Vehicle-mounted air conditioning system and automobile

Abstract

The invention provides a vehicle-mounted air conditioning system and an automobile, and the vehicle-mounted air conditioning system comprises an air conditioning module with a double-effect heat exchanger; a first valve port of the four-way reversing valve is connected with the double-effect heat exchanger; the first end of a first heat exchange runner of the first heat exchanger is connected with a second valve port of the four-way reversing valve, and the second end is connected in series with the first regulating valve and connected with the double-effect heat exchanger; the second heat exchange runner is sequentially connected in series with the second three-way node, the motor, the third heat exchanger, the second three-way valve and the first booster pump and returns to the first heat exchanger; the first end of a third heat exchange runner of the second heat exchanger is connected with a third valve port through a one-way valve and connected to a fourth valve port in series with a gas-liquid separator and a compressor, and the second end of the second heat exchanger is sequentially connected with a second regulating valve and the second end of the first heat exchange runner; the fourth heat exchange runner is sequentially connected with a four-way water valve, a second booster pump and a battery in series and returns to the second heat exchanger. The number of cores in the air conditioner module can be reduced.

Description

Technical Field

[0001] The present invention relates to the field of vehicle refrigeration equipment, and more specifically, to a vehicle air conditioning system and an automobile. Background Art

[0002] A traditional automotive air conditioning module mainly consists of an air inlet box, a filter element, a blower, an evaporator, a heating core or a condenser, and a distribution box. With the blower as the power source, the evaporator cools and the heating core and condenser heat up to meet the requirements of the automotive air conditioning for air volume, cooling, and heating. Since the traditional automotive air conditioning has at least two cores, it results in high economic costs, a relatively large space occupied by the cores, and an increase in the weight of the entire air conditioning box.

[0003] Therefore, the present invention provides a vehicle air conditioning system with a smaller volume and an automobile equipped with the vehicle air conditioning system. Summary of the Invention

[0004] Aiming at the problems in the prior art, the vehicle air conditioning system and the automobile of the present invention overcome the difficulties of the prior art, can combine the cold source and the heat source, reduce the number of cores inside the air conditioning module, simplify the internal structure of the air conditioning module, reduce the development and production costs, and improve the compressor oil return to enhance the reliability.

[0005] An embodiment of the present invention provides a vehicle air conditioning system, including:

[0006] An air conditioning module, including a double-effect heat exchanger for heat exchange with a working medium flowing internally;

[0007] A four-way reversing valve, having a first valve port, a second valve port, a third valve port, and a fourth valve port, wherein the first valve port is connected to a first port of the double-effect heat exchanger;

[0008] A first heat exchanger, including a first heat exchange flow path and a second heat exchange flow path for heat exchange, wherein a first end of the first heat exchange flow path is connected to the second valve port of the four-way reversing valve, and a second end is connected in series with a first regulating valve and then connected to a second port of the double-effect heat exchanger; the second heat exchange flow path is sequentially connected in series with a second three-way node, a motor, a third heat exchanger, a second three-way valve, and a first booster pump and then returns to the first port of the first heat exchanger; and

[0009] The second heat exchanger includes a third heat exchange flow path and a fourth heat exchange flow path for heat exchange; the first end of the third heat exchange flow path is connected to the third valve port through a check valve, and the first end of the second heat exchanger is also connected to the fourth valve port through a series connection of a gas-liquid separator and a compressor. The second end of the third heat exchange flow path is sequentially connected to a second regulating valve and the second end of the first heat exchange flow path; the fourth heat exchange flow path is sequentially connected in series with a four-way water valve, a second booster pump, a battery and returns to the second heat exchanger. The four-way water valve is also respectively connected to the second three-way valve and the second three-way node.

[0010] Preferably, it further includes: a first three-way node, the first end of the first three-way node is connected to the motor, the second end is connected to the third heat exchanger, and the third end is connected to a bypass pipeline.

[0011] Preferably, it further includes: a first three-way valve, having a first inlet connected to the third heat exchanger, a second inlet connected to the bypass pipeline, and a first outlet.

[0012] Preferably, the first end of the second three-way node is connected to the four-way water valve, the second end is connected to the second port of the second heat exchange flow path of the first heat exchanger, and the third end is connected to the motor.

[0013] Preferably, the second three-way valve has a first inlet connected to the first outlet of the first three-way valve, a first outlet connected in series with the first booster pump and returning to the first outlet of the first heat exchanger, and a second outlet connected to the four-way water valve.

[0014] Preferably, the air conditioning module includes: a housing, having a partition air inlet assembly and a partition air outlet assembly, and forming a unique air flow channel connecting the partition air inlet assembly and the partition air outlet assembly;

[0015] The double-effect heat exchanger is disposed between the downstream of the partition air inlet assembly and the upstream of the partition air outlet assembly. The double-effect heat exchanger includes a plurality of regions capable of independently adjusting the heat of the heat source, and each region has a corresponding heat exchange pipeline for a phase-changing working medium flowing in a partitioned manner.

[0016] Preferably, the air conditioning module further includes: a blower for generating an air flow flowing from the partition air inlet assembly through the double-effect heat exchanger to the partition air outlet assembly.

[0017] Preferably, the air conditioning module further includes: a housing forming a heat exchange gas path passing through the double-effect heat exchanger;

[0018] An in-vehicle air inlet is formed at the first end of the heat exchange gas path;

[0019] An out-of-vehicle air inlet is formed at the first end of the heat exchange gas path;

[0020] The first air outlet area is formed at the second end of the heat exchange air path;

[0021] The second air outlet area is formed at the second end of the heat exchange air path;

[0022] The third air outlet area is formed at the second end of the heat exchange air path.

[0023] An embodiment of the present invention further provides an automobile, including the vehicle-mounted air conditioning system as described above. The air conditioning module is embedded in the instrument panel of the automobile and emits an air flow to the passenger compartment.

[0024] The vehicle-mounted air conditioning system and the automobile of the present invention can combine the cold source and the heat source, reduce the number of cores inside the air conditioning module, simplify the internal structure of the air conditioning module, reduce the development and production costs, and improve the reliability by improving the oil return of the compressor. Description of the Drawings

[0025] By reading the detailed description of the non-limiting embodiments with reference to the following drawings, other features, objects, and advantages of the present invention will become more apparent.

[0026] Figure 1 It is a schematic diagram of the pipeline flow when the vehicle-mounted air conditioning system of the present invention operates in the air conditioning refrigeration mode.

[0027] Figure 2 It is a schematic diagram of the air conditioning module in the vehicle-mounted air conditioning system of the present invention.

[0028] Figure 3 It is a schematic diagram of a variant of the air conditioning module in the vehicle-mounted air conditioning system of the present invention.

[0029] Figure 4 It is a schematic diagram of the pipeline flow when the vehicle-mounted air conditioning system of the present invention operates in the battery cooling mode.

[0030] Figure 5 It is a schematic diagram of the pipeline flow when the vehicle-mounted air conditioning system of the present invention operates in the air conditioning refrigeration and battery cooling modes.

[0031] Figure 6 It is a schematic diagram of the pipeline flow when the vehicle-mounted air conditioning system of the present invention operates in the air conditioning heating mode.

[0032] Figure 7 It is a schematic diagram of the pipeline flow when the vehicle-mounted air conditioning system of the present invention operates in the air conditioning heating and battery cooling modes.

[0033] Figure 8 It is a schematic diagram of the pipeline flow when the vehicle-mounted air conditioning system of the present invention operates in the battery heat dissipation mode.

[0034] Figure 9Schematic diagram of the pipeline flow when the vehicle air conditioning system of the present invention operates in the motor heating battery mode.

[0035] Reference numerals

[0036] 1 Air conditioning module

[0037] 10 Housing

[0038] 11 Double-effect heat exchanger

[0039] 13 In-vehicle air source

[0040] 14 Out-of-vehicle air source

[0041] 15 First air outlet area

[0042] 16 Second air outlet area

[0043] 17 Third air outlet area

[0044] 18 Fan

[0045] 21 First heat exchanger

[0046] 22 Second heat exchanger

[0047] 23 Third heat exchanger

[0048] 3 Gas-liquid separator

[0049] 4 Compressor

[0050] 5 Four-way reversing valve

[0051] 6 Check valve

[0052] 7 Motor

[0053] 8 Battery

[0054] 91 First regulating valve

[0055] 92 Second regulating valve

[0056] 93 First booster pump

[0057] 94 First three-way valve

[0058] 95 Second three-way valve

[0059] 96 First three-way node

[0060] 97 Second three-way node

[0061] 98 Four-way water valve

[0062] 99 Second booster pump Detailed implementation manners

[0063] The following describes the implementation manners of the present application through specific specific examples. Those skilled in the art can easily understand other advantages and effects of the present application from the content disclosed in the present application. The present application can also be implemented or applied through different specific implementation manners. The details in the present application can also be variously modified or changed according to different viewpoints and application systems without departing from the spirit of the present application. It should be noted that, without conflict, the embodiments and features in the embodiments of the present application can be combined with each other.

[0064] The following takes the drawings as a reference and details the embodiments of the present application so that those skilled in the technical field to which the present application belongs can easily implement it. The present application can be embodied in many different forms and is not limited to the embodiments described herein.

[0065] In the description of the present application, the reference terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials or characteristics represented in connection with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials or characteristics represented can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples represented in the present application and the features of different embodiments or examples.

[0066] In addition, the terms "first" and "second" are only used for the purpose of indication and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is two or more unless otherwise specifically defined.

[0067] In order to clearly illustrate the present application, devices irrelevant to the description are omitted, and the same or similar components throughout the specification are given the same reference numerals.

[0068] Throughout the specification, when it is said that a device is "connected" to another device, this includes not only the case of "direct connection", but also the case of "indirect connection" with other elements placed therebetween. In addition, when it is said that a certain device "includes" a certain component, unless there is a particularly contrary record, it does not exclude other components, but means that other components can also be included.

[0069] When it is said that a device is "above" another device, this can be directly above the other device, but there can also be other devices in between. When it is said, by contrast, that a device is "directly" "above" another device, there are no other devices in between.

[0070] Although in some instances the terms first, second, etc. are used herein to denote various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. For example, a first interface and a second interface, etc. are indicated. Further, as used herein, the singular forms "a", "an" and "the" are also intended to include the plural forms unless the context clearly dictates otherwise. It should be further understood that the terms "comprises", "comprising" indicate the presence of the features, steps, operations, elements, components, items, kinds, and / or groups, but do not preclude the presence, occurrence or addition of one or more other features, steps, operations, elements, components, items, kinds, and / or groups. The term "or" and "and / or" as used herein are to be construed as inclusive, or meaning any one or any combination. Thus, "A, B or C" or "A, B and / or C" means "any of the following: A; B; C; A and B; A and C; B and C; A, B and C". The exception to this definition only occurs when the combination of elements, functions, steps or operations are mutually exclusive in some manner.

[0071] The technical terms used herein are only for referring to specific embodiments and are not intended to limit this application. The singular forms used herein also include the plural forms as long as the context does not clearly indicate the contrary. The meaning of "comprising" used in the specification is to embody specific characteristics, regions, integers, steps, operations, elements and / or components, and does not exclude the existence or addition of other characteristics, regions, integers, steps, operations, elements and / or components.

[0072] Although not defined otherwise, including the technical terms and scientific terms used herein, all terms have the same meaning as commonly understood by those skilled in the art to which this application pertains. Terms defined in commonly used dictionaries are additionally interpreted to have a meaning consistent with the relevant technical literature and the content currently presented. As long as they are not defined, they should not be over-interpreted as ideal or overly formulaic meanings.

[0073] Figure 1 This is a schematic diagram of the pipeline flow when the vehicle air conditioning system of the present invention operates in the air conditioning cooling mode. As Figure 1As shown in the figure, the vehicle-mounted air conditioning system of the present invention includes: an air conditioning module 1, a four-way reversing valve 5, a first heat exchanger 21, and a second heat exchanger 22. Among them, the air conditioning module 1 includes a double-effect heat exchanger 11 in which a phase-changing working medium circulates internally for heat exchange. The four-way reversing valve 5 has a first valve port 51, a second valve port 52, a third valve port 53, and a fourth valve port 54. The first valve port 51 is connected to the first port of the double-effect heat exchanger 11. The first heat exchanger 21 includes a first heat exchange flow channel and a second heat exchange flow channel for heat exchange. The first end of the first heat exchange flow channel is connected to the second valve port 52 of the four-way reversing valve 5, and the second end is connected in series with a first regulating valve 91 and then connected to the second port of the double-effect heat exchanger 11. The second heat exchange flow channel is sequentially connected in series with a second three-way node 97, a motor 7, a third heat exchanger 23, a second three-way valve 95, and a first booster pump 93 and then returns to the first port of the first heat exchanger 21. The second heat exchanger 22 includes a third heat exchange flow channel and a fourth heat exchange flow channel for heat exchange. The first end of the third heat exchange flow channel is connected to the third valve port 53 through a check valve 6. The first end of the second heat exchanger 22 is also connected to the fourth valve port 54 through a series connection of a gas-liquid separator 3 and a compressor 4. The second end of the third heat exchange flow channel is sequentially connected to a second regulating valve 92 and the second end of the first heat exchange flow channel. The fourth heat exchange flow channel is sequentially connected in series with a four-way water valve 98, a second booster pump 99, and a battery 8 and then returns to the second heat exchanger 22. The four-way water valve 98 is also respectively connected to the second three-way valve 95 and the second three-way node 97.

[0074] In a preferred embodiment, there is a first three-way node 96. The first end of the first three-way node 96 is connected to the motor 7, the second end is connected to the third heat exchanger 23, and the third end is connected to a bypass pipeline, but not limited thereto.

[0075] In a preferred embodiment, it further includes: a first three-way valve 94, which has a first inlet connected to the third heat exchanger 23, a second inlet connected to the bypass pipeline, and a first outlet, but not limited thereto.

[0076] In a preferred embodiment, the first end of the second three-way node 97 is connected to the four-way water valve 98, the second end is connected to the second port of the second heat exchange flow channel of the first heat exchanger 21, and the third end is connected to the motor 7, but not limited thereto.

[0077] In a preferred embodiment, the second three-way valve 95 has a first inlet connected to the first outlet of the first three-way valve 94, a first outlet connected in series with the first booster pump 93 and then returning to the first heat exchanger 21, and a second outlet connected to the four-way water valve 98, but not limited thereto.

[0078] Figure 2 It is a schematic diagram of the air conditioning module in the vehicle-mounted air conditioning system of the present invention. As Figure 2As shown, in a preferred embodiment, the air conditioning module 1 includes: a housing 10, having a partitioned air intake assembly and a partitioned air outlet assembly, and forming a unique air flow channel connecting the partitioned air intake assembly and the partitioned air outlet assembly. A dual-effect heat exchanger 11 is disposed between the downstream of the partitioned air intake assembly and the upstream of the partitioned air outlet assembly. The dual-effect heat exchanger 11 includes a number of regions where the heat of the heat source can be independently adjusted. Each region has a corresponding heat exchange pipeline for the partitioned circulation of the phase-change working fluid, but not limited thereto.

[0079] Figure 3 It is a schematic diagram of a variant example of the air conditioning module in the vehicle air conditioning system of the present invention. Refer to Figure 3 , as shown by the air conditioning device, in some applications, in the same ventilation path (such as the air flow blowing to the area above the occupant's chest), it is necessary to obtain multiple different outlet air temperatures. The dual-effect heat exchanger 11 can be partitioned, such as Figure 3 dividing the dual-effect heat exchanger in the air conditioning box into two or more regions. Each region independently corresponds to a partitioned air outlet assembly, and a control valve is added in front of each region. By adjusting the flow rate of the working fluid in the partition, the final different outlet air temperatures can be achieved, but not limited thereto.

[0080] In a preferred embodiment, the air conditioning module 1 further includes: a blower 18 for generating an air flow flowing from the partitioned air intake assembly through the dual-effect heat exchanger 11 to the partitioned air outlet assembly, but not limited thereto.

[0081] In a preferred embodiment, the air conditioning module 1 further includes: the housing 10 forms a heat exchange gas path passing through the dual-effect heat exchanger 11. An in-vehicle air inlet 13 is formed at the first end of the heat exchange gas path. An out-of-vehicle air inlet 14 is formed at the first end of the heat exchange gas path. A first air outlet region 15 is formed at the second end of the heat exchange gas path. A second air outlet region 16 is formed at the second end of the heat exchange gas path. A third air outlet region 17 is formed at the second end of the heat exchange gas path, but not limited thereto.

[0082] Refer to Figure 2 As shown, the present invention uses the dual-effect heat exchanger 11 with an internally circulated phase-change working fluid (such as R134a) to replace the single or combined cold and heat sources among the evaporator, the heater core, and the condenser. During refrigeration, the phase-change working fluid with a lower pressure circulates inside the dual-effect heat exchanger 11 as a cold source to lower the temperature of the flowing air. During heating, the phase-change working fluid with a higher pressure circulates inside the dual-effect heat exchanger 11 as a heat source to raise the temperature of the flowing air. Because there is only one dual-effect heat exchanger 11, the air flow can directly reach the target temperature through the change of the pressure and flow rate of the phase-change working fluid therein, without mixing hot air for heating as in the traditional automotive air conditioning module. Therefore, there is no need for a temperature damper in the air conditioning module of the present invention to control the air volume entering the heat source for mixed-air heating.

[0083] A relevant heat pump system is designed for the automotive air conditioning device, which altogether includes seven working states:

[0084] (1) Operating in the air conditioning cooling mode;

[0085] (2) Operating in the battery cooling mode;

[0086] (3) Operating in the air conditioning cooling and battery cooling modes;

[0087] (4) Operating in the air conditioning heating mode;

[0088] (5) Operating in the air conditioning heating and battery cooling modes;

[0089] (6) Operating in the battery heat dissipation mode;

[0090] (7) Operating in the motor heating battery mode;

[0091] The following will introduce the above seven working modes respectively through Figures Figure 1 、 4 、5, 6, 7, 8, 9. (The straight pipelines in Figures Figure 1 、 4 、5, 6, 7, 8, 9 are the pipelines through which the refrigerant flows in this state; the dashed pipelines are the pipelines that are cut off in this state and the refrigerant does not flow)

[0092] Continue to refer to Figure 1, the first regulating valve 91 is turned on; the second regulating valve 92 is turned off; the first three-way valve 94 only conducts the gas-liquid separator 3 and the second three-way valve 95; the second three-way valve 95 only conducts the first three-way valve 94 and the first booster pump 93. The first heat exchanger 21, the third heat exchanger 23, and the double-effect heat exchanger 11 all work to cool the vehicle interior; the second heat exchanger 22 does not work. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning cooling mode. At this time, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 4 flows into the first heat exchanger 21 (water-cooled condenser) to condense and release heat, achieving the effect of heating the coolant on the other side of the heat exchanger. The condensed refrigerant is throttled by the first regulating valve 91 and evaporates and absorbs heat in the double-effect heat exchanger 11, thereby realizing the cooling function of the air-conditioning box. Then it flows through the gas-liquid separator 3 to ensure that all the refrigerant flowing out is gas, and finally returns to the suction port of the compressor 4 to start the next cycle. In this mode, only the high-temperature coolant part exists in the coolant circuit. The high-temperature coolant circuit is mainly responsible for taking away the heat released by the condensation of the refrigerant in the first heat exchanger 21 (water-cooled condenser) and the heat released by the drive motor 7, and releasing the heat to the external environment through the third heat exchanger 23 (radiator). In the high-temperature coolant circuit, the coolant cooled by the third heat exchanger 23 (radiator) reaches the inlet of the first booster pump 93 through two three-way water valves, is sent to the first heat exchanger 21 (water-cooled condenser) by the water pump to absorb the condensation heat released by the refrigerant on the other side, and the temperature-risen coolant reaches the inlet of the motor 7 (EDU) to absorb the heat dissipated by the motor 7 and further increase in temperature. The high-temperature coolant flows out of the motor 7 and starts the next cycle after being cooled by the third heat exchanger 23 (radiator).

[0093] Figure 4 is a schematic diagram of the pipeline flow when the vehicle-mounted air-conditioning system of the present invention operates in the battery cooling mode. Refer to Figure 4, the first regulating valve 91 is closed; the second regulating valve 92 is opened; the first three-way valve 94 only conducts the gas-liquid separator 3 and the second three-way valve 95; the second three-way valve 95 only conducts the first three-way valve 94 and the first booster pump 93. The first heat exchanger 21, the second heat exchanger 22, and the third heat exchanger 23 all work to cool the battery. The double-effect heat exchanger 11 does not work. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the battery cooling mode. At this time, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 4 flows into the first heat exchanger 21 (water-cooled condenser) to condense and release heat, achieving the effect of heating the coolant on the other side of the heat exchanger. The condensed refrigerant is throttled by the second regulating valve 92 and evaporates and absorbs heat in the second heat exchanger 22 (battery 8 cooler) to achieve the effect of cooling the coolant on the other side of the heat exchanger. Then it flows through the gas-liquid separator 3 to ensure that all the refrigerant flowing into the evaporator is gas, and finally returns to the suction port of the compressor 4 to start the next cycle, thereby realizing the battery 8 cooling function. In this mode, the coolant circuit can be divided into two parts: high temperature and low temperature according to the coolant temperature. The high-temperature coolant circuit is mainly responsible for taking away the heat released by the condensation of the refrigerant in the first heat exchanger 21 (water-cooled condenser) and the heat released by the drive motor 7, and releasing the heat through the third heat exchanger 23 (radiator). The low-temperature coolant circuit is mainly responsible for transporting the coolant cooled by the second heat exchanger 22 to the battery 8 to achieve the effect of cooling the battery 8. In the high-temperature coolant circuit, the coolant cooled by the third heat exchanger 23 (radiator) passes through two three-way water valves and reaches the inlet of the first booster pump 93, and is sent to the first heat exchanger 21 (water-cooled condenser) by the water pump to absorb the condensation heat released by the refrigerant on the other side. The heated coolant reaches the inlet of the motor 7, and the coolant absorbs the heat dissipated by the motor 7 and further increases in temperature. The high-temperature coolant flows out of the motor 7 and starts the next cycle after being cooled by the third heat exchanger 23 (radiator). In the low-temperature coolant circuit, the coolant of the second heat exchanger 22 (battery 8 cooler) is cooled by the refrigerant on the other side, flows through the four-way water valve 98, reaches the inlet of the second booster pump 99, and is sent to the battery 8 (Bat) by the water pump, thereby achieving the effect of cooling the battery 8. The coolant after absorbing heat returns to the second heat exchanger 22 (battery 8 cooler) to start the next cycle, but not limited thereto.

[0094] Figure 5 is a schematic diagram of the pipeline flow when the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning refrigeration and battery cooling modes. Refer to Figure 5, the first regulating valve 91 is turned on; the second regulating valve 92 is turned on; the first three-way valve 94 is only turned on to connect the gas-liquid separator 3 and the second three-way valve 95; the second three-way valve 95 is only turned on to connect the first three-way valve 94 and the first booster pump 93. The first heat exchanger 21, the second heat exchanger 22, the third heat exchanger 23, and the double-effect heat exchanger 11 all work to cool the vehicle interior and cool the battery. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning refrigeration and battery cooling mode. At this time, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 4 flows into the first heat exchanger 21 (water-cooled condenser) to condense and release heat, achieving the effect of heating the coolant on the other side of the heat exchanger. The condensed refrigerant is throttled by the first regulating valve 91 and 2, absorbs heat in the double-effect heat exchanger 11 and the second heat exchanger 22 (battery 8 cooler), achieving the effects of cooling the passenger compartment and cooling the battery 8. Then it flows through the gas-liquid separator 3 to ensure that all the refrigerant flowing into the evaporator is gas, and finally returns to the suction port of the compressor 4 to start the next cycle, thus realizing the cooling function of the air-conditioning box and the cooling of the battery 8. In this mode, the coolant circuit can be divided into two parts: high temperature and low temperature according to the coolant temperature. Among them, the high-temperature coolant circuit is mainly responsible for taking away the heat released by the condensation of the refrigerant in the first heat exchanger 21 (water-cooled condenser) and the heat released by the drive motor 7, and releasing heat through the third heat exchanger 23 (radiator); the low-temperature coolant circuit is mainly responsible for transporting the coolant cooled by the second heat exchanger 22 to the battery 8 to achieve the effect of cooling the battery 8. In the high-temperature coolant circuit, the coolant cooled by the third heat exchanger 23 (radiator) passes through two three-way water valves and reaches the inlet of the first booster pump 93, and is sent to the first heat exchanger 21 (water-cooled condenser) by the water pump to absorb the condensation heat released by the refrigerant on the other side. The heated coolant reaches the inlet of the motor 7, and the coolant absorbs the heat dissipated by the motor 7 and further rises in temperature. The high-temperature coolant flows out of the motor 7 and starts the next cycle after being cooled by the third heat exchanger 23 (radiator). In the low-temperature coolant circuit, the coolant of the second heat exchanger 22 (battery 8 cooler) is cooled by the refrigerant on the other side, flows through the four-way water valve 98, reaches the inlet of the second booster pump 99, and is sent to the battery 8 by the water pump, thus achieving the effect of cooling the battery 8. The coolant after absorbing heat returns to the second heat exchanger 22 (battery 8 cooler) to start the next cycle, but not limited to this.

[0095] Figure 6 is a schematic diagram of the pipeline flow when the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning heating mode. Refer to Figure 6, the first regulating valve 91 is turned on; the second regulating valve 92 is turned off; the first three-way valve 94 is only turned on to the gas-liquid separator 3 and the second three-way valve 95; the second three-way valve 95 is only turned on to the first three-way valve 94 and the first booster pump 93. The first heat exchanger 21, the third heat exchanger 23, and the double-effect heat exchanger 11 all work to heat the interior of the vehicle; the second heat exchanger 22 does not work. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning heating mode. At this time, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 4 flows into the double-effect heat exchanger 11 to release heat, achieving the function of air-conditioning heating. The condensed refrigerant is throttled by the first regulating valve 91 and evaporated and absorbs heat through the first heat exchanger 21 (water-cooled evaporator), achieving the effect of cooling the coolant on the other side of the heat exchanger. Then it flows through the gas-liquid separator 3 to ensure that all the refrigerant flowing into the evaporator is gas, and finally returns to the suction port of the compressor 4 to start the next cycle, thus realizing the air-conditioning heating function. In this mode, only the low-temperature (drive motor 7) coolant part exists in the coolant circuit. The low-temperature (drive motor 7) coolant circuit is mainly responsible for absorbing heat from the first heat exchanger 21 (water-cooled evaporator) and the third heat exchanger 23 (radiator) from the coolant circuit / ambient air, completing the heat recovery of the motor 7 and the ambient air, and at the same time achieving the effect of cooling the drive motor 7. In the low-temperature (drive motor 7) coolant circuit, the coolant cooled by the third heat exchanger 23 (radiator) passes through two three-way water valves and reaches the inlet of the first booster pump 93, and is sent to the first heat exchanger 21 (which acts as a water-cooled evaporator at this time) by the water pump to absorb the refrigeration capacity released by the refrigerant on the other side. The coolant after further cooling reaches the inlet of the motor 7. After the coolant absorbs the heat dissipated by the motor 7 and warms up, it flows out of the motor 7 and starts the next cycle after being cooled by the third heat exchanger 23 (radiator), but not limited to this.

[0096] Figure 7 is a schematic diagram of the pipeline flow when the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning heating and battery cooling modes. Continue to refer to Figure 7, the first regulating valve 91 is turned on; the second regulating valve 92 is turned on; the first three-way valve 94 is only turned on to connect the gas-liquid separator 3 and the second three-way valve 95; the second three-way valve 95 is only turned on to connect the first three-way valve 94 and the first booster pump 93; the first heat exchanger 21, the second heat exchanger 22, the third heat exchanger 23, and the double-effect heat exchanger 11 all work to heat the vehicle interior and cool the battery. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the air-conditioning heating and battery cooling mode. At this time, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 4 flows into the double-effect heat exchanger 11 to release heat, realizing the function of air-conditioning heating. The condensed refrigerant is throttled by the first regulating valve 91 and evaporates and absorbs heat in the first heat exchanger 21 (battery 8 cooler), achieving the effect of cooling the coolant on the other side of the heat exchanger; the condensed refrigerant is throttled by the second regulating valve 92 and evaporates and absorbs heat in the second heat exchanger 22 (water-cooled evaporator), achieving the effect of cooling the coolant on the other side of the heat exchanger. Then it flows through the gas-liquid separator 3 to ensure that all the refrigerant flowing into the evaporator is gas, and finally returns to the suction port of the compressor 4 to start the next cycle, thus realizing the air-conditioning heating function. In this mode, the coolant circuit is divided into two parts: the low-temperature (drive motor 7) coolant circuit and the low-temperature (battery 8) coolant circuit. Among them, the low-temperature (drive motor 7) circuit is mainly responsible for taking away the cooling capacity released by the evaporation of the refrigerant in the first heat exchanger 21 (water-cooled evaporator) to cool the drive motor 7 and further release heat through the third heat exchanger 23 (radiator); the low-temperature (battery 8) coolant circuit is mainly responsible for transporting the coolant cooled by the second heat exchanger 22 (battery 8 cooler) to the battery 8 to achieve the effect of cooling the battery 8. In the low-temperature (drive motor 7) coolant circuit, the coolant cooled by the third heat exchanger 23 (radiator) passes through two three-way water valves and reaches the inlet of the first booster pump 93, and is sent into the first heat exchanger 21 (which acts as a water-cooled evaporator at this time) by the water pump to absorb the cooling capacity released by the refrigerant on the other side. The coolant after further cooling reaches the inlet of the motor 7. After the coolant absorbs the heat dissipated by the motor 7 and warms up, it flows out of the motor 7 and starts the next cycle after being cooled by the third heat exchanger 23 (radiator). In the low-temperature (battery 8) coolant circuit, the coolant of the second heat exchanger 22 (battery 8 cooler) is cooled by the refrigerant on the other side, flows through the four-way water valve 98, reaches the inlet of the second booster pump 99, and is sent into the battery 8 by the water pump, thus achieving the effect of cooling the battery 8. The coolant after absorbing heat returns to the second heat exchanger 22 (battery 8 cooler) to start the next cycle, but not limited to this.

[0097] Figure 8 is a schematic diagram of the pipeline flow when the vehicle-mounted air-conditioning system of the present invention operates in the battery heat dissipation mode. Continue to refer to Figure 8, the first regulating valve 91 is closed; the second regulating valve 92 is closed; the first three-way valve 94 only conducts the gas-liquid separator 3 and the second three-way valve 95; the second three-way valve 95 only conducts the first three-way valve 9 and the four-way water valve 98; the second heat exchanger 22 and the third heat exchanger 23 are both working, only for the battery heat dissipation mode, and the first heat exchanger 21 and the double-effect heat exchanger 11 are not working. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the battery heat dissipation mode. At this time, in this mode, the entire coolant circuit is connected in series, and the entire coolant circuit relies on the third heat exchanger 23 (radiator) to release heat to the external environment, achieving the effects of cooling the drive motor 7 and the battery 8. In the coolant circuit, the coolant cooled by the third heat exchanger 23 (radiator) passes through two three-way water valves and a four-way valve to reach the inlet of the second booster pump 99, and is sent into the battery 8 by the second booster pump 99, thereby achieving the effect of cooling the battery 8. Then, it passes through the second heat exchanger 22 (battery 8 cooler) and reaches the inlet of the motor 7. The coolant absorbs the heat dissipated by the motor 7 again and heats up. The coolant flows out of the motor 7, is cooled by the third heat exchanger 23 (radiator), and then starts the next cycle, but not limited to this.

[0098] Figure 9 is a schematic diagram of the pipeline flow when the vehicle-mounted air-conditioning system of the present invention operates in the motor heating battery mode. Continue to refer to Figure 9 , the first regulating valve 91 is closed; the second regulating valve 92 is closed; the first three-way valve 94 conducts the first three-way node 96 and the second three-way valve 95; the second heat exchanger 22 is working, the motor heats the battery, and the first heat exchanger 21, the third heat exchanger 23, and the double-effect heat exchanger 11 are all not working. At this time, the vehicle-mounted air-conditioning system of the present invention operates in the motor heating battery mode. At this time, in this mode, the entire coolant circuit is connected in series, without distinguishing between the high-temperature and low-temperature coolant circuits. The entire coolant circuit heats the battery 8 with the heat obtained from the drive motor 7, achieving the effects of cooling the drive motor 7 and heating the battery 8. In the coolant circuit, the high-temperature coolant flowing out of the drive motor 7 passes through two three-way water valves (the third heat exchanger 23 is in a bypass state) and a four-way valve to reach the inlet of the second booster pump 99, and is sent into the battery 8 by the second booster pump 99, thereby achieving the effect of heating the battery 8. Then, it passes through the second heat exchanger 22 (water-cooled evaporator) and reaches the inlet of the motor 7. The coolant absorbs the heat dissipated by the motor 7 again and heats up. The coolant flows out of the motor 7 and starts the next cycle, but not limited to this.

[0099] An embodiment of the present invention further provides an automobile, including the above-mentioned vehicle-mounted air conditioning system, characterized in that: the vehicle-mounted air conditioning system is embedded in the instrument panel of the automobile and emits an air flow to the passenger compartment. The related technical features are as described above and will not be elaborated here. The present invention can greatly simplify the structure of the existing air conditioning module, reduce its external dimensions, and release more space for the passenger compartment. Since no phase change working medium is used, the temperature control of the cold and heat sources can be simplified. Moreover, the layout of the refrigerant circulation system can be simplified, facilitating the return of the refrigerator to the compressor and improving the system reliability.

[0100] In summary, the vehicle-mounted air conditioning system and the automobile of the present invention can combine the cold source and the heat source, reduce the number of internal cores of the air conditioning module, play the role of simplifying the internal structure of the air conditioning module, reducing the development and production costs, and improving the compressor oil return to enhance the reliability.

[0101] The above content is a further detailed description of the present invention in combination with specific preferred embodiments, and it cannot be determined that the specific implementation of the present invention is only limited to these descriptions. For those of ordinary skill in the technical field to which the present invention belongs, without departing from the concept of the present invention, several simple deductions or substitutions can be made, and all should be regarded as belonging to the protection scope of the present invention.

Claims

1. A vehicle air conditioning system, characterized in that: include: An air conditioning module (1) includes a double-effect heat exchanger (11) in which a phase-changing working fluid flows to exchange heat; a four-way reversing valve (5), having a first valve port (51), a second valve port (52), a third valve port (53), and a fourth valve port (54), wherein the first valve port (51) is connected to a first port of the double-effect heat exchanger (11); The first heat exchanger (21) comprises a first heat exchange channel and a second heat exchange channel for heat exchange, wherein the first end of the first heat exchange channel is connected to the second valve port (52) of the four-way reversing valve (5), and the second end is connected in series with a first regulating valve (91) and connected to the second port of the double-effect heat exchanger (11); the second heat exchange channel is connected in series with a second three-way node (97), a motor (7), a third heat exchanger (23), a second three-way valve (95), a first booster pump (93) in sequence and returns to the first port of the first heat exchanger (21); and The second heat exchanger (22) comprises a third heat exchange channel and a fourth heat exchange channel for heat exchange; the first end of the third heat exchange channel is connected to the third valve port (53) through a one-way valve (6); the first end of the second heat exchanger (22) is also connected to the fourth valve port (54) by being connected in series with a gas-liquid separator (3) and a compressor (4); the second end of the third heat exchange channel is connected in sequence to a second regulating valve (92) and the second end of the first heat exchange channel; the fourth heat exchange channel is connected in series with a four-way water valve (98), a second boosting pump (99), a battery (8) and returns to the second heat exchanger (22); the four-way water valve (98) is also connected to the second three-way valve (95) and the second three-way node (97), respectively.

2. The vehicle air conditioning system according to claim 1, characterized in that: Also includes: A first three-way node (96), wherein a first end of the first three-way node (96) is connected to the motor (7), a second end of the first three-way node (96) is connected to the third heat exchanger (23), and a third end of the first three-way node (96) is connected to a bypass pipeline.

3. The vehicle air conditioning system according to claim 2, characterized in that: Also includes: The first three-way valve (94) has a first inlet connected to the third heat exchanger (23), a second inlet connected to the bypass line, and a first outlet.

4. The vehicle air conditioning system according to claim 3, characterized in that: The first end of the second three-way node (97) is connected to the four-way water valve (98), the second end is connected to the second port of the second heat exchange channel of the first heat exchanger (21), and the third end is connected to the motor (7).

5. The vehicle air conditioning system according to claim 4, characterized in that: The second three-way valve (95) has a first inlet connected to the first outlet of the first three-way valve (94), a first outlet connected in series with the first booster pump (93) and returning to the first heat exchanger (21), and a second outlet connected to the four-way water valve (98).

6. The vehicle air conditioning system according to claim 1, characterized in that: The air conditioning module (1) comprises: a housing (10) having a partitioned air inlet assembly and a partitioned air outlet assembly, and forming a unique air flow channel connecting the partitioned air inlet assembly and the partitioned air outlet assembly; The double-effect heat exchanger (11) is arranged between the downstream of the partitioned air inlet component and the upstream of the partitioned air outlet component. The double-effect heat exchanger (11) includes a plurality of areas that can independently adjust the heat source heat, and each area has a corresponding heat exchange pipeline to circulate a phase-changing working medium in a partitioned manner.

7. The vehicle air conditioning system according to claim 6, characterized in that: The air conditioning module (1) further comprises: a fan (18) for generating an air flow from the partitioned air inlet assembly through the double-effect heat exchanger (11) to the partitioned air outlet assembly.

8. The vehicle air conditioning system according to claim 7, characterized in that: The air conditioning module (1) further comprises: a housing (10) forming a heat exchange gas path passing through the double-effect heat exchanger (11); An in-vehicle air inlet (13) formed at a first end of the heat exchange air path; An outside air inlet (14) is formed at a first end of the heat exchange air path; A first air outlet area (15) formed at a second end of the heat exchange gas path; a second air outlet area (16) formed at a second end of the heat exchange gas path; The third air outlet area (17) is formed at the second end of the heat exchange air path.

9. An automobile, comprising the vehicle air conditioning system according to claim 1, characterized in that: The air conditioning module (1) is embedded in the dashboard of the car and emits air flow towards the passenger compartment.

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