Vehicle-mounted air conditioner device, control method of vehicle-mounted air conditioner and vehicle

Abstract

The invention relates to a vehicle-mounted air conditioner device, a control method of a vehicle-mounted air conditioner and a vehicle. The vehicle-mounted air conditioner device comprises a refrigeration core body, a heat exchange core body and a box body. A first air duct for cooling a gas working medium is formed in the refrigeration core body; a second air duct for heating the gas working medium is formed in the heat exchange core body; a third air duct through which a gas working medium passes is formed in the box body; in a heat exchange flow path which is formed by the first air channel, the second air channel and the third air channel and allows the gas working medium to flow, the first air channel and the third air channel are arranged on the upstream of the second air channel. According to the technical scheme, the gas working medium not passing through the first air duct can be directly introduced from the third air duct during dehumidification, namely, at least part of the gas working medium entering the second air duct can be allowed not to come from the first air duct, so that the energy consumption is reduced while the demisting effect is achieved; and when the refrigeration core does not work, the gas working medium can be conveyed from the third air duct to the second air duct, and the flow resistance can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle air conditioning technology, and in particular to a vehicle air conditioning device, a vehicle air conditioning control method, and a vehicle. Background Technology

[0002] For vehicle air conditioning systems, simultaneous cooling and heating are often necessary when there is high relative humidity (e.g., ambient temperature between 15°C and 20°C with relative humidity of 100%) or significant temperature differences between zones (e.g., a temperature difference greater than 4°C). The former cools and dehumidifies, while the latter raises the outlet air temperature to a comfortable level for humans, preventing fogging of the windshield. The latter requires mixing hot and cold air at different airflow ratios to achieve a temperature difference greater than 4°C between zones. However, this simultaneous cooling and heating method requires all ambient air to pass through the evaporator core for cooling and dehumidification before heating, and then heat the air before delivering it to the passenger compartment. This results in high overall energy consumption. Furthermore, in environments where dehumidification is not required, the ambient air still needs to pass through the evaporator core before flowing to the heat exchange core. The ambient air experiences significant resistance during heating due to the evaporator core, which also affects the airflow provided by the vehicle air conditioning system. Summary of the Invention

[0003] This application provides an in-vehicle air conditioning device, an in-vehicle air conditioning control method, and a vehicle, which reduces the energy consumption of the in-vehicle air conditioning device and at least partially solves the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle air conditioning device is provided, comprising:

[0005] The cooling core has a first air duct for cooling the gaseous working fluid;

[0006] The heat exchange core has a second air duct for heating the gaseous working fluid;

[0007] The housing has a third air duct through which the gaseous working medium passes;

[0008] In the heat exchange flow path for the gaseous working medium, which is composed of the first air duct, the second air duct and the third air duct, the first air duct and the third air duct are respectively arranged upstream of the second air duct, so that the gaseous working medium can selectively flow from the first air duct and / or the third air duct to the second air duct.

[0009] The enclosure has at least a first air intake state;

[0010] When the housing is in the first air intake state, the first air duct is disconnected from the second air duct, and the second air duct is connected to the third air duct to heat the gaseous working fluid.

[0011] Optionally, the enclosure also has a second air intake state;

[0012] When the housing is in the second air intake state, both the first air duct and the third air duct are connected to the second air duct.

[0013] Optionally, the enclosure also has a third air intake configuration;

[0014] When the housing is in the third air intake state, the second air duct is disconnected from the third air duct, and the first air duct is connected to the second air duct to heat and dehumidify the gas working fluid.

[0015] Optionally, the housing further includes:

[0016] The air supply duct is connected to the heat exchange flow path;

[0017] The enclosure also has a fourth air intake state; when the enclosure is in the fourth air intake state, the first air duct and the third air duct are disconnected from the second air duct, and the first air duct is connected to the air supply channel to cool the gaseous working fluid.

[0018] Optionally, the housing further includes:

[0019] The first type of air outlet is configured to be located downstream of the second air duct in the heat exchange flow path, and is used to deliver the gaseous working fluid to the vehicle's cabin.

[0020] The first type of air outlet is connected to the air supply channel.

[0021] Optionally, the housing further includes:

[0022] The second type of air outlet is configured to be located downstream of the second air duct in the heat exchange flow path, and is used to deliver the gaseous working fluid to the outside of the vehicle's cabin;

[0023] The second type of air outlet is connected to the air supply channel.

[0024] Optionally, the housing further includes:

[0025] The third type of air outlet is configured to be located downstream of the second air duct in the heat exchange flow path, and is used to deliver the gaseous working fluid to the vehicle's cabin.

[0026] The third type of air outlet is connected to the air supply channel, and the first type of air outlet and the third type of air outlet are located at different positions on the housing.

[0027] Optionally, the housing also has a first air outlet state. When the housing is in the first air outlet state, both the first type of air outlet and the third type of air outlet are disconnected from the air supply channel, and the second type of air outlet is connected to the air supply channel.

[0028] Optionally, the housing also has a second air outlet state. When the housing is in the second air outlet state, both the second type of air outlet and the third type of air outlet are disconnected from the air supply channel, and the first type of air outlet is connected to the air supply channel.

[0029] Optionally, the housing also has a third air outlet state. When the housing is in the third air outlet state, both the first type of air outlet and the second type of air outlet are disconnected from the air supply channel, and the third type of air outlet is connected to the air supply channel.

[0030] Optionally, the housing also has a fourth air outlet state. When the housing is in the fourth air outlet state, the third type of air outlet is disconnected from the air supply channel, and both the first type of air outlet and the second type of air outlet are connected to the air supply channel.

[0031] Optionally, the housing also has a fifth air outlet state. When the housing is in the fifth air outlet state, the second type of air outlet is disconnected from the air supply channel, and both the first type of air outlet and the third type of air outlet are connected to the air supply channel.

[0032] Optionally, the housing also has a sixth air outlet state. When the housing is in the sixth air outlet state, the first type of air outlet is disconnected from the air supply channel, and the second type of air outlet and the third type of air outlet are both connected to the air supply channel.

[0033] Optionally, the housing also has a seventh air outlet state, in which the first type of air outlet, the second type of air outlet, and the third type of air outlet are all connected to the air supply channel.

[0034] Optionally, the vehicle air conditioning unit further includes:

[0035] The third type of air duct switch is used to control the connection and disconnection between the first type of air outlet and / or the second type of air outlet and the air supply channel.

[0036] Optionally, the third type of duct switch includes:

[0037] The second type of driven component is movably disposed within the air supply channel, so as to have at least a first movable position relative to the housing that connects the first type of air outlet and the air supply channel, and a second movable position that connects the second type of air outlet and the air supply channel.

[0038] A second type of driving element is connected to the second type of driven element to drive the second type of driven element to move relative to the housing.

[0039] Optionally, the vehicle air conditioning unit further includes:

[0040] The fourth type of air duct switch is used to control the connection and disconnection between the first type of air outlet and / or the third type of air outlet and the air supply channel.

[0041] Optionally, the fourth type of duct switch includes:

[0042] The third type of driven component is movably disposed within the air supply channel, so as to have at least a third movable position relative to the housing that connects the first type of air outlet and the air supply channel, and a fourth movable position that connects the third type of air outlet and the air supply channel.

[0043] A third type of driving component is connected to the third type of driven component to drive the third type of driven component to move relative to the housing.

[0044] Optionally, the vehicle air conditioning unit further includes:

[0045] The fifth type of air duct switch is installed in the air supply duct and is used to control the on / off state of the first type of air outlet and the third type of air outlet.

[0046] Optionally, the fifth type of duct switch includes:

[0047] The fourth type of driven component is movably disposed within the air supply channel, such that it has at least a fifth movable position relative to the housing that connects the first type of air outlet and the third type of air outlet, and a sixth movable position that disconnects the first type of air outlet and the third type of air outlet.

[0048] A fourth type of driving component is connected to the fourth type of driven component to drive the fourth type of driven component to move relative to the housing.

[0049] Optionally, the air supply channel is divided into a first sub-channel and a second sub-channel by the fourth type of driven component; the first type of air outlet and the second type of air outlet are connected to the first sub-channel; the third type of air outlet is connected to the second sub-channel; when the fourth type of driven component is in the fifth active position, the first sub-channel and the second sub-channel are connected through the first air duct switch; when the fourth type of driven component is in the sixth active position, the first sub-channel and the second sub-channel are disconnected through the first air duct switch.

[0050] Optionally, the vehicle air conditioning unit further includes:

[0051] The first type of air duct switch is installed at the third air duct to control the flow of the gaseous working medium at the third air duct.

[0052] Optionally, the first type of air duct switch is configured as a butterfly valve.

[0053] Optionally, it also includes:

[0054] The second type of air duct switch is used to control the flow of the gaseous working medium from the first air duct or the third air duct to the second air duct.

[0055] Optionally, the second type of duct switch includes:

[0056] The first type of driven component is movably disposed at the second air duct to have at least a connecting position that connects the second air duct to the first air duct and / or the third air duct, and a blocking position that disconnects the second air duct from the first air duct and the third air duct respectively.

[0057] The first type of driving element is connected to the driven element to drive the driven element to move relative to the housing.

[0058] Optionally, the housing is provided with at least two third air ducts; the at least two third air ducts are respectively provided on both sides of the cooling core.

[0059] According to a second aspect of this application, a method for controlling an in-vehicle air conditioner is provided, comprising:

[0060] Based on the external environmental parameters of the vehicle cabin, the opening of the air inlet channel on the box body for the gaseous working medium from the external environment of the vehicle cabin to enter the box body is controlled, so as to adjust the relative amount of gaseous working medium entering the box body through the air inlet channel and gaseous working medium entering the box body through the cooling core.

[0061] Optionally, the external environmental parameters of the vehicle cabin include: the temperature and relative humidity of the external environment.

[0062] According to a third aspect of this application, a vehicle is provided, including the vehicle air conditioning device as described above, or a control method for implementing the vehicle air conditioning as described above.

[0063] The beneficial effects of this application are: it provides an energy-saving vehicle air conditioning device, a vehicle air conditioning control method, and a vehicle.

[0064] More specifically, some embodiments of this application may produce the following specific beneficial effects:

[0065] The vehicle air conditioning device provided in this application, through the above-mentioned technical solution, allows the gaseous working medium that has not passed through the first air duct to be directly introduced from the third air duct during dehumidification. That is, the gaseous working medium entering the second air duct can be allowed to have at least a portion that does not come from the first air duct. This reduces energy consumption while achieving a defogging effect. Furthermore, when the cooling core is not working, the gaseous working medium can be transported from the third air duct to the second air duct, which can reduce flow resistance. Based on this solution, the air volume provided by the vehicle air conditioning device can be increased.

[0066] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0067] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0068] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0069] Figure 1 This is a schematic diagram of the vehicle air conditioning device provided in the first exemplary embodiment of this application from a first perspective;

[0070] Figure 2 yes Figure 1 The diagram shows a partial structural design of the vehicle air conditioning unit from a second perspective.

[0071] Figure 3 This is a schematic diagram of the vehicle air conditioning device provided in the first exemplary embodiment of this application from a third perspective;

[0072] Figure 4 yes Figure 1 The image shows an internal cross-sectional view of the vehicle's air conditioning unit in its first air intake state.

[0073] Figure 5 yes Figure 1 The image shows an internal cross-sectional view of the vehicle's air conditioning unit in the second air intake state.

[0074] Figure 6 yes Figure 1 The image shows an internal cross-sectional view of the vehicle's air conditioning unit in the third air intake state.

[0075] Figure 7 yes Figure 1 The image shows an internal cross-sectional view of the vehicle's air conditioning unit in the fourth air intake state.

[0076] Figure 8 yes Figure 1 The diagram shows a cross-sectional view of the internal structure of the vehicle air conditioning unit in the fifth air intake state.

[0077] Figure 9 yes Figure 1 A structural diagram of a portion of the vehicle air conditioning unit shown.

[0078] Figure 10 yes Figure 9 A schematic diagram of the middle section structure;

[0079] Figure 11 This is a schematic diagram of the structure of the vehicle air conditioning device provided in the second exemplary embodiment of this application;

[0080] Figure 12 yes Figure 1 The diagram shows a structural schematic of another part of the vehicle air conditioning unit.

[0081] Figure 13 yes Figure 12 A schematic diagram of the middle section structure;

[0082] Figure 14 yes Figure 1 The image shows an internal sectional view of the vehicle's air conditioning unit.

[0083] Figure 15 This is a schematic diagram of the main steps of the vehicle air conditioning control method provided in an exemplary embodiment of this application;

[0084] Figure 16 This is a schematic diagram of the vehicle structure provided in an exemplary embodiment of this application.

[0085] Explanation of reference numerals in the attached figures:

[0086] 10. Vehicles;

[0087] 100. Vehicle air conditioning unit;

[0088] 101. Cooling core;

[0089] 102. Heat exchanger core;

[0090] 103. Housing; 103a. Third air duct; 103b. Air supply duct; 103c. First sub-channel; 103d. Second sub-channel; 103e. Drain outlet;

[0091] 104. Category I air duct switch;

[0092] 105. Second-class air duct switch; 105a. First-class driven component; 105b. First-class driving component; 105c. Limiting component;

[0093] 106. First type of air outlet; 106a. First face air outlet; 106b. Second face air outlet; 106c. First front compartment air outlet; 106d. Second front compartment air outlet;

[0094] 107. Second type of air outlet;

[0095] 108. Category III air duct switch; 108a. Category II driven component; 108b. Category II driving component;

[0096] 109. Third type of air outlet; 109a. First foot air outlet; 109b. Second foot air outlet; 109c. Third foot air outlet; 109d. Fourth foot air outlet; 109e. First rear compartment air outlet; 109f. Second rear compartment air outlet;

[0097] 110. Category IV duct switch; 110a. Category III driven component; 110b. Category III driving component;

[0098] 111. Class 5 air duct switch; 111a. Class 4 driven component; 111b. Class 4 driving component. Detailed Implementation

[0099] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0100] According to the first aspect of this application, referring to Figures 1 to 14 As shown, this application provides a vehicle air conditioning device 100 including: a cooling core 101, a heat exchange core 102, and a housing 103.

[0101] The cooling core 101 has a first air duct for cooling the gaseous working fluid. As an example, the cooling core 101 may be a vehicle-mounted evaporator. During operation, the heat exchange working fluid (e.g., refrigerant) exchanges heat with the ambient gas within the first air duct. After the ambient gas cools, it is blown to locations such as the vehicle interior by an integrated fan, achieving cabin cooling. In this case, the ambient gas is the gaseous working fluid mentioned in this application. Furthermore, during the cooling process, water vapor in the gaseous working fluid condenses, thus the cooling core has a dehumidifying effect on the gaseous working fluid.

[0102] The heat exchange core 102 has a second air duct for heating the gaseous working fluid. As an example, the heat exchange core 102 can be, for instance, an on-board electric heater, used to heat the ambient gas at the second air duct, thereby delivering the ambient gas to the vehicle interior or to locations requiring defrosting, achieving functions such as cabin heating. Considering that when the ambient humidity outside the cabin is high and the ambient temperature is low, fogging is likely to occur on the car windows, the principle of condensing moisture in the ambient gas during cooling by the cooling core 101 is often utilized to dehumidify the gas delivered into the cabin, thereby reducing the possibility of window fogging.

[0103] Reference Figure 4 As shown, the housing 103 serves as a structure for accommodating and integrating the heat exchange core 102 and the cooling core 101, and it forms a third air duct 103a through which the gaseous working fluid passes. Specifically, in the heat exchange flow path for the gaseous working fluid, which is composed of the first air duct, the second air duct, and the third air duct 103a, the first air duct and the third air duct 103a are respectively located upstream of the second air duct, so that the gaseous working fluid selectively flows from the first air duct and / or the third air duct 103a to the second air duct.

[0104] By adopting the above scheme, during dehumidification, the working gas that has not passed through the first air duct can be directly introduced from the third air duct 103a. That is, at least part of the working gas entering the second air duct is allowed to not come from the first air duct. This reduces energy consumption while achieving the defogging effect. Furthermore, when the cooling core 101 is not working, the working gas can be transported from the third air duct 103a to the second air duct. The resistance provided by the cooling core 101 to the working gas entering the second air duct is relatively small, which allows the vehicle air conditioning device 100 provided by this application to reduce the flow resistance of the working gas. Based on this scheme, the air volume provided by the vehicle air conditioning device can also be increased.

[0105] As an illustration of a specific application scenario, in related technologies, vehicle air conditioning systems often involve the simultaneous operation of the evaporator core and the heating core. For example, when used in an environment with an ambient temperature of 15°C and a relative humidity of 100%, or when the temperature difference between multiple temperature zones in the passenger compartment is set to be greater than 4°C, the air needs to be cooled by the evaporator core to bring the temperature down to between 3-8°C. At this point, the air enthalpy is low, and it needs to be heated by the heating core to a comfortable temperature of 22-25°C. In other words, when it is necessary to dehumidify the air before heating it and delivering it to the passenger compartment, the air needs to be cooled first and then heated. This makes the energy consumption of the vehicle's air conditioning system very high.

[0106] In this application, for these operating conditions, a third air duct can be used to bypass the cooling core 101 and introduce some air from the environment. The temperature of this air is equal to or close to that of the ambient air outside the vehicle, and its enthalpy is generally higher than that of the air after cooling. Thus, this application utilizes the enthalpy of this air. Except in situations where high-intensity dehumidification is required, for other operating conditions where the cooling core 101 and the heat exchange core 102 need to operate simultaneously, the cooling core 101 and the heat exchange core 102 do not need to operate simultaneously. In other words, the air before heating does not need to be completely cooled, thereby reducing the energy consumption of the cooling core 101 during operation.

[0107] Understandably, in a vehicle, ambient air is often driven by a blower to flow into the housing 103. This application, by providing a third air duct 103a, can reduce the flow resistance of ambient air during air intake in some situations, thereby reducing the load on the blower and increasing the air volume supplied by the vehicle air conditioning unit 100 to the vehicle. Under the same air volume requirement, the blower speed can be reduced, while also reducing the risk of wind noise.

[0108] This application, by setting up a heat exchange flow path for the gaseous working medium consisting of a first air duct, a second air duct, and a third air duct 103a, enables the configuration of different methods for the gaseous working medium to enter the interior of the housing 103, as well as for different operating conditions such as cooling, heating, and dehumidification. This allows the housing 103 to have multiple different air intake states, corresponding to the flexible use of the first, second, and third air ducts 103a for appropriate heat treatment of the gaseous working medium. The following will mainly describe some air intake methods inside the housing 103 of this application. In the following text, the gaseous working medium entering the housing 103 through the first air duct (cooled) is defined as cold air, the gaseous working medium entering the housing 103 through the second air duct is defined as ambient temperature air, and the gaseous working medium being heated through the third air duct 103a is defined as hot air. It should be noted that the definitions of cold air, ambient temperature air, and hot air are for ease of description and are not limitations on the actual temperature of the cold air, ambient temperature air, and hot air themselves.

[0109] In some embodiments, refer to Figure 4 As shown, the housing 103 has at least a first air intake state; wherein, when the housing 103 is in the first air intake state, the first air duct is disconnected from the second air duct, and the second air duct is connected to the third air duct 103a to heat the gaseous working fluid. At this time, room temperature air enters the housing 103 and is heated by the heat exchange core 102 to form hot air. The air intake of the housing 103 does not pass through the cooling core 101, which reduces flow resistance and energy consumption.

[0110] It should be noted that the definition of the first air duct being disconnected from other air ducts in this application can be defined in two ways. Firstly, it can be defined as the absence of ambient gas flow between the first air duct and other air ducts. For example, a valve can be installed on the first air duct to directly prevent ambient gas from flowing from the first air duct to other air ducts. Secondly, considering that the cooling core 101 is often specifically configured as an evaporator or similar device during use, the definition of the first air duct being disconnected from other air ducts can also be defined as the cooling core 101 not operating. For example, when the cooling core 101 is configured as a vehicle-mounted evaporator, the disconnection between the first air duct and the second air duct can be defined as the vehicle-mounted evaporator not operating. That is, ambient gas outside the housing 103 flows into the housing 103 without being cooled by the evaporator. In this case, the space inside the vehicle-mounted evaporator for ambient gas to pass through may be connected to the interior of the housing 103, but it is not cooled by the vehicle-mounted evaporator. Based on the inventive concept of this application, this situation can still be defined as the first air duct being disconnected from the second air duct.

[0111] In some embodiments, refer to Figure 5 As shown, the enclosure 103 also has a second air intake state; when the enclosure 103 is in the second air intake state, both the first air duct and the third air duct 103a are connected to the second air duct. At this time, a portion of the ambient gas passing through the second air duct is at room temperature, which can reduce the airflow of the cooling core, reduce flow resistance and power consumption, and increase the airflow of the enclosure 103. Another portion of the ambient gas is cooled and dehumidified by the cooling core 101, which can prevent the air entering the passenger compartment from being too dry and reduce the power consumption of the subsequent dehumidification and condensate.

[0112] In some embodiments, refer to Figure 6 As shown, the housing 103 also has a third air intake state; when the housing 103 is in the third air intake state, the second air duct and the third air duct 103a are disconnected, and the first air duct and the second air duct are connected to heat and dehumidify the working gas. In this air intake state, the ambient gas is cooled by the cooling core 101 and then heated by the heat exchange core 102, resulting in relatively high energy consumption. It is generally used in situations with relatively high humidity and requiring large-volume or rapid dehumidification.

[0113] In some embodiments, refer to Figure 4 and Figure 7 As shown, the housing 103 also includes an air supply duct 103b. The air supply duct 103b is connected to the heat exchange flow path. The housing 103 also has a fourth air intake state; when the housing 103 is in the fourth air intake state, both the first and third air ducts 103a are disconnected from the second air duct, and the first air duct is connected to the air supply duct 103b to cool the gaseous working fluid. This operating condition is used to cool the gaseous working fluid to meet the vehicle's cooling requirements.

[0114] By further configuring the air supply duct 103b connected to the heat exchange flow path, this application can further configure the ambient gas entering the housing 103 to bypass or only partially bypass the second air duct. In usage scenarios such as vehicle refrigeration, the ambient gas can at least partially bypass the second air duct, thereby further reducing flow resistance. (Refer to...) Figure 8 As shown, the housing 103 can also be further configured to have a fifth air intake state. In this fifth air intake state, at least two of the ambient temperature air, cold air, and hot air converge in the air supply duct 103b, thereby achieving some further usage effects. For example, in refrigeration scenarios where the required cooling capacity of a vehicle is relatively small (as an example, consider the scenario where the temperature difference between the passenger compartment and the ambient temperature is small after cooling), the ambient temperature air and cold air can be mixed to regulate the temperature of the ambient gas that ultimately flows to the part of the vehicle that needs cooling. In this case, the ambient gas only partially passes through the cooling core 101, which can also reduce flow resistance and power consumption.

[0115] In the specific solution, the user can switch the air intake states of the box 103 according to the actual needs of cooling, heating and dehumidifying the gas working fluid. The switching of the air intake states of the box 103 can be achieved, for example, by controlling the opening and closing of the air ducts.

[0116] In some embodiments, refer to Figure 2 and Figure 9 As shown, the vehicle air conditioning unit 100 also includes a first-type air duct switch 104. The first-type air duct switch 104 is located at the third air duct 103a to control the flow of the gaseous working fluid through the third air duct 103a. By controlling the opening and closing of the third air duct 103a through the first-type air duct switch 104, the flow of the gaseous working fluid through the third air duct 103a can be selectively controlled, thereby achieving different working effects. For example, when the ambient humidity is relatively low, the first-type air duct switch 104 can be used to close the third air duct 103a. At this time, the gaseous working fluid entering the second air duct is supplied by the first air duct, resulting in a better dehumidification effect. Furthermore, by using the first-type air duct switch 104 to at least partially open the third air duct 103a, some of the gaseous working fluid can enter the second air duct from the third air duct 103a, reducing energy consumption during dehumidification.

[0117] In a specific design, the first type of duct switch 104 can be configured as a butterfly valve, for example. The butterfly valve's operation controls the on / off state of the third duct 103a and the degree of opening of the third duct 103a (hereinafter referred to as the opening degree of the third duct 103a). The working principle of the butterfly valve controlling the opening degree of the third duct 103a through its own structure will not be elaborated here.

[0118] In some embodiments, refer to Figure 2 and Figure 9As shown, the vehicle air conditioning unit 100 also includes a second type of air duct switch 105. The second type of air duct switch 105 is used to control the flow of the gaseous working fluid from the first or third air duct 103a to the second air duct. That is, by setting the second type of air duct switch 105, the flow of the gaseous working fluid to the second air duct is controlled. When heating of the gaseous working fluid is required, the second type of air duct switch 105 can be adjusted to allow the gaseous working fluid transported from the first or third air duct 103a to flow to the third air duct 103a, and the heat exchange core 102 can be used to heat the third air duct 103a. When the vehicle needs air supply or cooling, the second type of air duct switch 105 can be adjusted to disconnect the first and third air ducts 103a from the second air duct, and the gaseous working fluid transported from the first or third air duct 103a can be output from other locations to achieve the air supply or cooling function.

[0119] In some embodiments, the second type of duct switch 105 includes: a first type of driven member 105a and a first type of driving member 105b. The first type of driven member 105a is movably disposed at the second duct to have at least a connecting position that connects the second duct to the first duct and / or the third duct 103a, and a blocking position that disconnects the second duct from the first duct and the third duct 103a respectively. That is, the control of the connection and disconnection between the first duct and the third duct 103a and the second duct is achieved through the movement of the first type of driven member 105a. For example, refer to… Figure 9 and Figure 10 As shown, the first type of driven component 105a can be configured as a slide plate disposed inside the housing 103 and located upstream of the second air duct. The slide plate is simultaneously located downstream of both the first air duct and the third air duct 103a. Thus, when the slide plate moves, it can close the upstream of the second air duct, thereby enabling the first air duct and the third air duct 103a to connect with the second air duct respectively.

[0120] Reference Figure 9 and Figure 10 As shown, the first type of driving member 105b is connected to the driven member to drive the driven member to move relative to the housing 103. Specifically, the first type of driving member 105b can be, for example, a gear rotatably mounted on the housing 103. Correspondingly, a rack meshing with the gear can be configured on the first type of driven member 105a, so that when the gear rotates, it can drive the rack to slide, realizing the movement of the first type of driven member 105a between the connected position and the blocked position. Of course, the first type of driving member 105b can also take various specific forms, such as a slider slidably mounted inside the housing 103, or an electromagnet mounted on the housing 103 that has a magnetic attraction effect on the first type of driven member 105a, as long as it can drive the first type of driven member 105a to move through its own state changes. It is understood that the first type of driving member 105b can be driven by, for example, a motor, an electric telescopic rod, etc., to realize its own state changes. Those skilled in the art can flexibly configure it as needed, which will not be elaborated here.

[0121] In some embodiments, at least two third air ducts 103a are provided on the housing 103. The at least two third air ducts 103a are respectively disposed on both sides of the cooling core 101. For example, referring to… Figure 1 , Figure 2 and Figure 4 As shown, a third air duct 103a is provided on each side of the cooling core 101. Correspondingly, two heat exchange cores 102 and two second-type air duct switches 105 can be further configured. In this way, by setting more third air ducts 103a, heat exchange cores 102, etc., the flow rate of the gas working medium entering the second air duct without passing through the first air duct can be adjusted more flexibly. The outlet position of the gas working medium output from each second air duct can be configured to flow to different areas of the vehicle, so as to achieve heating of different areas of the vehicle to meet different usage needs of the vehicle.

[0122] In this embodiment, refer to Figure 4 and Figure 9 As shown. A limiting member 105c can be further configured upstream of the second air ducts of the two heat exchange cores 102, separating the second air ducts of the two heat exchange cores 102. When the slide plate, acting as the first type of driven member 105a, moves to the blocking position, it can contact the limiting member 105c to close the corresponding second air duct. That is, the limiting member 105c can be used as a structure to limit the slide plate, while simultaneously separating different second air ducts to allow the gas working medium to be heated to different temperatures using different second air ducts. Furthermore, different heat exchange cores 102 can heat different gas working media to different temperatures, meeting the user's different needs for the gas working medium.

[0123] Based on the use of the first, second, and third air ducts to achieve air intake and dehumidification, cooling, and heating of the enclosure, this application can configure multiple air outlets on the enclosure leading to different parts of the enclosure, so that the working gas can flow to different parts of the vehicle to achieve the corresponding functions.

[0124] In some embodiments, refer to Figure 1 , Figure 2 and Figure 4As shown, the housing 103 also includes a first type of air outlet 106. The first type of air outlet 106 is configured to be located downstream of the second air duct in the heat exchange flow path, and is used to deliver the gaseous working fluid to the vehicle's cabin. The air supply duct 103b communicates with the first type of air outlet 106, and the first type of air duct and / or the third type of air duct are connected to the first type of air outlet 106 via the air supply duct 103b. Specifically, the first type of air outlet 106 may be configured to connect to the interior of the vehicle cabin, or more specifically, to connect to the vicinity of a seat in the vehicle, for delivering the gaseous working fluid to the vicinity of the face of the occupants (for ease of description, the first type of air outlet 106 will be referred to as a "face-blowing air outlet"). Of course, multiple face-blowing air outlets can be configured, corresponding to different seats in the vehicle.

[0125] In this way, the first type of air duct, the second type of air duct, and the third type of air duct are connected to the air outlet for blowing on the face, so as to deliver cold air, uncooled or unheated gaseous working medium (hereinafter referred to as "normal temperature air"), or hot air to the area near the face of the people in the vehicle, in order to meet the usage needs.

[0126] In some embodiments, refer to Figure 1 , Figure 2 and Figure 4 As shown, the enclosure also includes a second type of air outlet 107. This second type of air outlet 107 is configured to be located downstream of the second air duct in the heat exchange flow path, and is used to deliver the working gas to the outside of the vehicle's cabin. The second type of air outlet 107 is connected to the air supply duct 103b. Using this design, hot air delivered by the second air duct can be blown towards the second type of air outlet 107, and the hot air blown out by the second type of air outlet 107 can be used for defrosting or other operations on vehicle components. It is understood that cold air or room temperature air delivered from the air supply duct 103b can also be delivered through the second type of air outlet 107. By further configuring the second type of air outlet 107 to connect to external pipelines, the airflow can be delivered to structures such as batteries and engines to achieve functions such as heat dissipation for these structures.

[0127] In some embodiments, refer to Figure 1 , Figure 2 and Figure 4As shown, the housing 103 also includes a third type of air outlet 109. The third type of air outlet 109 is configured downstream of the second air duct in the heat exchange flow path, and is used to deliver the working gas to the vehicle's cabin. The first type of air outlet 106 and the third type of air outlet 109 are located at different positions within the housing 103. Specifically, the third type of air outlet 109 can be configured, for example, to deliver air to the feet of occupants inside the vehicle; that is, the position where the third type of air outlet 109 connects to the cabin can be configured below the position where the first type of air outlet 106 connects to the cabin. For ease of description and understanding, the third type of air outlet 109 will be referred to as the "foot air outlet" below. It is understood that the descriptions of "foot air outlet" and "face air outlet" in this application should be considered as exemplary illustrations of the relative positional relationship between the first type of air outlet 106 and the third type of air outlet 109, and should not be considered as the sole limitation on their actual function and specific location.

[0128] As a specific implementation plan, the number of foot vents and face vents can be installed in different locations within the vehicle cabin, depending on factors such as the number of seats. For example, refer to... Figure 4 As shown, for a four-seat vehicle, the facial air vents include a first facial air vent 106a and a second facial air vent 106b, which respectively supply air to the driver's seat and the passenger seat at relatively higher positions. The foot air vents include a first foot air vent 109a, a second foot air vent 109b, a third foot air vent 109c, and a fourth foot air vent 109d, which respectively supply air to the driver's seat, the passenger seat, and the two rear seats at relatively lower positions.

[0129] As another specific implementation plan, corresponding air vents can also be installed near the driver's seat, passenger seat, and rear seats of the vehicle. For example, refer to... Figure 11 As shown, the first type of air outlet 106 includes a first front cabin air outlet 106c and a second front cabin air outlet 106d, which respectively supply air to the driver's seat and the passenger seat. Correspondingly, the third type of air outlet 109 includes a first rear cabin air outlet 109e and a second rear cabin air outlet 109f, which respectively supply air to the two rear seats.

[0130] This application, by configuring different air outlets, adapts to supplying air to different parts of the vehicle. Through the configuration of different air outlets, air supply channels, and the switching on and off of heat exchange paths, the vehicle air conditioning unit 100 can have multiple air supply states, realizing functions such as vehicle defrosting, passenger compartment cooling, and passenger compartment heating. The following will mainly describe some of the air supply methods provided to the vehicle when the vehicle air conditioning unit 100 provided by this application is integrated into the vehicle.

[0131] In some embodiments, the housing 103 also has a first air outlet state. When the housing 103 is in the first air outlet state, both the first type of air outlet 106 and the third type of air outlet 109 are disconnected from the air supply channel 103b, while the second type of air outlet 107 is connected to the air supply channel 103b. Using this scheme, in conjunction with the heat exchange core 102 heating the gaseous working fluid, the heated gaseous working fluid can be discharged to the parts of the vehicle to be defrosted, thus achieving the vehicle defrosting function.

[0132] In some embodiments, the housing 103 also has a second air outlet state. When the housing 103 is in the second air outlet state, both the second type of air outlet 107 and the third type of air outlet 109 are disconnected from the air supply channel 103b, while the first type of air outlet 106 is connected to the air supply channel 103b. Using this solution, air can be supplied to the seats in the vehicle near the user's face, and in conjunction with the various air inlet states of the housing 103, functions such as cooling, heating, and defogging of the vehicle cabin can be achieved.

[0133] In some embodiments, the housing 103 also has a third air outlet state. When the housing 103 is in the third air outlet state, the first type of air outlet 106 and the second type of air outlet 107 are both disconnected from the air supply channel 103b, and the third type of air outlet 109 is connected to the air supply channel 103b. Using this scheme, air can be supplied to the area near the user's feet at the seats in the vehicle, and in conjunction with the various air intake states of the housing 103, functions such as cooling, heating, and defogging of the vehicle cabin can be achieved.

[0134] In some embodiments, the housing 103 also has a fourth air outlet state. When the housing 103 is in the fourth air outlet state, the third type of air outlet 109 is disconnected from the air supply channel 103b, while the first type of air outlet 106 and the second type of air outlet 107 are both connected to the air supply channel 103b. Referring to the description of the first and second air outlet states, this scheme can realize the functions of vehicle defrosting and air supply to the user's face.

[0135] In some embodiments, the housing 103 also has a fifth air outlet state. When the housing 103 is in the fifth air outlet state, the second type of air outlet 107 is disconnected from the air supply channel 103b, and the first type of air outlet 106 and the third type of air outlet 109 are both connected to the air supply channel 103b. Referring to the description of the first and third air outlet states, this scheme can realize the functions of vehicle defrosting and air supply to the user's footsteps.

[0136] In some embodiments, the housing 103 also has a sixth air outlet state. When the housing 103 is in the sixth air outlet state, the first type of air outlet 106 is disconnected from the air supply channel 103b, while the second type of air outlet 107 and the third type of air outlet 109 are both connected to the air supply channel 103b. Referring to the description of the second and third air outlet states, this scheme can achieve the function of supplying air to the user's face and feet.

[0137] In some embodiments, the housing 103 also has a seventh air outlet state. When the housing 103 is in the seventh air outlet state, the first type of air outlet 106, the second type of air outlet 107, and the third type of air outlet 109 are all connected to the air supply channel 103b. Referring to the description of the first, second, and third air outlet states, this scheme can realize the functions of vehicle defrosting and air supply to the user's face and feet.

[0138] In the specific solution, the user can switch the air outlet states of the box 103 according to the needs of vehicle defrosting, cabin cooling, cabin heating and dehumidification. The switching of the air outlet states of the box 103 can be achieved by controlling the on / off of each air duct, or by controlling the on / off of each air outlet and the air supply channel 103b.

[0139] In some embodiments, refer to Figure 2 and Figure 12 As shown, the vehicle air conditioning unit 100 also includes a third type of air duct switch 108. The third type of air duct switch 108 is used to control the connection and disconnection between the first type of air outlet 106 and / or the second type of air outlet 107 and the air supply channel 103b. That is, by configuring the second type of air duct switch 105, the subsequent flow direction of the gas working medium in the air supply channel 103b or the second air duct can be realized to achieve different functions.

[0140] In some embodiments, refer to Figure 12 and Figure 13 As shown, the third type of air duct switch 108 includes: a second type of driven member 108a and a second type of driven member 108b.

[0141] The second type of driven member 108a is movably disposed within the air supply channel 103b, having at least a first movable position relative to the housing that connects the first type of air outlet 106 and the air supply channel 103b, and a second movable position that connects the second type of air outlet 107 and the air supply channel 103b. The second type of driving member 108b is connected to the second type of driven member 108a to drive the second type of driven member 108a to move relative to the housing 103.

[0142] Similar to the aforementioned first type of driving member 105b and first type of driven member 105a, the second type of driven member 108a can also be configured as a slider slidably disposed within the housing 103. The second type of driving member 108b is configured as a gear that meshes with a rack and pinion on the slider. The gear is driven by a motor or other means to move the second type of driven member 108a. At this time, the second type of driven member 108a, through its own movement, blocks the flow of the gaseous working fluid to the first type of air outlet 106 or the second type of air outlet 107, or, the second type of driven member 108a moves to the space between the first type of air outlet 106 and the second type of air outlet 107, allowing the gaseous working fluid to flow simultaneously to both the second type of air outlet 107 and the third type of air outlet 109, thereby adjusting the flow direction of the gaseous working fluid.

[0143] In some embodiments, refer to Figure 2 and Figure 12 As shown, the vehicle air conditioning unit 100 also includes a fourth type of air duct switch 110. The fourth type of air duct switch 110 is used to control the connection and disconnection between the first type of air outlet 106 and / or the third type of air outlet 109 and the air supply channel 103b. Specifically, by setting the fourth type of air duct switch 110, the flow of the gaseous working fluid to the foot vents and / or face vents is controlled, thereby achieving air supply to different locations within the vehicle cabin.

[0144] In some embodiments, refer to Figure 12 and Figure 13 As shown, the fourth type of air duct switch 110 includes a third type of driven member 110a and a third type of driving member 110b. The third type of driven member 110a is movably disposed within the air supply duct 103b, having at least a third movable position relative to the housing that connects the first type of air outlet 106 and the air supply duct 103b, and a fourth movable position that connects the third type of air outlet 109 and the air supply duct 103b. The third type of driving member 110b is connected to the third type of driven member 110a to drive the third type of driven member 110a to move relative to the housing 103.

[0145] Similar to the second type of driving member 108b and the second type of driven member 108a mentioned above, the third type of driven member 110a can also be configured as a slider slidably disposed within the housing 103. The third type of driving member 110b is configured as a gear that meshes with a rack and pinion on the slider. The gear is driven by a motor or other means to move the third type of driven member 110a. At this time, the third type of driven member 110a blocks the flow of gaseous working fluid to the first type of air outlet 106 or the third type of air outlet 109 by its own movement, or the third type of driven member 110a moves to the space between the first type of air outlet 106 and the third type of air outlet 109, allowing the gaseous working fluid to flow to both the first type of air outlet 106 and the third type of air outlet 109 simultaneously, thereby adjusting the flow direction of the gaseous working fluid.

[0146] Understandably, by configuring foot and face air vents and controlling their respective on / off states, precise airflow to different areas of the vehicle can be achieved. Furthermore, by further restricting the flow direction of the gas medium and controlling the cooling and heating temperatures, different temperatures and airflow rates can be delivered to the face and foot air vents, better meeting user needs.

[0147] In some embodiments, refer to Figure 2 , Figure 4 and Figure 12 As shown, the vehicle air conditioning unit 100 also includes a fifth type of air duct switch 111. The fifth type of air duct switch 111 is disposed within the air supply duct 103b and is used to control the on / off state of the first type of air outlet 106 and the third type of air outlet 109. That is, by setting up the fifth type of air supply duct 103b, the connection between the first type of air outlet 106 and the third type of air outlet 109 through the air supply duct 103b is controlled. This configuration allows the working gas at the first type of air outlet 106 and the third type of air outlet 109 to be configured separately.

[0148] In some embodiments, refer to Figure 12 and Figure 14 As shown, the fifth type of air duct switch 111 includes a fourth type of driven member 111a and a fourth type of driving member 111b. The fourth type of driven member 111a is movably disposed within the air supply duct 103b, having at least a fifth movable position relative to the housing 103 that connects the first type of air outlet 106 and the third type of air outlet 109, and a sixth movable position that disconnects the first type of air outlet 106 and the third type of air outlet 109. The fourth type of driving member 111b is connected to the fourth type of driven member 111a to drive the fourth type of driven member 111a to move relative to the housing 103.

[0149] Similar to the aforementioned third type of driving member 110b and third type of driven member 110a, the fourth type of driven member 111a can also be configured as a slider slidably disposed within the housing 103. The fourth type of driving member 111b is configured as a gear that meshes with a rack and pinion mounted on the slider. The gear is driven by a motor or other means to move the fourth type of driven member 111a. When the fourth type of driven member 111a moves to the sixth active position, it blocks the flow of the gaseous working medium between the first type of air outlet 106 and the third type of air outlet 109 through its own movement.

[0150] In the specific plan, refer to Figure 14 As shown, the air supply channel 103b is divided into a first sub-channel 103c and a second sub-channel 103d by a fourth type of driven member 111a. The first and second type air supply outlets are connected to the first sub-channel 103c. The third type air supply outlet is connected to the second sub-channel 103d. When the fourth type of driven member 111a is in the fifth active position, the first sub-channel 103c and the second sub-channel 103d are connected via a first air duct switch. When the fourth type of driven member 111a is in the sixth active position, the first sub-channel 103c and the second sub-channel 103d are disconnected via the first air duct switch.

[0151] In this scheme, the first sub-channel 103c can independently supply gaseous working fluid to the first and second type of air outlets, and the second sub-channel 103d can independently supply gaseous working fluid to the third type of air outlet. By controlling the activity of the fourth type of driving component 111b, the first sub-channel 103c and the second sub-channel 103d can also be interconnected to jointly supply gaseous working fluid to the first, second, and third type of air outlets. This allows for flexible configuration of parameters such as the temperature of the gaseous working fluid at each outlet according to user needs. Specifically, when used in conjunction with the aforementioned arrangement of multiple third air ducts 103a and multiple heat exchange cores 102, some of the heat exchange cores 102 and third air ducts 103a can be connected to the first sub-channel 103c, and some of the heat exchange cores 102 and third air ducts 103a can be connected to the second sub-channel 103d, thereby achieving individual adjustment of the gaseous working fluid within the first sub-channel 103c and the second sub-channel 103d. When used in conjunction with the fifth-class air duct switch 111, it enables independent control of the air temperature and air volume of the face air outlet and the foot air outlet.

[0152] In some embodiments, refer to Figure 3As shown, the housing 103 is also equipped with a drain port 103e. The drain port 103e is configured to drain the liquid inside the housing 103. In a specific embodiment, when the cooling core 101 dehumidifies the gaseous working fluid, the moisture in the gaseous working fluid condenses. The drain port 103e facilitates the discharge of the condensed moisture out of the housing 103. In a more specific embodiment, when the vehicle air conditioning unit 100 is integrated into the vehicle, the drain port 103e can be positioned below the cooling core 101, which is beneficial for the discharge of condensed moisture.

[0153] According to the second aspect of this application, referring to Figure 15 As shown, this application provides a method for controlling an in-vehicle air conditioner, including:

[0154] S100. Based on the external environmental parameters of the vehicle compartment, control the opening of the air inlet channel on the box body for the gaseous working medium from the external environment of the vehicle compartment to enter the box body, so as to adjust the relative amount of gaseous working medium entering the box body through the air inlet channel and gaseous working medium entering the box body through the cooling core.

[0155] The vehicle air conditioning control method provided in this application, by configuring the opening of the air inlet channel, allows the working gas to flow from the cooling core to the heat exchange core without completely passing through it, which helps to reduce energy consumption. At the same time, in usage scenarios where dehumidification of the working gas is not required, the working gas flows directly from the air inlet channel into the housing and then into the heat exchange core, which helps to reduce the flow resistance of the working gas.

[0156] In some embodiments, the external environmental parameters of the vehicle cabin include the temperature and relative humidity of the external environment. The specific methods for detecting the temperature and relative humidity of the external environment can be implemented, for example, by using temperature sensors and humidity sensors on the vehicle, along with an onboard controller electrically connected to them. Those skilled in the art can flexibly configure these methods according to specific needs. The specific detection methods for external environmental parameters are not the main focus of this application, therefore, they will not be elaborated upon here.

[0157] According to the third aspect of this application, referring to Figure 16 As shown, a vehicle 10 is also provided, including the aforementioned vehicle air conditioning device 100, or a control method for implementing the aforementioned vehicle air conditioning. The vehicle 10 provided in this application has all the beneficial effects of the aforementioned vehicle air conditioning device 100 or vehicle air conditioning control method, which will not be elaborated upon here.

[0158] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0159] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0160] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0161] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle air conditioning unit (100), characterized in that, include: The cooling core (101) has a first air duct for cooling the gaseous working fluid; The heat exchange core (102) has a second air duct for heating the gaseous working fluid; The housing (103) has a third air duct (103a) through which the gaseous working medium passes; In the heat exchange flow path for the gas working medium to flow, which is composed of the first air duct, the second air duct and the third air duct (103a), the first air duct and the third air duct (103a) are respectively arranged upstream of the second air duct, so that the gas working medium selectively flows from the first air duct and / or the third air duct (103a) to the second air duct.

2. The vehicle air conditioning device (100) according to claim 1, characterized in that, The housing (103) has at least a first air intake state; When the housing (103) is in the first air intake state, the first air duct is disconnected from the second air duct, and the second air duct is connected to the third air duct (103a) to heat the gas working fluid.

3. The vehicle air conditioning device (100) according to claim 1, characterized in that, The housing (103) also has a second air intake state; When the housing (103) is in the second air intake state, both the first air duct and the third air duct (103a) are connected to the second air duct.

4. The vehicle air conditioning device (100) according to claim 1, characterized in that, The housing (103) also has a third air intake state; When the housing (103) is in the third air intake state, the second air duct is disconnected from the third air duct (103a), and the first air duct is connected to the second air duct to dehumidify and heat the gas working fluid.

5. The vehicle air conditioning device (100) according to claim 1, characterized in that, The housing (103) is also provided with: The air supply duct (103b) is connected to the heat exchange flow path; The housing (103) also has a fourth air intake state; when the housing (103) is in the fourth air intake state, the first air duct and the third air duct (103a) are disconnected from the second air duct, and the first air duct is connected to the air supply channel (103b) to cool the gaseous working fluid.

6. The vehicle air conditioning device (100) according to claim 5, characterized in that, The housing (103) is also provided with: The first type of air outlet (106) is configured to be located downstream of the second air duct in the heat exchange flow path for delivering the gaseous working fluid to the vehicle's cabin. The first type of air outlet (106) is connected to the air supply channel (103b).

7. The vehicle air conditioning device (100) according to claim 6, characterized in that, The housing (103) is also provided with: The second type of air outlet (107) is configured to be located downstream of the second air duct in the heat exchange flow path, and is used to deliver the gaseous working fluid to the outside of the vehicle's cabin; The second type of air outlet (107) is connected to the air supply channel (103b).

8. The vehicle air conditioning device according to claim 7, characterized in that, The housing (103) is also provided with: The third type of air outlet (109) is configured to be located downstream of the second air duct in the heat exchange flow path, for delivering the gaseous working fluid to the vehicle's cabin; The third type of air outlet (109) is connected to the air supply channel (103b), and the first type of air outlet (106) and the third type of air outlet (109) are located at different positions in the housing (103).

9. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a first air outlet state. When the housing (103) is in the first air outlet state, the first type of air outlet (106) and the third type of air outlet (109) are disconnected from the air supply channel (103b), and the second type of air outlet (107) is connected to the air supply channel (103b).

10. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a second air outlet state. When the housing (103) is in the second air outlet state, the second type of air outlet (107) and the third type of air outlet (109) are disconnected from the air supply channel (103b), and the first type of air outlet (106) is connected to the air supply channel (103b).

11. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a third air outlet state. When the housing (103) is in the third air outlet state, the first type of air outlet (106) and the second type of air outlet (107) are disconnected from the air supply channel (103b), and the third type of air outlet (109) is connected to the air supply channel (103b).

12. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a fourth air outlet state. When the housing (103) is in the fourth air outlet state, the third type of air outlet (109) is disconnected from the air supply channel (103b), and the first type of air outlet (106) and the second type of air outlet (107) are both connected to the air supply channel (103b).

13. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a fifth air outlet state. When the housing (103) is in the fifth air outlet state, the second type of air outlet (107) is disconnected from the air supply channel (103b), and the first type of air outlet (106) and the third type of air outlet (109) are both connected to the air supply channel (103b).

14. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a sixth air outlet state. When the housing (103) is in the sixth air outlet state, the first type of air outlet (106) is disconnected from the air supply channel (103b), and the second type of air outlet (107) and the third type of air outlet (109) are both connected to the air supply channel (103b).

15. The vehicle air conditioning device according to claim 8, characterized in that, The housing (103) also has a seventh air outlet state. When the housing (103) is in the seventh air outlet state, the first type of air outlet (106), the second type of air outlet (107) and the third type of air outlet (109) are all connected to the air supply channel (103b).

16. The vehicle air conditioning device according to claim 8, characterized in that, Also includes: The third type of air duct switch (108) is used to control the connection and disconnection between the first type of air outlet (106) and / or the second type of air outlet (107) and the air supply channel (103b).

17. The vehicle air conditioning unit (100) according to claim 16, characterized in that, The third type of duct switch (108) includes: The second type of driven member (108a) is movably disposed within the air supply channel (103b) to have at least a first movable position relative to the housing that connects the first type of air outlet (106) and the air supply channel (103b), and a second movable position that connects the second type of air outlet (107) and the air supply channel (103b). A second type of driving member (108b) is connected to the second type of driven member (108a) to drive the second type of driven member (108a) to move relative to the housing (103).

18. The vehicle air conditioning device (100) according to claim 8, characterized in that, Also includes: The fourth type of air duct switch (110) is used to control the connection and disconnection between the first type of air outlet (106) and / or the third type of air outlet (109) and the air supply channel (103b).

19. The vehicle air conditioning unit (100) according to claim 18, characterized in that, The fourth type of duct switch (110) includes: The third type of driven member (110a) is movably disposed within the air supply channel (103b) to have at least a third movable position relative to the housing that connects the first type of air outlet (106) and the air supply channel (103b), and a fourth movable position that connects the third type of air outlet (109) and the air supply channel (103b). A third type of driving member (110b) is connected to the third type of driven member (110a) to drive the third type of driven member (110a) to move relative to the housing (103).

20. The vehicle air conditioning device (100) according to claim 8, characterized in that, Also includes: A fifth type of air duct switch (111) is installed in the air supply duct (103b) and is used to control the opening and closing of the first type of air outlet (106) and the third type of air outlet (109).

21. The vehicle air conditioning device (100) according to claim 20, characterized in that, The fifth type of duct switch (111) includes: The fourth type of driven component (111a) is movably disposed within the air supply channel (103b) so as to have at least a fifth movable position relative to the housing (103) that connects the first type of air outlet (106) and the third type of air outlet (109), and a sixth movable position that disconnects the first type of air outlet (106) and the third type of air outlet (109); A fourth type of driving member (111b) is connected to the fourth type of driven member (111a) to drive the fourth type of driven member (111a) to move relative to the housing (103).

22. The vehicle air conditioning unit (100) according to claim 21, characterized in that, The air supply channel (103b) is divided into a first sub-channel (103c) and a second sub-channel (103d) by the fourth type of driven member (111a); the first type of air outlet and the second type of air outlet are connected to the first sub-channel (103c); the third type of air outlet is connected to the second sub-channel (103d); when the fourth type of driven member (111a) is in the fifth active position, the first sub-channel (103c) and the second sub-channel (103d) are connected through the first air duct switch; when the fourth type of driven member (111a) is in the sixth active position, the first sub-channel (103c) and the second sub-channel (103d) are disconnected through the first air duct switch.

23. The vehicle air conditioning device (100) according to any one of claims 1 to 22, characterized in that, Also includes: A first type of air duct switch (104) is provided at the third air duct (103a) to control the flow of the gaseous working medium at the third air duct (103a).

24. The vehicle air conditioning unit (100) according to claim 23, characterized in that, The first type of air duct switch (104) is configured as a butterfly valve.

25. The vehicle air conditioning device (100) according to any one of claims 1 to 22, characterized in that, Also includes: The second type of air duct switch (105) is used to control the flow of the gaseous working medium from the first air duct or the third air duct (103a) to the second air duct.

26. The vehicle air conditioning unit (100) according to claim 25, characterized in that, The second type of duct switch (105) includes: The first type of driven component (105a) is movably disposed at the second air duct to have at least a connecting position that connects the second air duct to the first air duct and / or the third air duct (103a), and a blocking position that disconnects the second air duct from the first air duct and the third air duct (103a) respectively. A first type of driving element (105b) is connected to the driven element to drive the driven element to move relative to the housing (103).

27. The vehicle air conditioning unit (100) according to any one of claims 1 to 22, characterized in that, The housing (103) is provided with at least two third air ducts (103a); the at least two third air ducts (103a) are respectively provided on both sides of the cooling core (101).

28. A method for controlling a vehicle air conditioner, characterized in that, include: Based on the external environmental parameters of the vehicle cabin, the opening of the air inlet channel on the box (103) for the gaseous working medium from the external environment of the vehicle cabin to enter the box (103) is controlled to adjust the relative amount of the gaseous working medium entering the box (103) through the air inlet channel and the gaseous working medium entering the box (103) through the cooling core (101).

29. The control method according to claim 28, characterized in that, The parameters of the external environment of the vehicle cabin include: temperature and relative humidity of the external environment of the vehicle cabin.

30. A vehicle (10), characterized in that, Includes the vehicle air conditioning device (100) as described in any one of claims 1 to 27, or the control method for implementing the vehicle air conditioning as described in any one of claims 28 to 29.

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