to claim 5, characterized in that: The greater the heat load of the brine cooling cycle, the greater the flow rate in the first tube (111).

7. The air conditioning system according to claim 3, characterized in that: The heat source is an engine, and the coolant cooling cycle also includes an engine heat exchanger (202), an engine radiator (203) and a water pump (204). The coolant heat exchange pipe section in the plate heat exchanger (201), the engine heat exchanger (202), the engine radiator (203) and the water pump (204) are connected to form a circulation loop.

8. The air conditioning system according to any one of claims 1 to 7, characterized in that: The invention also includes a first four-way valve (103) and a second four-way valve (110), wherein the outlet of the off-vehicle heat exchanger (102) is communicated with the first port (1031) of the first four-way valve (103), the second port (1032) of the first four-way valve (103) is communicated with the working fluid inlet (1071) of the ejector (107), the third port (1033) of the first four-way valve (103) is communicated with the outlet of the on-vehicle heat exchanger (104), the fourth port (1034) of the first four-way valve (103) is communicated with the inlet of the supercharger (108), the fifth port (1101) of the second four-way valve (110) is communicated with the exhaust port, the sixth port (1102) of the second four-way valve (110) is communicated with the inlet of the off-vehicle heat exchanger (102), and the seventh port (1103) of the second four-way valve (110) is communicated with the throttling element (108). 5) is connected to an end away from the gas-liquid separator (106), the eighth port (1104) of the second four-way valve (110) is connected to the inlet of the in-vehicle heat exchanger (104), and when the air-conditioning system operates in a cooling mode, the first port (1031) is connected to the second port (1032), the third port (1033) is connected to the fourth port (1034), the fifth port (1101) is connected to the sixth port (1102), and the seventh port (1103) is connected to the eighth port (1104); when the air-conditioning system operates in a heating mode, the first port (1031) is connected to the fourth port (1034), the second port (1032) is connected to the third port (1033), the fifth port (1101) is connected to the eighth port (1104), and the sixth port (1102) is connected to the seventh port (1103).

9. The air conditioning system according to claim 8, characterized in that: The greater the cooling capacity or heating capacity of the air-conditioning system, the higher the operating frequency of the supercharger (108).

10. An electric vehicle, characterized in that: An air conditioning system comprising any one of claims 1 to 9.

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