Air conditioning device of electric automobile

Abstract

The embodiment of the invention discloses an air conditioning device of an electric vehicle. A specific implementation mode of the device comprises a first pipeline, a second pipeline and a third pipeline, the first pipeline comprises an inner pipe and an outer pipe, the inner surface of the outer pipe and the outer surface of the inner pipe are damping surfaces, a damping assembly is arranged in the inner pipe, and the inner pipe and the outer pipe are coaxially nested; the outer pipe is communicated with the second pipeline, and the inner pipe is communicated with the third pipeline; the second pipeline comprises a second inlet and a second outlet; the third pipeline comprises a third inlet and a third outlet; the pressure intensity of the refrigerant in the second pipeline is larger than that of the refrigerant in the third pipeline, and the flow direction of the refrigerant in the outer pipe is opposite to that of the refrigerant in the inner pipe. Efficient heat exchange of refrigerants of the high-pressure pipeline and the low-pressure pipeline of the air conditioner is achieved through the inner pipe and the outer pipe which are coaxially nested in the first pipeline, the heat exchange efficiency is improved, the power requirement of a compressor is reduced, and finally the purpose of reducing energy consumption is achieved.

Description

Technical Field

[0001] The embodiments of the present disclosure relate to the technical field of electric vehicle air conditioning, and more particularly to an electric vehicle air conditioning device. Background Art

[0002] With the increasing popularity of electric vehicles, their range has become a key concern for users. A key factor affecting range is the air conditioner, which continuously consumes power after startup, reducing the vehicle's range. Currently, the high-pressure piping (through which the refrigerant flows after being compressed and boosted by the compressor) and the low-pressure piping (through which the refrigerant flows after being expanded and depressurized by the expansion valve) of a typical electric vehicle's air conditioner form a connected refrigeration circuit.

[0003] However, when the above-mentioned air conditioner is used, the high-pressure pipeline and the low-pressure pipeline in the refrigeration cycle are separately arranged along the flow direction of the refrigerant. The subcooling and superheating of the refrigerant depend on the heat exchange efficiency of the two inherent heat exchangers of the air conditioner, the condenser and the evaporator, resulting in insufficient subcooling and superheating of the refrigerant, low energy efficiency of the refrigeration cycle, and a technical problem of high energy consumption of the air conditioner. Summary of the Invention

[0004] The content of this disclosure is used to briefly introduce concepts that will be described in detail in the detailed description section below. The content of this disclosure is not intended to identify key features or essential features of the claimed technical solution, nor is it intended to limit the scope of the claimed technical solution.

[0005] Some embodiments of the present disclosure provide an electric vehicle air conditioning device to solve one or more of the technical problems mentioned in the above background technology section.

[0006] Some embodiments of the present disclosure provide an electric vehicle air-conditioning device, which includes: a first pipeline, a second pipeline and a third pipeline; the first pipeline includes an inner tube and an outer tube, the inner surface of the outer tube and the outer surface of the inner tube are both damping surfaces, the inner tube has a built-in damping component, and the inner tube is coaxially nested with the outer tube; the outer tube is connected to the second pipeline, and the inner tube is connected to the third pipeline; the second pipeline includes a second inlet and a second outlet, and the third pipeline includes a third inlet and a third outlet; the refrigerant pressure in the second pipeline is greater than the refrigerant pressure in the third pipeline, and the refrigerant flow direction in the outer tube is opposite to the refrigerant flow direction in the inner tube.

[0007] Optionally, the electric vehicle air-conditioning device further includes: a compressor, a condenser, an expansion valve and an evaporator; the compressor is used to compress the refrigerant to increase the pressure and temperature of the refrigerant; the condenser is used to cool the refrigerant compressed by the compressor to reduce the temperature of the refrigerant, and the refrigerant cooled by the condenser flows into the outer tube through the second inlet; the expansion valve is connected to the second outlet, and is used to expand the refrigerant flowing out through the second outlet to reduce the pressure of the refrigerant; the evaporator is used to evaporate the refrigerant expanded by the expansion valve to increase the temperature of the refrigerant, and the refrigerant evaporated by the evaporator flows into the inner tube through the third inlet; the third outlet is connected to the compressor.

[0008] Optionally, the electric vehicle air conditioning device further includes: a first fan and a second fan, wherein the first fan is located on one side of the condenser and dissipates heat for the condenser; the second fan is located on one side of the evaporator.

[0009] Optionally, the electric vehicle air conditioning device further includes a detection component, which includes a pressure gauge and a temperature sensor.

[0010] Optionally, the second inlet and the second outlet are both provided with a second sealing structure, and the second sealing structure includes: a second nut and a second sealing ring; the third inlet and the third outlet are both provided with a third sealing structure, and the third sealing structure includes: a third nut and a third sealing ring; the tightening force of the second nut is greater than the tightening force of the third nut.

[0011] Optionally, the above-mentioned electric vehicle air-conditioning device further includes: a drying tank, which is used to dry the refrigerant after being cooled by the above-mentioned condenser; and sight glasses are provided between the above-mentioned third outlet and the above-mentioned compressor and between the above-mentioned condenser and the above-mentioned drying tank.

[0012] Optionally, the above-mentioned detection component also includes a combustible gas sensor.

[0013] Optionally, the above-mentioned electric vehicle air-conditioning device also includes: a liquid storage tank, the inner wall of the above-mentioned liquid storage tank is provided with an anti-corrosion coating; a liquid level sensor is provided inside the above-mentioned liquid storage tank, a pressure relief valve and an inlet end are provided on the top of the above-mentioned liquid storage tank, the above-mentioned pressure relief valve is connected to a recovery device, and the inlet end of the above-mentioned liquid storage tank is connected to the outlet end of the above-mentioned drying tank; a filtering device is provided between the inlet end of the above-mentioned liquid storage tank and the outlet end of the above-mentioned drying tank, and the above-mentioned filtering device includes a metal mesh and activated carbon; an outlet end is provided at the bottom of the above-mentioned liquid storage tank, and the outlet end of the above-mentioned liquid storage tank is connected to the above-mentioned second inlet.

[0014] The aforementioned embodiments of the present disclosure have the following beneficial effects: Electric vehicle air conditioning devices according to some embodiments of the present disclosure can reduce air conditioning energy consumption. Specifically, the high air conditioning energy consumption is caused by the fact that the high-pressure and low-pressure pipelines in the refrigeration cycle are arranged separately along the refrigerant flow direction. The refrigerant's subcooling and superheating are determined by the heat exchange efficiency of the condenser and evaporator, two inherent heat exchangers in the air conditioner. This results in insufficient refrigerant subcooling and superheating, low refrigeration cycle energy efficiency, and increased energy consumption. Based on this, some embodiments of the present disclosure provide an electric vehicle air conditioning device, comprising: a first pipeline, a second pipeline, and a third pipeline; the first pipeline comprises an inner tube and an outer tube, the inner surface of the outer tube and the outer surface of the inner tube both being damping surfaces, the inner tube having a built-in damping assembly, and the inner tube and the outer tube being coaxially nested; the outer tube communicating with the second pipeline, and the inner tube communicating with the third pipeline; the second pipeline comprising a second inlet and a second outlet, and the third pipeline comprising a third inlet and a third outlet; the refrigerant pressure within the second pipeline being greater than the refrigerant pressure within the third pipeline, and the refrigerant flow direction within the outer tube being opposite to that within the inner tube. The coaxial nesting of the inner and outer tubes within the first pipeline enables efficient heat exchange between the refrigerant in the high-pressure and low-pressure pipelines of the air conditioner, thereby simultaneously increasing the subcooling of the refrigerant in the high-pressure pipeline and the superheat of the refrigerant in the low-pressure pipeline. By setting the inner surface of the outer tube and the outer surface of the inner tube as damping surfaces, and building a damping component into the inner tube, the transportation time of the refrigerant in the inner and outer tubes is extended, the heat exchange efficiency is enhanced, thereby reducing the power demand of the compressor and ultimately achieving the goal of reducing energy consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The above and other features, advantages, and aspects of the various embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and that components and elements are not necessarily drawn to scale.

[0016] Figure 1 is a schematic structural diagram of pipelines of an electric vehicle air conditioning device according to some embodiments of the present disclosure;

[0017] Figure 2 is a schematic structural diagram of an electric vehicle air conditioning device according to some embodiments of the present disclosure;

[0018] Figure 3 This is a product test diagram of an electric vehicle air conditioning device according to some embodiments of the present disclosure;

[0019] Figure 4 1 is an application scenario diagram of an electric vehicle air-conditioning device according to some embodiments of the present disclosure. DETAILED DESCRIPTION

[0020] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein. On the contrary, these embodiments are provided to provide a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are for illustrative purposes only and are not intended to limit the scope of protection of the present disclosure.

[0021] It should also be noted that, for ease of description, only the parts related to the invention are shown in the drawings. In the absence of conflict, the embodiments and features in the embodiments of the present disclosure may be combined with each other.

[0022] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0023] It should be noted that the modifications of "one" and "multiple" mentioned in the present disclosure are illustrative rather than restrictive, and those skilled in the art should understand that unless otherwise clearly indicated in the context, they should be understood as "one or more".

[0024] The names of the messages or information exchanged between multiple devices in the embodiments of the present disclosure are only used for illustrative purposes and are not used to limit the scope of these messages or information.

[0025] The present disclosure will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0026] Figure 1 Schematic diagram of the structure of the pipeline of the electric vehicle air conditioning device in some embodiments of the present disclosure. Figure 1 It includes a first pipeline 1, a second pipeline 2, a third pipeline 3, an inner tube 5, an outer tube 6, a third nut 7, a third sealing ring 8, a second nut 9, a second sealing ring 10, a second inlet 21, a second outlet 22, a third inlet 31, a third outlet 32, a first inlet interface 13, a first outlet interface 14, a second inlet interface 12, and a second outlet interface 11.

[0027] Figure 2 Schematic diagram of the structure of an electric vehicle air conditioning device according to some embodiments of the present disclosure. Figure 2 It includes a compressor 101 , a condenser 102 , a drying tank 103 , a liquid storage tank 104 , an inner tube 5 , an outer tube 6 , an evaporator 105 , a first fan 108 , a second fan 106 , and an expansion valve 107 . Figure 2 The arrows in the diagram indicate the direction of refrigerant flow.

[0028] In some embodiments, the electric vehicle air conditioning system includes a first pipeline 1, a second pipeline 2, and a third pipeline 3. The first pipeline 1 may be composed of an inner tube 5 and an outer tube 6. Both the outer tube 6 and the inner tube 5 can be metal pipes for transporting refrigerant. For example, both can be aluminum alloy tubes. The outer tube 6 and the inner tube 5 are coaxially nested, with the inner tube 5 nested within the outer tube 6. The outer tube 6 and the inner tube 5 are connected by a spiral baffle, forming a spiral flow path between the outer tube 6 and the inner tube 5. The refrigerant passing through the outer tube 6 spirals along the spiral baffle, extending the transport time of the refrigerant in the outer tube 6 and the heat exchange time between the refrigerant in the outer tube 6 and the refrigerant in the inner tube 5, thereby improving heat exchange efficiency and reducing energy consumption. The inner surface of the outer tube 6 and the outer surface of the inner tube 5 are both damping surfaces, which extend the transport time of the refrigerant in the outer tube 6. The damping surface can be a micro-dimpled surface, i.e., dimples are provided on the inner surface of the outer tube 6 and the outer surface of the inner tube 5. The inner tube 5 has a built-in damping assembly, which can be a wave spring. This damping assembly provides elastic support for the inner tube 5, reduces vibration, and increases the flow resistance of the refrigerant transported by the inner tube 5, reducing the flow rate and extending the heat exchange time between the refrigerant in the outer tube 6 and the refrigerant in the inner tube 5, thereby improving heat exchange efficiency and reducing energy consumption. The inner tube 5 and the outer tube 6 are coaxially nested to form a coaxial tube, which can improve heat exchange efficiency and save space, meeting the lightweight requirements of electric vehicles. The refrigerant transported by the inner and outer tubes 5 and 6 can be R600a, which has a high latent heat of vaporization and excellent thermal conductivity. It can quickly absorb heat and achieve low-temperature cooling, improving the cooling efficiency of the air conditioning system and reducing energy consumption. At the same time, the ODP (ozone depletion potential) and GWP (global warming potential) of R600a refrigerant are both zero, which will not cause a greenhouse effect and is in line with the low-carbon and environmentally friendly sustainable development direction of electric vehicles.

[0029] In some embodiments, both the inner tube 5 and the outer tube 6 are provided with an inlet port and an outlet port, and are arranged opposite each other. The inlet port and outlet port of the inner tube 5 are a first inlet port 13 and a first outlet port 14, respectively. The inlet port and outlet port of the outer tube 6 are a second inlet port 12 and a second outlet port 11, respectively. The first inlet port 13 and the second outlet port 11 can be located at the same end of the first pipeline 1, and the first outlet port 14 and the second inlet port 12 can be located at the same end of the first pipeline 1, allowing high-pressure refrigerant and low-pressure refrigerant to flow in opposite directions in the first pipeline 1. The second inlet port 12 and the second outlet port 11 can be located on either side of the first pipeline 1, perpendicular to the axis of the first pipeline 1. The first inlet port 13 and the first outlet port 14 can be located at either end of the first pipeline 1, along the axis of the first pipeline 1. Separate inlet and outlet ports for the inner tube 5 and outer tube 6 make connection more convenient. It should be noted that the second inlet interface 12 has the same structure as the second outlet interface 11, and the second inlet interface 12 is used as an example here. The second inlet interface 12 can be a threaded interface for connecting to the second pipeline 2. The first inlet interface 13 has the same structure as the first outlet interface 14, and the first inlet interface 13 is used as an example here. The first inlet interface 13 of the inner tube 5 can be a threaded interface for connecting to the third pipeline 3. The outer tube 6 is connected to the second pipeline 2, and the second pipeline 2 can be a metal pipeline for transporting high-pressure refrigerant, located at the second inlet interface 12 and the second outlet interface 11. The second pipeline 2 includes a second inlet 21 and a second outlet 22. The second inlet 21 can be the entrance for high-pressure refrigerant to enter the outer tube 6, and the second inlet 21 can be connected to the second inlet interface 12 for transporting high-pressure refrigerant to the interior of the outer tube 6. The second outlet 22 may be an outlet for the high-pressure refrigerant inside the outer tube 6 to flow out, and the second outlet 22 may be connected to the second outlet interface 11 for conveying the high-pressure refrigerant inside the outer tube 6 out. The pressure of the high-pressure refrigerant may be set according to the type of refrigerant, and is not specifically limited here. The inner tube 5 is connected to the third pipeline 3, and the third pipeline 3 may be a metal pipeline for conveying low-pressure refrigerant, located at the first inlet interface 13 and the first outlet interface 14. The third pipeline 3 includes a third inlet 31 and a third outlet 32. The third inlet 31 may be an inlet for the low-pressure refrigerant to enter the inner tube 5, and the third inlet 31 may be connected to the first inlet interface 13 for conveying the low-pressure refrigerant to the inside of the inner tube 5.The third outlet 32 ​​may be an outlet for the low-pressure refrigerant inside the inner tube 5 to flow out. The third outlet 32 ​​may be connected to the first outlet interface 14 to transport the low-pressure refrigerant inside the inner tube 5 out. The pressure of the low-pressure refrigerant may be set according to the type of refrigerant and is not specifically limited here. The pressure and temperature of the refrigerant in the second pipeline 2 are both greater than the pressure and temperature of the refrigerant in the third pipeline 3. The flow direction of the refrigerant in the outer tube 6 is opposite to that of the refrigerant in the inner tube 5, and countercurrent heat exchange can be used to improve the heat exchange efficiency.

[0030] Figure 3 It is a product test diagram of the electric vehicle air conditioning device according to some embodiments of the present disclosure. Figure 3 It includes an anemometer 109 , a data acquisition module 110 , a variable frequency power supply 111 , and a data acquisition system 112 .

[0031] Figure 4 1 is an application scenario diagram of an electric vehicle air-conditioning device according to some embodiments of the present disclosure. Figure 4 It includes a high-pressure switch 26 , a bypass switch 27 , a low-pressure switch 28 , a pressure gauge 29 , a temperature sensor 30 , and a sight glass 33 . Figure 4 The arrows indicate the direction of refrigerant flow.

[0032] The anemometer 109 is used to measure the wind speed of the condenser and the evaporator. The data acquisition system 112 can be a computer, which is connected to the data acquisition module 110 for acquiring test data. The data acquisition module 110 is connected to the anemometer 109, the pressure gauge 29 and the temperature sensor 30. The high-pressure switch 26, the bypass switch 27, the low-pressure switch 28, the pressure gauge 29, the temperature sensor 30 and the sight glass 33 are all located in the test system. Figure 4Taking the structural diagram of the as an example, the test environment was a temperature of 25°C, a condenser wind speed of 1.92 m / s, an evaporator wind speed of 2.36 m / s, an expansion valve opening of 35%, and a single charge of 525g of R600a refrigerant. The refrigeration performance of the compressor was tested under different experimental conditions, including different compressor frequencies (33.33, 41.66, 50, 58.33, 66.66, and 75 Hz) and compression ratios (1.5, 2.0, 2.5, 3.0, 3.5, and 4.0). To avoid external factors affecting experimental errors, the system was run for 20 minutes before each test, and data was collected and recorded. The recording method used multiple measurements and averaged the data. During the test, the variable frequency power supply 111 can be started to power the entire test system. Then, for the experiment with the coaxial tube, the bypass switch 27 can be closed, the high-pressure switch 26 and the low-pressure switch 28 can be opened, and then the compressor can be started to perform the refrigeration experiment. During this process, data from the anemometer 109, pressure gauge 29, and temperature sensor 30 in the test system is acquired via the data acquisition module 110 and recorded in the data acquisition system 112. When conducting experiments without a coaxial tube, the bypass switch 27 can be opened, the high-pressure switch 26 and the low-pressure switch 28 can be closed, and then the compressor can be started to conduct a refrigeration experiment. In this case, refrigerant will not enter the outer and inner tubes of the coaxial tube. During this process, data from the anemometer 109, pressure gauge 29, and temperature sensor 30 in the test system is acquired via the data acquisition module 110 and recorded in the data acquisition system 112. Test data shows that compressor input power increases with increasing compression ratio. At the same compression ratio, the compressor input power of a system with a coaxial tube is 4% to 20% lower than that of a system without a coaxial tube. This is because after the refrigerant at the evaporator outlet passes through the coaxial tube, the low-temperature, low-pressure refrigerant is preheated by the high-temperature, high-pressure refrigerant. This increases the temperature of the low-temperature, low-pressure refrigerant drawn into the compressor, reducing the enthalpy difference required by the compressor and lowering the input power. When the compression ratio is 3.5, the input power of the compressor with the coaxial tube system is 20% lower than that of the compressor without the coaxial tube system.

[0033] Optionally, the electric vehicle air conditioning system further includes: a compressor 101, a condenser 102, an expansion valve 107, and an evaporator 105. The compressor 101, the condenser 102, the second inlet 21, the outer tube 6, the second outlet 22, the expansion valve 107, and the evaporator 105 are sequentially connected to form a high-pressure pipeline. The high-pressure pipeline can be a channel for circulating high-pressure refrigerant. The compressor 101 can be a linear compressor, with a linear motor directly driving the piston to reciprocate, reducing mechanical friction loss, improving energy conversion efficiency, and reducing energy consumption. The compressor 101 is used to compress the gaseous refrigerant to increase its pressure and temperature, and then transport the compressed gaseous refrigerant to the condenser 102. The condenser 102 is used to cool the gaseous refrigerant compressed by the compressor 101 to reduce its temperature and convert it into liquid refrigerant. The liquid refrigerant flows into the outer tube 6 through the second inlet 21. The expansion valve 107 is connected to the second outlet 22 and is used to expand the liquid refrigerant flowing out of the outer tube 6 through the second outlet 22 to reduce the pressure of the liquid refrigerant, causing it to atomize and form a liquid-gas mixed refrigerant. This liquid-gas mixed refrigerant then flows into the evaporator 105. The evaporator 105 is used to evaporate the liquid-gas mixed refrigerant after expansion by the expansion valve 107, raising the temperature of the refrigerant to form a gaseous refrigerant. During the evaporation process, the liquid-gas mixed refrigerant absorbs heat from the air inside the vehicle, achieving a cooling effect. The evaporator 105, the third inlet 31, the inner tube 5, the third outlet 32, and the compressor 101 are sequentially connected to form a low-pressure pipeline. This low-pressure pipeline can serve as a channel for the flow of low-pressure refrigerant. The gaseous refrigerant formed after evaporation in the evaporator 105 flows into the inner tube 5 through the third inlet 31, where it can exchange heat with the liquid refrigerant flowing within the outer tube 6. The third outlet 32 ​​is connected to the compressor 101. The gaseous refrigerant inside the inner tube 5 can enter the compressor 101 through the third outlet 32 ​​for compression, thereby achieving refrigerant circulation in the high- and low-pressure pipelines. It should be noted that the temperature of the gaseous refrigerant inside the inner tube 5 is lower than the temperature of the liquid refrigerant inside the outer tube 6. In the first pipeline 1, the gaseous refrigerant can be heated. When the heated gaseous refrigerant enters the compressor 101 through the third outlet 32 ​​for compression, the superheat of the refrigerant increases, which can reduce the power of the compressor 101 and reduce energy consumption. The liquid refrigerant can be cooled in the first pipeline 1, and the refrigerant supercooling increases, which can improve the cooling effect.

[0034] Optionally, the electric vehicle air conditioning device further includes a first fan 108 and a second fan 106. The first fan 108 may be a fan located on one side of the condenser 102 and configured to dissipate heat from the condenser 102. The second fan 106 may be a fan located on one side of the evaporator 105 and configured to blow low-temperature air from the surface of the evaporator 105 into the interior of the electric vehicle to cool the interior of the vehicle.

[0035] Optionally, the electric vehicle air conditioning system further includes a detection assembly comprising a pressure gauge and a temperature sensor. The pressure gauge may be positioned between the condenser 102 and the compressor 101 to detect the pressure in the high-pressure line. A pressure gauge may also be positioned between the evaporator 105 and the third inlet 31 to detect the pressure in the low-pressure line. The temperature sensor may be positioned at the outlet of the condenser 102 to detect the temperature of the condensed refrigerant, and the surface of the evaporator 105 may also be positioned to detect the surface temperature of the evaporator 105.

[0036] Optionally, the second inlet 21 and the second outlet 22 are both provided with a second sealing structure for increasing the airtightness of the connection between the second inlet 21 and the second inlet interface 12 and between the second outlet 22 and the second outlet interface 11, so as to prevent refrigerant leakage. It should be noted that the second inlet 21 and the second outlet 22 have the same structure, and the second inlet 21 is taken as an example here. The second inlet 21 can be embedded in the second inlet interface 12, and a circular baffle and a sealing ring groove are provided at the connection between the second inlet 21 and the second inlet interface 12. The width of the circular baffle does not exceed the thickness of the pipe wall of the second inlet interface 12. The circular baffle and the sealing ring groove are both located on the outer surface of the second inlet 21, and when the second inlet 21 is embedded in the second inlet interface 12, the sealing ring groove can be embedded in the interior of the second inlet interface 12, and the circular baffle is in contact with the second inlet interface 12. The second sealing structure includes a second nut 9 and a second sealing ring 10. The second nut 9 can be a nut that can engage with the threads of the second inlet port 12, enhancing the stability of the connection between the second inlet 21 and the second inlet port 12. The second nut 9 is nested in the second inlet 21, and the circular baffle prevents the second nut 9 from slipping and limits the distance the second inlet 21 can be inserted into the second inlet port 12. The second sealing ring 10 can be a rubber O-ring that matches the sealing ring groove and nests in the sealing ring groove. Specifically, the second sealing ring 10 can be first nested in the sealing ring groove. Then, the second inlet 21, with the second sealing ring 10 embedded, is nested in the second inlet port 12, so that the circular baffle of the second inlet 21 contacts the second inlet port 12. Finally, the second nut 9 nested in the second inlet 21 is engaged with the threads of the second inlet port 12 to strengthen the connection between the second inlet 21 and the second inlet port 12. The third inlet 31 and the third outlet 32 ​​are both equipped with a third sealing structure to prevent refrigerant leakage. It should be noted that the third inlet 31 and the third outlet 32 ​​have the same structure. Here, the third inlet 31 is taken as an example. The third inlet 31 can be embedded in the first inlet interface 13. The third inlet 31 is provided with a baffle and a third sealing ring 8 groove. The baffle can be a structure protruding on the surface of the third inlet 31. The height of the baffle protrusion does not exceed the thickness of the pipe wall of the first inlet interface 13, which can prevent the baffle from being embedded in the first inlet interface 13 and limit the distance that the third inlet 31 is embedded in the first inlet interface 13. The third sealing ring 8 groove can be located on the outer surface of the third inlet 31. When the third inlet 31 is embedded in the first inlet interface 13, the third sealing ring 8 groove can be located inside the first inlet interface 13.The third sealing structure includes a third nut 7 and a third sealing ring 8. The third nut 7 can be a nut that can be engaged with the thread of the first inlet interface 13, and the third nut 7 can be nested in the third inlet 31. The baffle can prevent the third nut 7 from slipping. The third sealing ring 8 can be an O-ring made of rubber that matches the groove of the third sealing ring 8. Specifically, the third sealing ring 8 can be nested in the groove of the third sealing ring 8 first. Then, the wave spring is embedded in the inner tube 5. Then, the third inlet 31 embedded with the third sealing ring 8 is embedded in the first inlet interface 13 until the baffle contacts the first inlet interface 13. Finally, the third nut 7 nested in the third inlet 31 is engaged with the thread of the first inlet interface 13 to strengthen the connection between the third inlet 31 and the first inlet interface 13. The pressure of the refrigerant inside the outer tube 6 is greater than the pressure of the refrigerant inside the inner tube 5. Therefore, the tightening force of the second nut 9 is greater than the tightening force of the third nut 7, which can reduce the possibility of refrigerant leakage.

[0037] Optionally, the electric vehicle air conditioning device further includes: a drying tank 103, which is used to filter impurities and moisture from the refrigerant after being cooled by the condenser 102. A sight glass is provided between the third outlet 32 ​​and the compressor 101 and between the condenser 102 and the drying tank 103. The sight glass can be a visual observation window composed of pressure-resistant glass (borosilicate) and a metal shell, and the state of the refrigerant can be observed through the pressure-resistant glass. The sight glass between the condenser 102 and the drying tank 103 can observe the state of the high-pressure liquid refrigerant: transparent and homogeneous flow indicates that the system is normal; if white flocs or suspended particles appear, it means that there are a lot of impurities and moisture, and the filter element of the drying tank 103 needs to be replaced to improve the filtering effect. The sight glass between the third outlet 32 ​​and the compressor 101 can be used to monitor the state of the refrigerant at low pressure: transparent mist flow indicates that the system is normal; if milky white mist flow or liquid droplets splash, it means that the vapor refrigerant contains liquid refrigerant, and the frequency of the compressor 101 needs to be reduced to prevent the liquid refrigerant from causing liquid hammer and damaging the compressor 101.

[0038] Optionally, the detection component further includes a combustible gas sensor, which can be located at the second inlet 21 and the second outlet 22 to detect whether the refrigerant at the second inlet 21 and the second outlet 22 is leaking. If leakage occurs, timely repair is required.

[0039] Optionally, the electric vehicle air conditioning system further includes a liquid storage tank 104 for storing refrigerant filtered by the drying tank 103 to balance pressure fluctuations. The inner wall of the liquid storage tank 104 is coated with an anti-corrosion coating, which may be polytetrafluoroethylene (PTFE), to protect the inner wall from refrigerant corrosion and extend the tank's life. A liquid level sensor, which may be an ultrasonic level gauge, is located within the liquid storage tank 104 to monitor the refrigerant content within the tank 104. The top of the liquid storage tank 104 is equipped with a pressure relief valve and an inlet. The pressure relief valve is connected to a recovery device. The recovery device may be an activated carbon adsorption tank, which absorbs the refrigerant discharged from the pressure relief valve. The inlet of the liquid storage tank 104 is connected to the outlet of the drying tank 103 to transport the dried refrigerant. A filter device is provided between the inlet of the liquid storage tank 104 and the outlet of the drying tank 103. The filter device may include a metal mesh and activated carbon to intercept impurities and protect the liquid storage tank 104. An outlet is provided at the bottom of the liquid storage tank 104. The outlet of the liquid storage tank 104 is connected to the second inlet 21 for transporting the stored refrigerant.

[0040] Optionally, the electric vehicle air conditioning system further includes an ejector and a controller. The ejector may be a device that uses high-pressure fluid to drive low-pressure fluid. The ejector may be located between the third outlet 32 ​​and the compressor 101 to increase the flow rate of the gaseous refrigerant. The ejector includes a high-pressure inlet, a low-pressure inlet, a mixing chamber, a diffuser chamber, and an ejector outlet. The high-pressure inlet may be an inlet for high-pressure liquid refrigerant. The low-pressure inlet may be an inlet for low-pressure gaseous refrigerant. The mixing chamber may be a chamber where the high-pressure liquid refrigerant and the low-pressure gaseous refrigerant mix. The high-pressure liquid refrigerant atomizes in the mixing chamber, forming a gas-liquid mixture with the low-pressure gaseous refrigerant. The diffuser chamber may be a gradually diverging channel that reduces the flow rate and increases the pressure of the mixed refrigerant. The ejector outlet is connected to the compressor 101 to deliver the mixed refrigerant after passing through the diffuser chamber to the compressor 101. Specifically, the high-pressure liquid refrigerant flowing through the high-pressure inlet has a faster flow rate, which can reduce the pressure at the low-pressure inlet, drawing in the low-pressure gaseous refrigerant, and mixing the two refrigerant forms within the mixing chamber. The mixed refrigerant then passes through the diffuser chamber, where its flow rate is reduced, converting kinetic energy into pressure energy, thereby achieving a pressurization effect. A tee fitting can be provided between the liquid storage tank 104 and the second inlet 21. The high-pressure inlet can be connected between the liquid storage tank 104 and the second inlet 21 via the tee fitting, allowing the high-pressure liquid refrigerant to enter the high-pressure inlet. The low-pressure inlet is connected to the third outlet 32 ​​via a low-pressure pipeline, for drawing the low-pressure gaseous refrigerant into the ejector. The ejector outlet is connected to the compressor 101 via a low-pressure pipeline, for delivering the mixed refrigerant to the compressor 101. The controller includes a proportional valve and a control chip. The proportional valve can be a proportional regulating valve, which can be located at the high-pressure inlet to regulate the flow rate of the high-pressure liquid refrigerant. The proportional valve is provided with a pressure sensor configured to detect pressure data at the high-pressure inlet. The pressure data may include the pressure value at the high-pressure inlet. The control chip is communicatively connected to the compressor 101, the temperature sensor, and the pressure sensor. The control chip is configured to perform the following steps:

[0041] The first step is to obtain the power data of the compressor 101, the temperature data of the evaporator 105 and the pressure data. The power data of the compressor 101 may include the power of the compressor 101. The temperature data of the evaporator 105 may include the surface temperature of the evaporator 105.

[0042] The second step is to reduce the proportional valve opening in response to the power data of the compressor 101 being greater than the preset power value. The preset power value may be 110% of the rated power of the compressor 101. For example, if the rated power of the compressor 101 is 1kW, the preset power value is 1.1kW. The operation of reducing the proportional valve opening may be to reduce the preset proportional valve opening at preset intervals. For example, if the preset time is 1 second and the preset proportional valve opening is 1%, the proportional valve opening is reduced by 1% per second. In practice, the proportional valve opening may be reduced by 1% per second in response to the power data of the compressor 101 being greater than the preset power value. Reducing the proportional valve opening may reduce the flow of high-temperature and high-pressure liquid refrigerant entering the ejector, reduce the flow of the mixed refrigerant, reduce the load of the compressor 101, and thereby achieve the effect of reducing the power of the compressor 101.

[0043] The third step is to increase the proportional valve opening in response to the temperature data of the evaporator 105 being greater than the preset temperature value. The preset temperature value can be set according to the thermodynamic characteristics of the refrigerant and is not specifically limited here. The operation of increasing the proportional valve opening can be to increase the preset proportional valve opening at preset intervals. For example, the preset time is 1 second, and the preset proportional valve opening is 1%, that is, the proportional valve opening is increased by 1% per second. In practice, the proportional valve opening can be increased by 1% per second in response to the temperature data of the evaporator 105 being greater than the preset temperature value. Increasing the proportional valve opening can increase the flow rate of high-temperature and high-pressure liquid refrigerant entering the ejector, increase the flow rate of the refrigerant in the evaporator 105, improve the heat exchange efficiency, and reduce the surface temperature of the evaporator 105.

[0044] The fourth step is to execute the operation of closing the proportional valve opening in response to the above-mentioned pressure data being greater than the preset pressure value. The above-mentioned preset pressure value can be set according to the material properties of the high-pressure pipeline. For example, the material of the above-mentioned high-pressure pipeline can be 6061 aluminum alloy with a rated pressure of 3.5MPa, and the preset pressure value can be set to 3MPa. The above-mentioned operation of closing the proportional valve opening can be to adjust the proportional valve opening to 0. In practice, in response to the above-mentioned pressure data being greater than the preset pressure value, the proportional valve opening can be adjusted to 0, cutting off the refrigerant supply to the high-pressure inlet of the above-mentioned ejector, and preventing the air-conditioning device from being damaged due to excessive pressure.

[0045] The above optional embodiment, as an inventive point of the embodiment of the present disclosure, solves the technical problem that "the power consumption of the compressor is high when compressing the low-temperature and low-pressure gaseous refrigerant into the high-temperature and high-pressure gaseous refrigerant." The factors that lead to the high power consumption of the compressor are often as follows: when the compressor inhales the low-temperature and low-pressure gaseous refrigerant, it will increase the load of the compressor and increase the power consumption of the compressor. If the above factors are solved, the effect of reducing the power consumption of the compressor can be achieved. In order to achieve this effect, the present disclosure adds an ejector between the compressor and the inner tube 5, and sets a proportional valve at the high-pressure inlet of the ejector. The proportional valve controls the flow of high-pressure refrigerant entering the ejector, and the high-pressure refrigerant drives the low-pressure refrigerant into the compressor, thereby reducing the power consumption of the compressor.

[0046] Optionally, the electric vehicle air conditioning system further includes a thermal management module comprising a thermoelectric generator, a rectifier circuit board, and an energy storage unit. The thermoelectric generator may be a thermocouple array comprising multiple thermocouples composed of P-type and N-type semiconductors. The thermoelectric generator may be located at the exhaust port of the compressor 101, in close contact with the metal surface of the exhaust port, and may generate electricity by utilizing the temperature difference between the high temperature at the exhaust port of the compressor 101 and the ambient temperature. The rectifier circuit board may be a circuit board that converts the unstable direct current output of the thermoelectric generator into stable direct current. The rectifier circuit board integrates an overvoltage protection circuit and a reverse current blocking device. The overvoltage protection circuit prevents damage to the energy storage unit due to voltage fluctuations output by the thermoelectric generator. The reverse current blocking device may be a diode that ensures unidirectional current flow and prevents current from the energy storage unit from flowing back into the thermoelectric generator. The rectifier circuit board is electrically connected to the thermoelectric generator and the energy storage unit. The electrical energy generated by the thermoelectric generator is stored in the energy storage unit via the rectifier circuit board. The energy storage unit may be a lithium battery pack that stores the electrical energy generated by the thermoelectric generator. The lithium battery pack can be composed of multiple 18650 lithium batteries. Connecting 18650 lithium batteries in series can increase the voltage of the battery pack, while connecting 18650 lithium batteries in parallel can increase the capacity of the battery pack. The voltage and capacity of the battery pack are not specifically limited here. The lithium battery pack is provided with a liquid cooling channel. The liquid cooling channel can be an aluminum alloy serpentine channel that fits the lithium battery pack. Both ends of the liquid cooling channel are connected to a water pump to deliver coolant. Specifically, one end of the liquid cooling channel is provided with an injection port through which coolant can be added. The injection port has internal threads that can be sealed with a screw to prevent coolant leakage. A sealing gasket can be nested in the screw to further enhance the seal. The coolant can be a mixture of 50% ethylene glycol and 50% deionized water with a freezing point of -40°C to prevent freezing at low temperatures and a boiling point greater than 100°C to reduce the risk of boiling at high temperatures. The coolant is circulated within the liquid cooling channel by a water pump. The water pump and the proportional valve are electrically connected to the rectifier circuit board. The above-mentioned rectifier circuit board preferentially supplies power to the above-mentioned water pump and the above-mentioned proportional valve. The electric energy generated by the above-mentioned thermal generator first needs to meet the power consumption of the above-mentioned water pump and the above-mentioned proportional valve. The remaining electric energy will be stored in the above-mentioned energy storage unit. When the electric energy generated by the above-mentioned thermal generator is insufficient, the energy storage unit can supply power to the above-mentioned water pump and the above-mentioned proportional valve.

[0047] The above optional embodiment, as an inventive point of the embodiment of the present disclosure, solves the technical problem that "the waste heat at the compressor exhaust port is not effectively utilized, which increases energy waste." The factors that lead to energy waste are often as follows: the waste heat at the compressor exhaust port is not effectively utilized, which increases energy waste. If the above factors are solved, the effect of reducing energy waste can be achieved. In order to achieve this effect, the present disclosure sets a thermal generator at the compressor exhaust port, utilizes the temperature difference between the high temperature at the exhaust port and the low temperature of the environment to generate electrical energy, and stores it in the energy storage unit through the rectifier circuit board, and powers the water pump and the proportional valve. By using waste heat to generate electricity, the effect of reducing energy waste can be achieved.

[0048] The aforementioned embodiments of the present disclosure have the following beneficial effects: Electric vehicle air conditioning devices according to some embodiments of the present disclosure can reduce air conditioning energy consumption. Specifically, the high air conditioning energy consumption is caused by the fact that the high-pressure and low-pressure pipelines in the refrigeration cycle are arranged separately along the refrigerant flow direction. The refrigerant's subcooling and superheating are determined by the heat exchange efficiency of the condenser and evaporator, two inherent heat exchangers in the air conditioner. This results in insufficient refrigerant subcooling and superheating, low refrigeration cycle energy efficiency, and increased energy consumption. Based on this, some embodiments of the present disclosure provide an electric vehicle air conditioning device, comprising: a first pipeline, a second pipeline, and a third pipeline; the first pipeline comprises an inner tube and an outer tube, the inner surface of the outer tube and the outer surface of the inner tube both being damping surfaces, the inner tube having a built-in damping assembly, and the inner tube and the outer tube being coaxially nested; the outer tube communicating with the second pipeline, and the inner tube communicating with the third pipeline; the second pipeline comprising a second inlet and a second outlet, and the third pipeline comprising a third inlet and a third outlet; the refrigerant pressure within the second pipeline being greater than the refrigerant pressure within the third pipeline, and the refrigerant flow direction within the outer tube being opposite to that within the inner tube. The coaxial nesting of the inner and outer tubes within the first pipeline enables efficient heat exchange between the refrigerant in the high-pressure and low-pressure pipelines of the air conditioner, thereby simultaneously increasing the subcooling of the refrigerant in the high-pressure pipeline and the superheat of the refrigerant in the low-pressure pipeline. By setting the inner surface of the outer tube and the outer surface of the inner tube as damping surfaces, and building a damping component into the inner tube, the transportation time of the refrigerant in the inner and outer tubes is extended, the heat exchange effect is enhanced, thereby reducing the power demand of the compressor and ultimately achieving the goal of reducing energy consumption.

[0049] The above description is only an illustration of some preferred embodiments of the present disclosure and the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the embodiments of the present disclosure is not limited to the technical solutions formed by the specific combination of the above-mentioned technical features, but should also cover other technical solutions formed by any combination of the above-mentioned technical features or their equivalent features without departing from the above-mentioned inventive concept. For example, the above-mentioned features are replaced with (but not limited to) technical features with similar functions disclosed in the embodiments of the present disclosure.

Claims

1. An electric vehicle air conditioning device, characterized in that: include: a first pipeline, a second pipeline, and a third pipeline; The first pipeline includes an inner tube and an outer tube, the inner surface of the outer tube and the outer surface of the inner tube are both damping surfaces, the inner tube has a built-in damping component, and the inner tube and the outer tube are coaxially nested; The outer tube is in communication with the second pipeline, and the inner tube is in communication with the third pipeline; The second pipeline includes a second inlet and a second outlet, and the third pipeline includes a third inlet and a third outlet; The refrigerant pressure in the second pipe is greater than the refrigerant pressure in the third pipe, and the refrigerant in the outer pipe flows in the opposite direction to the refrigerant in the inner pipe.

2. The electric vehicle air conditioning device according to claim 1, characterized in that: The electric vehicle air conditioning device further comprises: a compressor, a condenser, an expansion valve and an evaporator; The compressor is used to compress the refrigerant to increase the pressure and temperature of the refrigerant; The condenser is used to cool the refrigerant compressed by the compressor to reduce the temperature of the refrigerant, and the refrigerant cooled by the condenser flows into the outer tube through the second inlet; The expansion valve is in communication with the second outlet and is used to expand the refrigerant flowing out of the second outlet to reduce the pressure of the refrigerant; The evaporator is used to evaporate the refrigerant expanded by the expansion valve to increase the temperature of the refrigerant, and the refrigerant evaporated by the evaporator flows into the inner tube through the third inlet; The third outlet is in communication with the compressor.

3. The electric vehicle air conditioning device according to claim 2, characterized in that: The electric vehicle air conditioning device further includes: a first fan and a second fan, wherein the first fan is located on one side of the condenser and is used to dissipate heat for the condenser; and the second fan is located on one side of the evaporator.

4. The electric vehicle air conditioning device according to claim 1, characterized in that: The electric vehicle air conditioning device further includes a detection component, which includes a pressure gauge and a temperature sensor.

5. The electric vehicle air conditioning device according to claim 1, characterized in that: The second inlet and the second outlet are both provided with a second sealing structure, the second sealing structure comprising: a second nut and a second sealing ring; The third inlet and the third outlet are both provided with a third sealing structure, and the third sealing structure comprises: a third nut and a third sealing ring; The fastening force of the second nut is greater than the fastening force of the third nut.

6. The electric vehicle air conditioning device according to claim 2, characterized in that: Also includes: a drying tank, the drying tank being used to dry the refrigerant after being cooled by the condenser; Sight glasses are provided between the third outlet and the compressor and between the condenser and the drying tank.

7. The electric vehicle air conditioning device according to claim 4, characterized in that: The detection component also includes a combustible gas sensor.

8. The electric vehicle air conditioning device according to claim 6, characterized in that: Also includes: A liquid storage tank, wherein the inner wall of the liquid storage tank is provided with an anti-corrosion coating; A liquid level sensor is provided inside the liquid storage tank, a pressure relief valve and an inlet end are provided on the top of the liquid storage tank, the pressure relief valve is connected to a recovery device, and the inlet end of the liquid storage tank is connected to the outlet end of the drying tank; A filtering device is provided between the inlet end of the liquid storage tank and the outlet end of the drying tank, and the filtering device comprises a metal mesh and activated carbon; An outlet end is provided at the bottom of the liquid storage tank, and the outlet end of the liquid storage tank is connected to the second inlet.

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