Air conditioning system and electric vehicle

Abstract

The utility model discloses an air conditioning system and an electric vehicle, and the air conditioning system comprises an indoor temperature adjusting unit, an enthalpy increasing unit and a battery temperature adjusting unit, the indoor temperature adjusting unit comprises a compressor, an indoor heat exchanger communicating with an exhaust port of the compressor, an outdoor heat exchanger communicating with an air inlet of the compressor and a first throttling element communicating between the indoor heat exchanger and the outdoor heat exchanger. The enthalpy increasing unit comprises an enthalpy increasing heat exchanger and a second throttling element, the enthalpy increasing heat exchanger comprises a first branch and a second branch, the indoor heat exchanger communicates with the first throttling element through the first branch, the first end of the second throttling element communicates between the first branch and the first end of the first throttling element, and the second end of the second throttling element communicates with the second branch. The second branch is communicated with an enthalpy increasing opening of the compressor; the battery temperature adjusting unit comprises a battery heat exchanger connected with the first throttling element in parallel, and the battery heat exchanger further communicates with an air inlet of the compressor. According to the air conditioning system, the effects of heating in the automobile and adjusting the temperature of the battery can be achieved at the same time.

Description

Technical Field

[0001] The utility model relates to the technical field of temperature control, in particular to an air conditioning system and an electric vehicle. Background Art

[0002] Electric vehicles have developed rapidly in recent years because they do not need to burn gasoline / diesel to generate power and have the advantages of environmental protection and energy saving.

[0003] In the process of implementing the utility model, the inventor found that there are at least the following problems in the prior art:

[0004] As the battery capacity and charging efficiency of electric vehicles increase, the heat generated by the batteries during operation is also increasing. Even when used in the cold winter, a thermal management system is needed for water cooling. The air-conditioning system that uses integrated battery cooling needs to heat the car in the cold winter, which will conflict with the battery cooling, thereby affecting the heating effect of the car or the battery cooling. Utility Model Content

[0005] In view of this, the utility model aims to provide an air conditioning system and an electric vehicle to improve the conflict between vehicle interior heating and battery heat dissipation in cold winter in the prior art.

[0006] In one aspect, the present application provides an air conditioning system, comprising:

[0007] An indoor temperature control unit comprises a compressor, an indoor heat exchanger, an outdoor heat exchanger and a first throttling element, wherein an exhaust port of the compressor is communicated with a first end of the indoor heat exchanger, a second end of the indoor heat exchanger is communicated with a first end of the first throttling element, a second end of the first throttling element is communicated with a first end of the outdoor heat exchanger, and a second end of the outdoor heat exchanger is communicated with an air inlet of the compressor;

[0008] An enthalpy increasing unit, comprising an enthalpy increasing heat exchanger and a second throttling element, wherein the enthalpy increasing heat exchanger comprises a first branch and a second branch which can exchange heat with each other, wherein the second end of the indoor heat exchanger is connected to the first end of the first throttling element through the first branch, the first end of the second throttling element is connected between the first branch and the first end of the first throttling element, the second end of the second throttling element is connected to the first end of the second branch, and the second end of the second branch is connected to the enthalpy increasing port of the compressor;

[0009] The battery temperature regulating unit comprises a battery heat exchanger arranged in parallel with the first throttling element, and the battery heat exchanger is also connected to the air inlet of the compressor.

[0010] In a possible design, the battery temperature control unit further includes a third throttling element, a first end of the third throttling element is connected to the first end of the first throttling element, and a second end of the third throttling element is connected to the battery heat exchanger.

[0011] In a possible design, the indoor temperature control unit also includes a four-way reversing valve, which has four connecting ports, two of which are respectively connected to the air inlet and exhaust port of the compressor, and the other two connecting ports are respectively connected to the first end of the indoor heat exchanger and the second end of the outdoor heat exchanger.

[0012] In a possible design, the battery temperature control unit also includes a first pipeline, a second pipeline, a first control valve and a second control valve, the first end of the first pipeline is connected between the second end of the first branch and the first end of the first throttling element, the first end of the second pipeline is connected between the second end of the first throttling element and the first end of the outdoor heat exchanger, the second end of the first pipeline and the second end of the second pipeline are both connected to the first end of the third throttling element, the first control valve is arranged in the first pipeline, and the second control valve is arranged in the second pipeline.

[0013] In one possible design, the air conditioning system includes a first operating mode and a second operating mode;

[0014] In the first working mode, the first end of the indoor heat exchanger is connected to the exhaust port of the compressor through the four-way reversing valve, the first pipeline is arranged in parallel with the first end of the first throttling element, and the battery heat exchanger is connected to the second end of the first branch through the first pipeline, so that when the refrigerant is discharged from the second end of the first branch and flows to the first throttling element, part of the refrigerant flows to the battery heat exchanger through the first pipeline;

[0015] In the second working mode, the second end of the outdoor heat exchanger is connected to the exhaust port of the compressor through the four-way reversing valve, the second pipeline is arranged in parallel with the second end of the first throttling element, and the battery heat exchanger is connected to the first end of the outdoor heat exchanger through the second pipeline, so that when the refrigerant is discharged from the first end of the outdoor heat exchanger and flows to the first throttling element, part of the refrigerant flows to the battery heat exchanger through the second pipeline.

[0016] In a possible design, the battery heat exchanger includes a refrigerant branch and a coolant branch that can exchange heat with each other, and both ends of the refrigerant branch are respectively connected to the third throttling element and the air inlet of the compressor.

[0017] In a possible design, the refrigerant branch and the coolant branch are arranged opposite to each other with a gap, so that a flow direction of the refrigerant in the refrigerant branch is opposite to a flow direction of the coolant in the coolant branch.

[0018] In a possible design, the first branch and the second branch are arranged relative to each other with a spacing therebetween, so that a flow direction of the refrigerant in the first branch is opposite to a flow direction of the refrigerant in the second branch.

[0019] In a possible design, the indoor temperature regulating unit further includes a drying filter, and two ends of the drying filter are respectively connected to the first end of the outdoor heat exchanger and the second end of the first throttling element; and / or

[0020] The indoor temperature regulating unit further comprises a gas-liquid separator, and two ends of the gas-liquid separator are respectively connected to the air inlet of the compressor and the second end of the outdoor heat exchanger.

[0021] On the other hand, the utility model also provides an electric vehicle, comprising the air conditioning system as described above.

[0022] Compared with the prior art, the technical solution provided by the utility model has at least the following beneficial effects:

[0023] The air conditioning system provided by the utility model can flow into the indoor heat exchanger after the refrigerant compressed by the compressor is discharged from the exhaust port, and then flow to the enthalpy-increasing heat exchanger after releasing the heat in the indoor heat exchanger, and then flow into the outdoor heat exchanger after being throttled by the first throttling element after being discharged from the enthalpy-increasing heat exchanger, and finally flow into the compressor, thereby achieving the effect of heating the vehicle. Since the battery heat exchanger is arranged in parallel with the first throttling element, part of the refrigeration is lost in the process of the refrigerant flowing from the enthalpy-increasing heat exchanger to the first throttling element. The refrigerant will flow to the battery heat exchanger, and the refrigerant will be used to assist the battery temperature regulation, thereby achieving the effects of heating the vehicle and regulating the battery temperature at the same time; and the enthalpy-increasing heat exchanger has a first branch and a second branch. After the refrigerant is discharged from the first branch, part of the refrigerant enters the second branch after being throttled by the second throttling element. The refrigerant in the second branch exchanges heat with the refrigerant in the first branch and then enters the compressor, forming an effect of replenishing air and increasing enthalpy, which can improve the performance of the compressor, enable it to work stably in a low temperature environment, and reduce the energy consumption of the compressor.

[0024] The electric vehicle provided by the utility model includes the air conditioning system, and thus has the same technical effect as the air conditioning system. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram of an air conditioning system provided by an embodiment of the utility model;

[0026] Figure 2 for Figure 1 A schematic diagram of the air conditioning system in the first working mode shown in FIG.

[0027] Figure 3 for Figure 1 A schematic diagram of the air conditioning system in the second working mode shown in FIG.

[0028] Figure 4 for Figure 1 The schematic diagram of the air conditioning system shown in FIG. 1 is when it is in the third operating mode.

[0029] In the figure: 10, air conditioning system; 12, compressor; 14, indoor heat exchanger; 16, outdoor heat exchanger; 17, first throttling element; 18, indoor fan; 20, outdoor fan; 22, enthalpy increase heat exchanger; 24, second throttling element; 26, first branch; 28, second branch; 30, battery heat exchanger; 31, third throttling element; 32, refrigerant branch; 34, coolant branch; 36, coolant inlet; 38, coolant outlet; 39, four-way reversing valve; 40, first pipeline; 42, second pipeline; 44, first control valve; 46, second control valve; 48, gas-liquid separator; 50, drying filter. DETAILED DESCRIPTION

[0030] The present invention is further described below in conjunction with the accompanying drawings and specific implementation methods. It should be noted that, under the premise of no conflict, the various embodiments or technical features described below can be arbitrarily combined to form a new embodiment.

[0031] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, inside, outside, top, bottom...) are only used to explain the relative position relationship between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0032] It should also be noted that when an element is referred to as being "fixed on" or "disposed on" another element, the element may be directly on the other element or there may be an intermediate element at the same time. When an element is referred to as being "connected to" another element, it may be directly connected to the other element or there may be an intermediate element at the same time.

[0033] See also Figures 1 to 4An air conditioning system 10 provided in an embodiment of the utility model can be applied to electric vehicles. The air conditioning system 10 includes an indoor temperature control unit, an enthalpy increasing unit, and a battery temperature control unit. The indoor temperature control unit is used to adjust the temperature inside the vehicle, the enthalpy increasing unit is used to form an air supplement and enthalpy increasing effect for the indoor temperature control unit, and the battery temperature control unit is used to assist the battery temperature control, that is, to assist the battery in heat dissipation or temperature increase. Specifically, in the utility model, the battery temperature control unit is used to assist the battery in heat dissipation.

[0034] The indoor temperature control unit includes a compressor 12, an indoor heat exchanger 14, an outdoor heat exchanger 16, and a first throttling element 17. The exhaust port of the compressor 12 is connected to the first end of the indoor heat exchanger 14, the second end of the indoor heat exchanger 14 is connected to the first end of the first throttling element 17, the second end of the first throttling element 17 is connected to the first end of the outdoor heat exchanger 16, and the second end of the outdoor heat exchanger 16 is connected to the air inlet of the compressor 12. The compressor 12 is used to compress the refrigerant into a high-temperature and high-pressure gas, and then discharge it from the exhaust port. The discharged refrigerant enters the indoor heat exchanger 14 and releases heat. The heat enters the vehicle and can increase the temperature inside the vehicle. The refrigerant after releasing heat flows from the indoor heat exchanger 14 to the first throttling element 17, enters the outdoor heat exchanger 16 after throttling by the first throttling element 17, absorbs heat at the outdoor heat exchanger 16, and then flows back to the compressor 12.

[0035] Preferably, the indoor temperature control unit also includes an indoor fan 18 corresponding to the indoor heat exchanger 14 and an outdoor fan 20 corresponding to the outdoor heat exchanger 16; the indoor fan 18 can make the air pass through the indoor heat exchanger 14 before entering the vehicle, so as to realize forced convection heat exchange between the indoor air and the indoor heat exchanger 14; the outdoor fan 20 can make the air pass through the outdoor heat exchanger 16 before moving to the outside of the vehicle, so as to realize forced convection heat exchange between the outdoor air and the outdoor heat exchanger 16.

[0036] The specific type of the first throttling element 17 is not limited, such as an expansion valve, a capillary tube, etc. In this embodiment, the first throttling element 17 is an electronic expansion valve, more specifically a two-way throttling electronic expansion valve.

[0037] The enthalpy increasing unit includes an enthalpy increasing heat exchanger 22 and a second throttling element 24. The enthalpy increasing heat exchanger 22 includes a first branch 26 and a second branch 28 that can exchange heat with each other. The second end of the indoor heat exchanger 14 is connected to the first end of the first throttling element 17 through the first branch 26, that is, the two ends of the first branch 26 are respectively connected to the second end of the indoor heat exchanger 14 and the first end of the first throttling element 17. The first end of the second throttling element 24 is connected between the first branch 26 and the first end of the first throttling element 17, for example, the first end of the second throttling element 24 is connected between the second end of the first branch 26 and the first end of the first throttling element 17, the second end of the second throttling element 24 is connected to the first end of the second branch 28, and the second end of the second branch 28 is connected to the enthalpy increasing port of the compressor 12. After the refrigerant compressed by the compressor 12 enters the indoor heat exchanger 14 and releases heat, it first flows into the first branch 26, then part of it flows to the first throttling element 17, and part of it flows to the second throttling element 24. After being throttled by the second throttling element 24, it flows into the second branch 28. The refrigerant in the first branch 26 and the refrigerant in the second branch 28 exchange heat during the flow process, so that the refrigerant in the first branch 26 further releases heat. The refrigerant in the second branch 28 flows into the compressor 12 through the enthalpy increase port, which forms an air replenishment and enthalpy increase effect on the compressor 12, which can improve the performance of the compressor 12, enable it to work stably in a low temperature environment, and reduce the energy consumption of the compressor 12.

[0038] The specific type of the second throttling element 24 is not limited, such as an expansion valve, a capillary tube, etc. In this embodiment, the second throttling element 24 is an electronic expansion valve.

[0039] The first branch 26 and the second branch 28 are arranged opposite to each other at intervals, so that the flow direction of the refrigeration element in the first branch 26 is opposite to the flow direction in the second branch 28. The refrigerant temperatures in the first branch 26 and the second branch 28 are different, so the refrigerant will exchange heat when flowing in the first branch 26 and the second branch 28, and the refrigerant in the first branch 26 will further release heat, while the refrigerant in the second branch 28 will absorb heat. Since the refrigerant in the first branch 26 and the second branch 28 flows in opposite directions, the refrigeration element in the first branch 26 and the refrigerant in the second branch 28 can exchange heat more fully.

[0040] The battery temperature control unit includes a battery heat exchanger 30, which is arranged in parallel with the first throttling element 17 and is connected to the air inlet of the compressor 12. After the refrigerant compressed by the compressor 12 is discharged from the exhaust port, it can flow into the indoor heat exchanger 14, and after releasing heat in the indoor heat exchanger 14, it flows to the first branch 26 of the enthalpy increase heat exchanger 22, and after being discharged from the first branch 26, it flows to the first throttling element 17, and after being throttled by the first throttling element 17, it flows into the outdoor heat exchanger 16, and absorbs heat at the outdoor heat exchanger 16, and finally flows into the compressor 23, so as to achieve the effect of heating the vehicle. Since the battery heat exchanger 30 is arranged in parallel with the first throttling element 17, and the battery heat exchanger 30 is also connected to the air inlet of the compressor 12, part of the refrigerant will flow to the battery heat exchanger 30 in the process of the refrigerant being discharged from the first branch 26 and flowing to the first throttling element 17, and the refrigerant is used to assist the battery in cooling, so as to achieve the effects of heating the vehicle and cooling the battery at the same time.

[0041] The specific type of the battery heat exchanger 30 is not limited. For example, it can be a plate heat exchanger or a cold plate. When the battery heat exchanger 30 is a plate heat exchanger, the refrigerant flowing through the battery heat exchanger 30 can exchange heat with the coolant used to cool the battery to achieve an auxiliary cooling effect. When the battery heat exchanger 30 is a cold plate, it can be directly attached to the outside of the battery. When the refrigerant flows through the battery heat exchanger 30, it takes away the heat from the battery surface. In this embodiment, the battery heat exchanger 30 is a plate heat exchanger.

[0042] The battery temperature control unit further includes a third throttling element 31, a first end of the third throttling element 31 is arranged in parallel with the first throttling element 17, that is, the first end of the third throttling element 31 is connected to the first end of the first throttling element 17, and the second end of the third throttling element 31 is connected to the battery heat exchanger 30. Before entering the battery heat exchanger 30, the refrigerant will first pass through the third throttling element 31, and the temperature will be reduced after throttling by the third throttling element 31, and then enter the battery heat exchanger 30 to enhance the effect of auxiliary battery heat dissipation.

[0043] The specific type of the third throttling element 31 is not limited, such as an expansion valve, a capillary tube, etc. In this embodiment, the third throttling element 31 is an electronic expansion valve.

[0044] The battery heat exchanger 30 includes a refrigerant branch 32 and a coolant branch 34 that can exchange heat with each other. The two ends of the refrigerant branch 32 are respectively connected to the third throttling element 31 and the air inlet of the compressor 12, so that the refrigerant after throttling by the third throttling element 31 enters the refrigerant branch 32 and can flow back into the compressor 12 from the refrigerant branch 32. The coolant branch 34 is arranged in parallel with the refrigerant branch 32 and is used to supply the coolant. The coolant is used to dissipate heat for the battery. The temperature of the coolant after heat exchange with the battery is relatively high, while the temperature of the refrigerant after throttling by the third throttling element 31 is relatively low. Therefore, the refrigerant in the refrigerant branch 32 will absorb the heat of the coolant in the coolant branch 34, calmly reduce the temperature of the coolant, and enhance the heat dissipation effect of the coolant on the battery, thereby playing an auxiliary effect of heat dissipation of the battery.

[0045] The refrigerant branch 32 and the coolant branch 34 are arranged opposite to each other at intervals, so that the flow direction of the refrigerant in the refrigerant branch 32 is opposite to the flow direction of the coolant in the coolant branch 34. Specifically, the coolant branch 34 has a coolant inlet 36 and a coolant outlet 38, and the refrigerant branch 32 has a refrigerant inlet and a refrigerant outlet. The coolant inlet 36 and the refrigerant outlet are located on the same side, and the coolant outlet 38 and the refrigerant inlet are located on the same side, so that the flow direction of the refrigerant in the refrigerant branch 32 is opposite to the flow direction of the coolant in the coolant branch 34, so that the refrigerant and the coolant can fully exchange heat, thereby improving the cooling effect on the coolant.

[0046] In one embodiment, the indoor temperature control unit further includes a four-way reversing valve 39, which has four connection ports, two of which are respectively connected to the air inlet and the air outlet of the compressor 12, and the other two are respectively connected to the first end of the indoor heat exchanger 14 and the second end of the outdoor heat exchanger 16. The four-way reversing valve 39 has a flow path switching effect, so that the exhaust port of the compressor 12 can be selectively connected to the first end of the indoor heat exchanger 14 or the second end of the outdoor heat exchanger 16, so as to achieve a heating or cooling effect on the vehicle interior environment.

[0047] When the air conditioning system is used to increase the temperature inside the vehicle, the exhaust port of the compressor 12 is connected to the first end of the indoor heat exchanger 14 through the four-way reversing valve 39, and the second end of the outdoor heat exchanger 16 is connected to the air inlet of the compressor 12 through the four-way reversing valve 39. At this time, the indoor heat exchanger 14 acts as a condenser, and the outdoor heat exchanger 16 acts as an evaporator. The refrigerant flows through the indoor heat exchanger 14, the enthalpy increase heat exchanger 22, the first throttling element 17, and the outdoor heat exchanger 16 in sequence, and releases heat at the indoor heat exchanger 14 and absorbs heat at the outdoor heat exchanger 16 to form a heating effect.

[0048] When the air conditioning system is used to lower the temperature inside the vehicle, the exhaust port of the compressor 12 is connected to the second end of the outdoor heat exchanger 16 through the four-way reversing valve 39, and the first end of the indoor heat exchanger 14 is connected to the air inlet of the compressor through the four-way reversing valve 39. At this time, the outdoor heat exchanger 16 acts as a condenser and the indoor heat exchanger 14 acts as an evaporator. The refrigerant flows through the outdoor heat exchanger 16, the first throttling element 17, the enthalpy increase heat exchanger 22 and the indoor heat exchanger 14 in sequence, and releases heat at the outdoor heat exchanger 16 and absorbs heat at the indoor heat exchanger 14 to form a cooling effect.

[0049] In one embodiment, the battery temperature regulating unit further includes a first pipeline 40, a second pipeline 42, a first control valve 44 and a second control valve 46. The first end of the first pipeline 40 is connected between the second end of the first branch 26 and the first end of the first throttling element 17, and the first end of the second pipeline 42 is connected to the first throttling element 17.

[0050] Between the second end of the flow element 17 and the first end of the outdoor heat exchanger 16, the second end of the first pipeline 40 and the second end of the second pipeline 42 are both connected to the first end of the third throttling element 31, that is, connected to the refrigerant branch 32, thereby forming a parallel effect. The first control valve 44 is installed on the first pipeline 40 to control the opening or closing of the first pipeline 40, and the second control valve 46 is installed on the second pipeline 42 to control the opening or closing of the second pipeline 42. When used for heating, after the refrigerant is discharged from the second end of the first branch 26, part of the refrigerant flows to the first throttling element 17, and part of the refrigerant flows to the battery heat exchanger 30 through the first pipeline 40. When used for cooling, after the refrigerant is discharged from the first end of the outdoor heat exchanger 16, part of the refrigerant flows to the first throttling element 17, and part of the refrigerant flows to the battery heat exchanger 30 through the second pipeline 42, so that the air conditioning system can assist the battery in heat dissipation in heating or cooling mode.

[0051] The specific types of the first control valve 44 and the second control valve 46 are not limited. In the present embodiment, the first control valve 44 and the second control valve 46 are both one-way valves for control.

[0052] like Figure 2As shown, the air conditioning system 10 includes a first working mode and a second working mode. In the first working mode, the first end of the indoor heat exchanger 14 is connected to the exhaust port of the compressor 12 through the four-way reversing valve 39, the first control valve 44 is in an open state, and the second control valve 46 is in a closed state. The battery heat exchanger 30 is connected to the second end of the first branch 26 through the first pipeline 40, so that when the refrigerant is discharged from the second end of the first branch 26 and flows to the first end of the first throttling element 17, part of the refrigerant flows to the battery heat exchanger 30 through the first pipeline 40 to assist the heat dissipation of the battery. In the first working mode, after the refrigerant compressed by the compressor 12 is discharged from the exhaust port, it first enters the indoor heat exchanger 14 through the four-way reversing valve 39 and releases heat. The indoor fan 18 drives the air to pass through the indoor heat exchanger 14 and then enter the room, forming a heating effect in the vehicle. After the refrigerant is discharged from the indoor heat exchanger 14, it flows into the first branch 26, and further releases heat at the first branch 26. After being discharged from the first branch 26, part of the refrigerant passes through the second throttling element 24 and enters the second branch 28, and finally flows into the compressor 12, forming an air replenishment and enthalpy increase effect. Part of the refrigerant passes through the first throttling element 17 and enters the outdoor heat exchanger 16, and absorbs heat at the outdoor heat exchanger 16. The outdoor fan 20 drives the air to pass through the outdoor heat exchanger 16 and blows it to the outside of the vehicle, and finally flows back to the compressor 12 through the four-way reversing valve 39, finally forming the effect of heating the vehicle and cooling the battery.

[0053] When only heating is needed for the interior of the vehicle and there is no demand for the battery, the third throttling element 31 can be closed or the first control valve 44 and the second control valve 46 can be closed simultaneously to prevent the refrigerant from flowing through the battery heat exchanger 30; when only cooling of the battery is needed and there is no demand for cooling in the vehicle, the first throttling element 17 and the second throttling element 24 can be closed.

[0054] like Figure 3As shown, in the second working mode, the second end of the outdoor heat exchanger 16 is connected to the exhaust port of the compressor 12 through the four-way reversing valve 39, the first end of the indoor heat exchanger 14 is connected to the air inlet of the compressor 12 through the four-way reversing valve 39, the second control valve 46 is in an open state, the first control valve 44 is in a closed state, and the battery heat exchanger 30 is connected to the first end of the outdoor heat exchanger 16 through the second pipeline 42, so that in the process of being discharged from the first end of the indoor heat exchanger 14 and flowing to the second end of the first throttling element 17, part of the refrigerant flows to the battery heat exchanger 30 through the second pipeline 42 to assist the battery in heat dissipation. In the second working mode, after the refrigerant compressed by the compressor 12 is discharged from the exhaust port, it first enters the outdoor heat exchanger 16 through the four-way reversing valve 39, releases heat at the outdoor heat exchanger 16, and the outdoor fan 20 drives the air to pass through the outdoor heat exchanger 16 and blows it to the outside of the vehicle. After the refrigerant is discharged from the outdoor heat exchanger 16, part of the refrigerant enters the battery heat exchanger 30 through the first pipeline 40 and the third throttling element 31 to assist the heat dissipation of the battery, and part of the refrigerant passes through the first throttling element 17 and flows into the first branch 26. At this time, the second throttling element 24 is in a closed state, so the refrigerant will not enter the second branch. After the refrigerant is discharged from the first branch 26, it enters the indoor heat exchanger 14 and absorbs heat at the indoor heat exchanger 14. The indoor fan 18 drives the air to pass through the indoor heat exchanger 14 and enter the vehicle, thereby forming a cooling effect on the vehicle. After the refrigerant is discharged from the indoor heat exchanger 14, it flows into the compressor 12 through the four-way reversing valve 39, and finally forms the effect of cooling the vehicle and the battery.

[0055] When cooling of the interior of the vehicle is required but the battery is not required, the third throttling element 31 can be closed or the first control valve 44 and the second control valve 46 can be closed simultaneously to prevent the refrigerant from flowing through the battery heat exchanger 30; when cooling of the battery is only required but the interior of the vehicle is not required, the first throttling element 17 can be closed.

[0056] like Figure 4 As shown, in one embodiment, the air conditioning system further includes a third working mode. The main difference between the third working mode and the second working mode is that the outdoor fan 20 is in a closed state, so the heat released by the refrigerant at the outdoor heat exchanger 16 can be used to remove frost on the surface of the outdoor heat exchanger 16, thereby achieving the effect of defrosting and battery heat dissipation. When there is no demand for the battery, the third throttling element 31 can be closed or the first control valve 44 and the second control valve 46 can be closed at the same time.

[0057] In one embodiment, the indoor temperature control unit further includes a gas-liquid separator 48 and a drying filter 50. The air inlet of the compressor 12 is communicated with a connection port of the four-way reversing valve 39 through the gas-liquid separator 48, and the two ends of the drying filter 50 are respectively communicated with the first end of the outdoor heat exchanger 16 and the second end of the first throttling element 17. The gas-liquid separator 48 can separate the refrigerant passing through, so that the liquid refrigerant and the liquid refrigerant are separated to prevent the liquid refrigerant from entering the compressor 12, and the drying filter 50 can dry and filter the refrigerant passing through. It can be understood that when the air conditioning system heats the interior of the vehicle, the two ends of the gas-liquid separator 48 are respectively communicated with the air inlet of the compressor 12 and the second end of the outdoor heat exchanger 16.

[0058] The utility model also provides an electric vehicle, comprising a battery and the above-mentioned air conditioning system, wherein the battery heat exchanger of the air conditioning system is thermally connected to the battery, that is, the battery heat exchanger can directly or indirectly perform heat exchange with the battery, thereby adjusting the temperature of the battery.

[0059] The above-mentioned implementation modes are only preferred implementation modes of the present invention, and cannot be used to limit the protection scope of the present invention. Any non-substantial changes and substitutions made by technicians in this field on the basis of the present invention shall fall within the scope of protection required by the present invention.

Claims

1. An air conditioning system, characterized in that: include: An indoor temperature control unit comprises a compressor, an indoor heat exchanger, an outdoor heat exchanger and a first throttling element, wherein an exhaust port of the compressor is communicated with a first end of the indoor heat exchanger, a second end of the indoor heat exchanger is communicated with a first end of the first throttling element, a second end of the first throttling element is communicated with a first end of the outdoor heat exchanger, and a second end of the outdoor heat exchanger is communicated with an air inlet of the compressor; An enthalpy increasing unit, comprising an enthalpy increasing heat exchanger and a second throttling element, wherein the enthalpy increasing heat exchanger comprises a first branch and a second branch which can exchange heat with each other, wherein the second end of the indoor heat exchanger is connected to the first end of the first throttling element through the first branch, the first end of the second throttling element is connected between the first branch and the first end of the first throttling element, the second end of the second throttling element is connected to the first end of the second branch, and the second end of the second branch is connected to the enthalpy increasing port of the compressor; The battery temperature regulating unit comprises a battery heat exchanger arranged in parallel with the first throttling element, and the battery heat exchanger is also connected to the air inlet of the compressor.

2. The air conditioning system according to claim 1, characterized in that: The battery temperature regulating unit further includes a third throttling element, a first end of the third throttling element is in communication with the first end of the first throttling element, and a second end of the third throttling element is in communication with the battery heat exchanger.

3. The air conditioning system according to claim 2, characterized in that: The indoor temperature control unit also includes a four-way reversing valve, which has four connecting ports, two of which are respectively connected to the air inlet and exhaust port of the compressor, and the other two connecting ports are respectively connected to the first end of the indoor heat exchanger and the second end of the outdoor heat exchanger.

4. The air conditioning system according to claim 3, characterized in that: The battery temperature control unit also includes a first pipeline, a second pipeline, a first control valve and a second control valve. The first end of the first pipeline is connected between the second end of the first branch and the first end of the first throttling element, the first end of the second pipeline is connected between the second end of the first throttling element and the first end of the outdoor heat exchanger, the second end of the first pipeline and the second end of the second pipeline are both connected to the first end of the third throttling element, the first control valve is arranged in the first pipeline, and the second control valve is arranged in the second pipeline.

5. The air conditioning system according to claim 4, characterized in that: The air conditioning system includes a first working mode and a second working mode; In the first working mode, the first end of the indoor heat exchanger is connected to the exhaust port of the compressor through the four-way reversing valve, the second end of the outdoor heat exchanger is connected to the air inlet of the compressor through the four-way reversing valve, the first control valve is in an open state, and the battery heat exchanger is connected to the second end of the first branch through the first pipeline, so that when the refrigerant is discharged from the second end of the first branch and flows to the first throttling element, part of the refrigerant flows to the battery heat exchanger through the first pipeline; In the second working mode, the second end of the outdoor heat exchanger is connected to the exhaust port of the compressor through the four-way reversing valve, the first end of the indoor heat exchanger is connected to the air inlet of the compressor through the four-way reversing valve, the second control valve is in an open state, and the battery heat exchanger is connected to the first end of the outdoor heat exchanger through the second pipeline, so that when the refrigerant is discharged from the first end of the outdoor heat exchanger and flows to the first throttling element, part of the refrigerant flows to the battery heat exchanger through the second pipeline.

6. The air conditioning system according to claim 2, characterized in that: The battery heat exchanger includes a refrigerant branch and a coolant branch that can exchange heat with each other. Both ends of the refrigerant branch are respectively connected to the third throttling element and the air inlet of the compressor.

7. The air conditioning system according to claim 6, characterized in that: The refrigerant branch and the coolant branch are arranged opposite to each other with a gap, so that the flow direction of the refrigerant in the refrigerant branch is opposite to the flow direction of the coolant in the coolant branch.

8. The air conditioning system according to claim 1, characterized in that: The first branch and the second branch are arranged opposite to each other at an interval so that a flow direction of the refrigerant in the first branch is opposite to a flow direction of the refrigerant in the second branch.

9. The air conditioning system according to claim 1, characterized in that: The indoor temperature regulating unit further comprises a drying filter, two ends of which are respectively connected to the first end of the outdoor heat exchanger and the second end of the first throttling element; and / or The indoor temperature regulating unit further comprises a gas-liquid separator, and two ends of the gas-liquid separator are respectively connected to the air inlet of the compressor and the second end of the outdoor heat exchanger.

10. An electric vehicle, characterized in that: Comprising an air conditioning system as described in any one of claims 1-9.

Images