Heat pump air-conditioning system for vehicle

Abstract

A heat pump air conditioning system for a vehicle mainly comprises a refrigerant circulation loop, a secondary refrigerant circulation loop, a battery cooling liquid circulation loop and a heat exchange air duct, and a heat switch heat exchanger, a battery module and a heat regenerator of the refrigerant circulation loop are connected to form a first fluid channel and a second fluid channel for heat exchange. The first fluid channel and the second fluid channel form a refrigerant passage between the compressor and the front and rear rows of parallel and separated out-of-vehicle heat exchangers; the heat regenerator is communicated with a water-cooling heat exchanger in a secondary refrigerant circulation loop, an in-vehicle heat exchanger is arranged in the secondary refrigerant circulation loop and arranged in a heat exchange air duct, fresh air is preheated through waste heat of the battery module, and then the fresh air is mixed with return air to be subjected to secondary heating through the in-vehicle heat exchanger; the battery cooling liquid circulation loop is provided with a battery heat exchanger communicated with the battery module, and the battery heat exchanger is communicated with a heat exchange working medium of the in-vehicle heat exchanger. According to the utility model, switching of different working modes can be realized, and the heat exchange efficiency and the extremely cold heating COP are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of new energy automobile air conditioning, and in particular to a vehicle heat pump air conditioning system. Background Art

[0002] The use of refrigerant R134a in automotive air conditioning is limited due to its high GWP (Global Warming Potential). In addition, due to the special characteristics of electric vehicles using electric drive for cooling / heating, low-GWP refrigerants with better heating performance have become a development trend. Currently, the main refrigerants include R744 and R290, but they have defects such as high pressure leakage, flammability and explosion, and have not yet been formally applied. Most of the existing ones are direct evaporation automotive heat pump air-conditioning systems, and their leakage problems need to be considered.

[0003] On the other hand, using heat pump air conditioning instead of PTC (Positive Temperature Coefficient) elements for heating can reduce system energy consumption. However, in extremely cold winter conditions, the heating performance and heating capacity of the heat pump are greatly reduced, throttling irreversible losses increase, and energy efficiency is relatively low. At the same time, the vehicle air conditioning and power battery systems are relatively independent, the system waste heat cannot be effectively utilized, and the thermal management efficiency is low, which greatly affects the cruising range.

[0004] In addition, most existing heat pump air conditioning systems heat the air directly with the in-car heat exchanger. The outlet state of the in-car heat exchanger still has residual energy relative to the ambient temperature. Directly heating the fresh air or the air mixed with the circulating air results in a large heat exchange temperature difference, which increases the irreversible loss of the system.

[0005] Therefore, how to improve the energy efficiency of the air-conditioning system and reduce the system energy consumption by adopting low-GWP refrigerants with good heating performance and optimizing the structure of the vehicle heat pump air-conditioning system, while at the same time avoiding the refrigerant leakage problem, is the future development trend and an urgent problem to be solved. Utility Model Content

[0006] The purpose of the utility model is to address the problems in the above-mentioned prior art and provide a vehicle heat pump air-conditioning system, which can effectively utilize the battery waste heat to preheat the fresh air and then mix it with the return air for secondary heating through the vehicle heat exchanger, thereby improving the energy utilization rate and raising the air source temperature, thereby reducing the heat exchange temperature difference during heating, effectively improving the problem of poor low-temperature heating performance, and can realize switching between different working modes, effectively avoiding refrigerant leakage, and effectively recovering the local expansion work of the external heat exchanger module and the system expansion work, reducing irreversible throttling loss and energy consumption, reducing the compressor pressure ratio, and improving the heat exchange efficiency and extreme cold heating COP (Coefficient of Performance), thereby improving the winter endurance of electric vehicles.

[0007] In order to achieve the above purpose, the utility model has the following technical solutions:

[0008] A vehicle heat pump air conditioning system comprises: a refrigerant circulation loop, a coolant circulation loop, a battery coolant circulation loop and a heat exchange air duct, wherein a heat switch heat exchanger of the refrigerant circulation loop, a battery module and a heat regenerator are connected to form a first fluid channel and a second fluid channel for heat exchange, and the first fluid channel and the second fluid channel form a refrigerant passage between a compressor and an off-vehicle heat exchanger arranged in parallel and separated in front and rear rows; the heat regenerator is communicated with a water-cooled heat exchanger in the coolant circulation loop, an in-vehicle heat exchanger is arranged in the coolant circulation loop, and the in-vehicle heat exchanger is arranged in the heat exchange air duct, and fresh air is preheated by utilizing waste heat of the battery module and then mixed with return air and heated again by the in-vehicle heat exchanger; the battery coolant circulation loop is provided with a battery heat exchanger communicated with the battery module, and the battery heat exchanger is communicated with the heat exchange medium of the in-vehicle heat exchanger.

[0009] As a preferred solution, the refrigerant circulation loop includes a compressor, the outlet of the compressor is connected to the first port of the four-way reversing valve, and the inlet of the compressor is connected to the outlet of the gas-liquid separator; the second port of the four-way reversing valve is connected to the outlet of the front high-pressure external heat exchanger; a four-way solenoid valve is provided between the first fluid channel of the thermal switch heat exchanger and the first fluid channel of the battery module, the outlet of the first fluid channel of the heat exchanger is connected to the water-cooled heat exchanger through the second expansion valve, a seventh three-way solenoid valve is provided between the heat exchanger and the second expansion valve, an eighth three-way solenoid valve is provided between the second expansion valve and the water-cooled heat exchanger, the water-cooled heat exchanger flows into the second fluid channel of the heat exchanger through the ninth three-way solenoid valve, and is connected to the thirteenth solenoid valve through the second fluid channel of the heat exchanger, and the thirteenth three-way solenoid valve is provided between the second expansion valve and the water-cooled heat exchanger. The four-way solenoid valve is connected to the second injection port of the second injector, and the third injection port of the second injector is connected to the second fluid channel of the battery module through the second three-way solenoid valve and the third three-way solenoid valve in sequence. A fourth three-way solenoid valve is arranged between the second fluid channel of the battery module and the second fluid channel of the thermal switch heat exchanger, and the second fluid channel outlet of the thermal switch heat exchanger is connected to the third port of the four-way reversing valve. A fifth three-way solenoid valve and a sixth three-way solenoid valve are arranged between the fourth port of the four-way reversing valve and the gas-liquid separator in sequence; the fifth three-way solenoid valve and the sixth three-way solenoid valve respectively lead out branch pipelines to be connected to the battery module circulation, a sixth solenoid valve is arranged on the branch pipeline of the fifth three-way solenoid valve, and a fifth solenoid valve is arranged on the branch pipeline of the sixth three-way solenoid valve.

[0010] As a preferred solution, the front and rear rows of parallel separated external heat exchangers include a front row high-pressure external heat exchanger and a rear row low-pressure external heat exchanger;

[0011] A second solenoid valve is provided between the outlet of the front high-pressure external heat exchanger and the outlet of the rear low-pressure external heat exchanger, and the outlet of the rear low-pressure external heat exchanger is connected to the third ejector;

[0012] The inlet of the rear low-pressure external heat exchanger is connected to the first expansion valve, and the outlet of the rear low-pressure external heat exchanger is connected to the second port of the third injector through the fourth solenoid valve. The injector is bypassed by setting a pipeline of the third solenoid valve and connected to the inlet of the front high-pressure external heat exchanger; the third port of the third injector is connected to the front high-pressure external heat exchanger, and the inlet of the third solenoid valve, the first port of the third injector and the inlet of the first expansion valve are all connected to the first flow channel of the thermal switch heat exchanger.

[0013] As a preferred solution, a first injector is arranged between the second port of the four-way reversing valve and the outlet of the front high-pressure external heat exchanger, the second port of the first injector is communicated with the outlet of the front high-pressure external heat exchanger and the inlet of the second solenoid valve, the third port of the first injector is communicated with the second port of the four-way reversing valve, and the first port of the first injector is communicated with the second port of the eighth three-way solenoid valve through the first solenoid valve;

[0014] The first port of the four-way solenoid valve is connected to the first injection port of the second injector through the first three-way solenoid valve, the fourth port of the four-way solenoid valve is connected to the second port of the seventh three-way solenoid valve through a pipeline, bypassing the battery module and the regenerator, and the second port of the first three-way solenoid valve is connected to the second port of the second three-way solenoid valve, bypassing the second injector;

[0015] The second port of the ninth three-way solenoid valve is connected to the second port of the thirteenth three-way solenoid valve through a pipeline, and the second port of the third three-way solenoid valve is connected to the third port of the fourth three-way solenoid valve through a pipeline, so as to bypass the battery module;

[0016] A sixth solenoid valve is provided between the first port of the fifth three-way solenoid valve and the battery module, and a fifth solenoid valve is provided between the battery module and the first port of the sixth three-way solenoid valve.

[0017] As a preferred solution, the front row high-pressure external heat exchanger, the rear row low-pressure external heat exchanger and the internal heat exchanger are all microchannel heat exchangers;

[0018] The first injector, the second injector and the third injector are all adjustable valve needle injectors or multi-nozzle injectors;

[0019] The compressor is a variable frequency electric scroll compressor.

[0020] As a preferred solution, the heat exchange duct is provided with a first fan, a second fan and a sprinkler head, the air flow of the battery heat exchanger and the in-vehicle heat exchanger is distributed in series, the fresh air inlet and the second air outlet are located on one side of the battery heat exchanger, and the fresh air inlet is farther away from the battery heat exchanger than the second air outlet, the first return air inlet is located between the battery heat exchanger and the in-vehicle heat exchanger, and the second return air inlet and the first air outlet are located on one side of the in-vehicle heat exchanger; in the battery waste heat utilization mode, after the fresh air outside the vehicle enters the heat exchange duct through the fresh air inlet for preheating, the in-vehicle circulating air enters the heat exchange duct through the first return air inlet and is mixed with the fresh air heated by the battery waste heat, and then is heated again through the in-vehicle heat exchanger, and finally enters the cabin environment from the first air outlet; in the cabin dehumidification mode, the in-vehicle circulating air enters the heat exchange duct through the second return air inlet, is cooled and dehumidified at the in-vehicle heat exchanger, and then is heated through the battery heat exchanger, and finally enters the cabin environment from the second air outlet.

[0021] As a preferred solution, the first fan and the second fan are both axial flow fans and are arranged at the fresh air inlet and the second return air inlet respectively;

[0022] The fresh air inlet, the first return air inlet, the second return air inlet, the first air outlet and the second air outlet are respectively provided with a first damper, a second damper, a third damper, a fourth damper and a fifth damper, the air duct and the dampers are hinged, and the opening of the dampers is adjustable; the first return air inlet is provided with an adjustable shutter structure baffle, and the first return air inlet and the adjustable shutter structure baffle are hinged; the sprinkler head is arranged in the air duct and is located above the in-vehicle heat exchanger.

[0023] As a preferred solution, the refrigerant in the refrigerant circulation circuit is any binary or ternary mixture of R290, R744, R1234yf, R1234ze(E), R125, and R227ea;

[0024] The coolant in the coolant circulation loop is water;

[0025] The heat exchange medium in the battery coolant circulation loop is 50% ethylene glycol and 50% aqueous solution.

[0026] As a preferred solution, the battery coolant circulation loop includes a second water pump, a battery heat exchanger and a second expansion water tank that are circulated and connected to the battery module through a pipeline, a first switch valve is provided between the battery module and the second water pump, and a second switch valve is provided between the battery module and the second expansion water tank;

[0027] The coolant circulation loop includes a water-cooled heat exchanger, an in-vehicle heat exchanger, a first expansion water tank and a first water pump which are circulated and connected through a pipeline;

[0028] The vehicle is provided with a temperature sensor, a battery temperature sensor, a humidity sensor, an oxygen concentration sensor and a carbon dioxide concentration sensor, and all of them are connected to the detector in the control module;

[0029] The control module includes a detector, a judger, a processor and an output device connected in sequence. The detector collects corresponding signals through various sensors. The judger compares and judges the signals collected by the detector with set standard values, and outputs the judgment results to the processor. The processor selects the corresponding working mode according to the judgment results and sends instructions to the output device. The output device controls the operation mode of the refrigerant circulation circuit, the coolant circulation circuit, the battery coolant circulation circuit and the heat exchange air duct according to the instructions.

[0030] As a preferred solution, the thermal switch heat exchanger includes a first stepper motor and a second stepper motor arranged in parallel, the output shafts of the first stepper motor and the second stepper motor are respectively connected to the first rotating shaft and the second rotating shaft through the first conveyor belt and the second conveyor belt, the first rotating shaft and the second rotating shaft are respectively matched with the first linkage heat insulation device and the second linkage heat insulation device, the first linkage heat insulation device and the second linkage heat insulation device are pressed by heat insulation material, the first linkage heat insulation device and the second linkage heat insulation device are respectively arranged on the outside of the first refrigerant pipeline and the second refrigerant pipeline, and are coaxial and tightly tangent to the corresponding refrigerant pipeline, and the start and stop of the heat exchange process in the heat exchanger are controlled by the thermal switch.

[0031] A control method for a vehicle heat pump air conditioning system, based on the vehicle heat pump air conditioning system, comprises the following steps:

[0032] The detected temperature, humidity, oxygen concentration and carbon dioxide concentration signals in the vehicle are compared with the set standard values, and the corresponding working mode is selected according to the judgment result to send instructions, thereby adjusting the compressor speed and the opening of the first expansion valve and the second expansion valve to control the refrigerant flow, thereby controlling the cooling capacity and heating capacity; adjusting the four-way reversing valve to control the refrigerant flow direction to achieve switching between different working modes; adjusting the first water pump to control the coolant flow, thereby controlling the amount of heat exchange in the vehicle; adjusting the second water pump to control the battery heat exchange medium flow, thereby controlling the amount of heat exchange; adjusting the first stepper motor and the second stepper motor to control the opening and closing of the heat exchange process of the thermal switch heat exchanger; adjusting The opening of the first damper, the second damper, the third damper, the fourth damper and the fifth damper adjusts the speed of the first fan and the second fan, adjusts the opening of the adjustable louver structure baffle grille, adjusts the sprinkler head switch, and controls the heat exchange air duct to be in different working modes, thereby realizing air supply, adjusting the fresh air ratio, humidification, dehumidification and ventilation; adjusting the four-way solenoid valve, adjusting the first solenoid valve to the sixth solenoid valve, adjusting the first three-way solenoid valve to the thirteenth solenoid valve, and adjusting the first switch valve and the second switch valve to control the connection and closing of the system fluid to realize the ordinary refrigeration mode, the efficient refrigeration mode, the efficient heating mode, the waste heat utilization heating mode, the dehumidification mode, the humidification mode or the ventilation mode.

[0033] Compared with the prior art, the present invention has at least the following beneficial effects:

[0034] A heat switch heat exchanger, a battery module and a heat regenerator are arranged in the refrigerant circulation loop to form a first fluid channel and a second fluid channel for heat exchange. The first fluid channel and the second fluid channel form a refrigerant passage between the compressor and the front and rear rows of parallel and separated external heat exchangers. The use of a second circuit instead of a direct evaporative heat pump can effectively avoid refrigerant leakage and effectively recover the local expansion work of the external heat exchanger module and the system expansion work, thereby reducing irreversible throttling losses, reducing the compressor pressure ratio and improving the COP of extreme cold heating. The regenerator in the refrigerant circulation loop is connected to the water-cooled heat exchanger in the coolant circulation loop. The coolant circulation loop is provided with an in-vehicle heat exchanger, which is arranged in the heat exchange air duct. The waste heat of the battery module is used to preheat the fresh air and then mixed with the return air for secondary heating through the in-vehicle heat exchanger. The battery coolant circulation loop is provided with a battery heat exchanger connected to the battery module. The battery heat exchanger is connected to the heat exchange medium of the in-vehicle heat exchanger. By recycling the waste heat of the battery and effectively combining the automobile heat exchange air duct, the heat source temperature is further increased, the system losses are reduced, and the low-temperature heating performance is effectively improved. The front and rear rows of the in-vehicle heat exchanger of the utility model are arranged in parallel and separated, forming a ladder heat exchange to increase the heat transfer temperature difference and improve the heat exchange efficiency. The vehicle heat pump air conditioning system of the utility model achieves the goal of low energy consumption of the vehicle heat pump air conditioning system around the clock by controlling the refrigerant circulation loop, the coolant circulation loop, the battery coolant circulation loop, and the heat exchange air duct.

[0035] Furthermore, the refrigerant in the refrigerant circulation loop of the utility model adopts any binary or ternary mixture of R290, R744, R1234yf, R1234ze(E), R125, and R227ea, which can improve the heating performance and improve the refrigerant defects to a certain extent, not only meeting the low GWP environmental protection requirements, but also effectively suppressing the flammability of the refrigerant.

[0036] Furthermore, the utility model proposes a new type of heat exchange duct. By introducing a battery heat exchanger and arranging the in-vehicle heat exchanger in the heat exchange duct, the battery waste heat can be effectively used to preheat the fresh air and then mix it with the return air. After secondary heating by the in-vehicle heat exchanger, the energy utilization rate and the air heat source temperature are improved, and the high energy efficiency of the system design is achieved. At the same time, the heat exchange temperature difference during cabin heating is reduced, the irreversible loss is reduced, and the problem of poor low-temperature heating performance is effectively improved. In addition, by controlling the air door opening, fan speed, adjustable shutter structure baffle grille opening, and sprinkler head switch, the new air duct can achieve different functions.

[0037] Furthermore, the third ejector arranged between the front high-pressure external heat exchanger and the rear low-pressure external heat exchanger of the utility model can recover local expansion work at the first expansion valve, reduce irreversible throttling losses, and at the same time, by adding the first ejector, the expansion work at the second expansion valve can be recovered, further improving the system heating COP and effectively improving the heating difference problem in extremely cold conditions.

[0038] Furthermore, the control module of the utility model includes a detector, a judgement device, a processor and an output device connected in sequence. The detector feeds back the temperature, humidity and concentration signals detected by the sensor to the judgement device. The judgement device compares the detected temperature, humidity and concentration signals with the set temperature, humidity and concentration signals, sends a signal to the processor for system matching in the working mode, and then transmits the signal to the output device. The control module controls the refrigerant flow rate by controlling the compressor speed and the opening of the first expansion valve and the second expansion valve, thereby controlling the cooling capacity and heating capacity; controls the four-way reversing valve to control the refrigerant flow direction to achieve switching between different working modes; controls the first water pump to control the coolant flow rate, thereby controlling the heat exchange in the vehicle; controls the second water pump to control the battery coolant flow rate, thereby controlling the heat exchange; controls the stepper motor to control the opening and closing of the heat exchange process of the heat switch heat exchanger; controls the air door opening, the first fan and the second fan speed, the adjustable shutter structure baffle grille opening and the sprinkler head switch to control the heat exchange air duct to be in different working modes, thereby achieving comprehensive functions such as air supply, adjustment of fresh air ratio, humidification, dehumidification, ventilation, etc.; controls the four-way solenoid valve, the first solenoid valve to the sixth solenoid valve, the first three-way solenoid valve to the thirteenth solenoid valve, the first switch valve and the second switch valve to control the connection and closing of the system fluid, so as to realize the vehicle heat pump air conditioning system to enter the ordinary cooling mode, the efficiency-enhanced cooling mode, the efficiency-enhanced heating mode, the waste heat utilization heating mode, the dehumidification mode, the humidification mode or the ventilation mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a schematic structural diagram of a vehicle heat pump air conditioning system according to an embodiment of the utility model.

[0040] Figure 2 This is a schematic diagram of a novel heat exchange air duct structure in a vehicle heat pump air conditioning system according to an embodiment of the utility model.

[0041] Figure 3 This is a schematic diagram of the structure of a thermal switch heat exchanger in a vehicle heat pump air conditioning system according to an embodiment of the utility model.

[0042] Figure 4 This is a diagram showing the remote connection and internal structure of a control module in a vehicle heat pump air conditioning system according to an embodiment of the present utility model.

[0043] Figure 5 It is a schematic diagram of the system cycle of the vehicle heat pump air conditioning system in the ordinary cooling mode according to an embodiment of the utility model.

[0044] Figure 6 It is a schematic diagram of the system cycle of the vehicle heat pump air conditioning system in the efficiency-enhancing cooling mode according to an embodiment of the utility model.

[0045] Figure 7 It is a schematic diagram of the system cycle of the vehicle heat pump air conditioning system in the efficiency-enhancing heating mode according to an embodiment of the utility model.

[0046] Figure 8 It is a schematic diagram of the system cycle of the vehicle heat pump air conditioning system in the waste heat utilization heating mode according to an embodiment of the utility model.

[0047] Fig. 9 It is a schematic diagram of the system circulation of the vehicle heat pump air conditioning system in the dehumidification mode according to an embodiment of the utility model.

[0048] Fig.10 This is a schematic diagram of the working condition of the air duct of the vehicle heat pump air conditioning system in the humidification mode according to an embodiment of the utility model.

[0049] Fig.11 It is a schematic diagram of the working condition of the air duct of the vehicle heat pump air conditioning system in the ventilation mode according to an embodiment of the utility model. DETAILED DESCRIPTION

[0050] The utility model is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0051] See also Figure 1 The embodiment of the utility model provides a vehicle heat pump air conditioning system, including: a refrigerant circulation loop, a coolant circulation loop, a battery coolant circulation loop and a heat exchange air duct. Among them, the heat switch heat exchanger 107, the battery module 108 and the regenerator 109 of the refrigerant circulation loop are connected to form a first fluid channel and a second fluid channel for heat exchange, and the first fluid channel and the second fluid channel form a refrigerant passage between the compressor 101 and the front and rear rows of parallel and separated arranged external heat exchangers; the regenerator 109 is connected to the water-cooled heat exchanger 110 in the coolant circulation loop, and the in-vehicle heat exchanger 201 is arranged in the coolant circulation loop. The in-vehicle heat exchanger 201 is arranged in the heat exchange air duct, and the waste heat of the battery module 108 is used to preheat the fresh air and then mix it with the return air and pass through the in-vehicle heat exchanger 201 for secondary heating; the battery coolant circulation loop is provided with a battery heat exchanger 301 connected to the battery module 108, and the battery heat exchanger 301 is connected to the heat exchange medium of the in-vehicle heat exchanger 201.

[0052] Specifically, in a possible implementation manner, the refrigerant circulation circuit of the embodiment of the utility model includes a compressor 101, the outlet of the compressor 101 is communicated with the first port 1021 of the four-way reversing valve 102, and the inlet of the compressor 101 is communicated with the outlet of the gas-liquid separator 112; the second port 1022 of the four-way reversing valve 102 is communicated with the outlet of the front high-pressure off-vehicle heat exchanger 104; a four-way solenoid valve 121 is provided between the first fluid channel of the thermal switch heat exchanger 107 and the first fluid channel of the battery module 108, the outlet of the first fluid channel of the regenerator 109 is connected to the water-cooled heat exchanger 110 through the second expansion valve 120, a seventh three-way solenoid valve 128 is provided between the regenerator 109 and the second expansion valve 120, an eighth three-way solenoid valve 129 is provided between the second expansion valve 120 and the water-cooled heat exchanger 110, the water-cooled heat exchanger 110 flows into the second fluid channel of the regenerator 109 through the ninth three-way solenoid valve 130, and is connected to the thirteenth solenoid valve 121 through the second fluid channel of the regenerator 109 31, the thirteenth solenoid valve 131 is connected to the second injection port 1112 of the second injector 111, the third injection port 1113 of the second injector 111 is connected to the second fluid channel of the battery module 108 through the second three-way solenoid valve 123 and the third three-way solenoid valve 124 in sequence, a fourth three-way solenoid valve 125 is provided between the second fluid channel of the battery module 108 and the second fluid channel of the thermal switch heat exchanger 107, and the outlet of the second fluid channel of the thermal switch heat exchanger 107 is connected to the four-way reversing valve The third port 1023 of 102 is connected, and a fifth three-way solenoid valve 126 and a sixth three-way solenoid valve 127 are respectively arranged between the fourth port 1024 of the four-way reversing valve 102 and the gas-liquid separator 112; the fifth three-way solenoid valve 126 and the sixth three-way solenoid valve 127 respectively lead out branch pipelines to be circulated and connected with the battery module 108, a sixth solenoid valve 118 is arranged on the branch pipeline of the fifth three-way solenoid valve 126, and a fifth solenoid valve 117 is arranged on the branch pipeline of the sixth three-way solenoid valve 127. The front and rear rows of the utility model embodiment are arranged in parallel and separated manner. The external heat exchangers include a front high-pressure external heat exchanger 104 and a rear low-pressure external heat exchanger 105. A second solenoid valve 114 is provided between the outlet of the front high-pressure external heat exchanger 104 and the outlet of the rear low-pressure external heat exchanger 105. The outlet of the rear low-pressure external heat exchanger 105 is connected to the third ejector 106. The inlet of the rear low-pressure external heat exchanger 105 is connected to the first expansion valve 119. The outlet 05 is connected to the second port 1062 of the third injector through the fourth solenoid valve 116, and the injector 106 is bypassed by setting the pipeline of the third solenoid valve 115 and connected to the inlet of the front high-pressure external heat exchanger 104; the third port 1063 of the third injector is connected to the front high-pressure external heat exchanger 104, and the inlet of the third solenoid valve 115, the first port 1061 of the third injector and the inlet of the first expansion valve 119 are all connected to the first flow channel of the thermal switch heat exchanger 107.The first injector 103 is arranged between the second port 1022 of the four-way reversing valve 102 and the outlet of the front high-pressure external heat exchanger 104, the second port 1032 of the first injector is connected to the outlet of the front high-pressure external heat exchanger 104 and the inlet of the second solenoid valve 114, the third port 1033 of the first injector is connected to the second port 1022 of the four-way reversing valve 102, the first port 1031 of the first injector is connected to the second port 1292 of the eighth three-way solenoid valve through the first solenoid valve 113; the first port 1211 of the four-way solenoid valve is connected to the first injection port 1111 of the second injector 111 through the first three-way solenoid valve 122, and the fourth port 1214 of the four-way solenoid valve is connected to the seventh three-way solenoid valve through a pipeline. The second port 1282 of the solenoid valve bypasses the battery module 108 and the regenerator 109, the second port 1222 of the first three-way solenoid valve is connected to the second port 1232 of the second three-way solenoid valve, bypassing the second injector 111; the second port 1302 of the ninth three-way solenoid valve is connected to the second port 1312 of the thirteenth solenoid valve through a pipeline, the second port 1242 of the third three-way solenoid valve is connected to the third port 1253 of the fourth three-way solenoid valve through a pipeline, bypassing the battery module 108; a sixth solenoid valve 118 is provided between the first port 1261 of the fifth three-way solenoid valve and the battery module 108, and a fifth solenoid valve 117 is provided between the battery module 108 and the first port 1271 of the sixth three-way solenoid valve.

[0053] In one possible implementation, the battery coolant circulation loop includes a second water pump 303, a battery heat exchanger 301 and a second expansion water tank 302, which are circulated and connected to the battery module 108 through a pipeline, a first switch valve 304 is provided between the battery module 108 and the second water pump 303, and a second switch valve 305 is provided between the battery module 108 and the second expansion water tank 302. The coolant circulation loop includes a water-cooled heat exchanger 110, an in-vehicle heat exchanger 201, a first expansion water tank 202 and a first water pump 203, which are circulated and connected through a pipeline. A temperature sensor T1, a battery temperature sensor T2, a humidity sensor D1, an oxygen concentration sensor V1 and a carbon dioxide concentration sensor V2 are provided in the vehicle of the embodiment of the utility model, and they are all connected to the detector C1 in the control module C, such as Figure 4 As shown, the control module C of the embodiment of the utility model includes a detector C1, a judgement device C2, a processor C3 and an output device C4 which are connected in sequence. The detector C1 collects corresponding signals through various sensors, the judgement device C2 compares and judges the signals collected by the detector C1 with the set standard values, and outputs the judgment result to the processor C3. The processor C3 selects the corresponding working mode according to the judgment result and sends an instruction to the output device C4. The output device C4 controls the operation mode of the refrigerant circulation circuit, the coolant circulation circuit, the battery coolant circulation circuit and the heat exchange air duct according to the instruction.

[0054] In a possible implementation, the coolant in the coolant circulation loop is water, and the heat exchange medium in the battery coolant circulation loop is 50% ethylene glycol and 50% aqueous solution, which is used to transfer the heat of the water-cooled heat exchanger and the heat of the battery heat exchanger through the coolant and the battery coolant. The water-cooled heat exchanger 110 and the battery heat exchanger 301 of the utility model embodiment are both plate heat exchangers, which are used to achieve efficient heat exchange between the refrigerant and the coolant. The front high-pressure external heat exchanger 104, the rear low-pressure external heat exchanger 105, and the in-vehicle heat exchanger 201 of the utility model embodiment are all microchannel heat exchangers, which are used to improve the heat exchange efficiency; the injectors of the utility model embodiment are all adjustable valve needle injectors or multi-nozzle injectors, which are used to recover the expansion work and reduce the irreversible throttling loss. The compressor 101 of the utility model embodiment is a variable frequency electric scroll compressor, which compresses the low-temperature and low-pressure refrigerant vapor into high-temperature and high-pressure superheated steam, promotes the circulation of the refrigerant, and adjusts the heating amount by changing the speed.

[0055] The vehicle heat pump air conditioning system of the utility model embodiment also includes a new heat exchange air duct, and its structural schematic diagram is as follows Figure 2 As shown, it includes a first fan 406, a battery heat exchanger 301, an in-vehicle heat exchanger 201, a second fan 407, a spray head 413, a fresh air inlet 401, a first return air inlet 402, a second return air inlet 403, a first air outlet 404, and a second air outlet 405. Specifically, the coolant inlet and outlet directions of the battery heat exchanger 301 and the refrigerant inlet and outlet directions of the in-vehicle heat exchanger 201 are opposite to the air flow direction in the heat exchange air duct, the air flow of the battery heat exchanger 301 and the in-vehicle heat exchanger 201 are distributed in series, the fresh air inlet 401 and the second air outlet 405 are located on one side of the battery heat exchanger 301, and the fresh air inlet 401 is farther away from the battery heat exchanger 301 than the second air outlet 405, the first return air inlet 402 is located between the battery heat exchanger 301 and the in-vehicle heat exchanger 201, and the second return air inlet 403 and the first air outlet 404 are located on one side of the in-vehicle heat exchanger 201. Figure 2 The working principle of the new heat exchange air duct is described as follows:

[0056] Specifically, in the battery waste heat utilization mode, the utility model, after the fresh air outside the vehicle enters the heat exchange duct through the fresh air inlet 401 for preheating, the circulating air inside the vehicle enters the heat exchange duct through the first return air inlet 402 and mixes with the fresh air heated by the battery waste heat, and then is heated again by the in-vehicle heat exchanger 201, and finally enters the cabin environment from the first air outlet 404; in the cabin dehumidification mode of the utility model embodiment, the circulating air inside the vehicle enters the heat exchange duct through the second return air inlet 403, is cooled and dehumidified at the in-vehicle heat exchanger 201, and then is heated by the battery heat exchanger 301, and finally enters the cabin environment from the second air outlet 405.

[0057] The first fan 406 and the second fan 407 in the air duct of the utility model are both axial flow fans and are respectively arranged at the fresh air inlet 401 and the second return air inlet 403. The first damper 408, the second damper 414, the third damper 410, the fourth damper 411 and the fifth damper 412 are arranged in sequence at the fresh air inlet 401, the first return air inlet 402, the second return air inlet 403, the first air outlet 404 and the second air outlet 405. The air duct and the dampers are hinged, and the dampers are all adjustable in opening. An adjustable louver structure baffle 409 is arranged at the first return air inlet 402 of the utility model embodiment, and the first return air inlet 402 and the adjustable louver structure baffle 409 are hinged. The spray head 413 of the utility model embodiment is arranged in the air duct and is located above the in-vehicle heat exchanger 201.

[0058] The refrigerant in the refrigerant circulation loop of the utility model adopts any binary or ternary mixture of R290, R744, R1234yf, R1234ze(E), R125, and R227ea; the specific mixing methods include but are not limited to: (1) 45% to 60% of R290 and 40% to 55% of R1234ze(E), (2) 40% to 60% of R290 and 40% to 60% of R1234yf, (3) 30% to 50% of R290 and 50% to 70% of R125, (4) 20% to 80% of R290 and 20% to 80% of R744. The component R290 also includes but is not limited to 5% to 45% of R227ea, which can form a ternary mixed refrigerant for the vehicle heat pump air conditioning system.

[0059] Specifically, in this embodiment, the mixing method is: R1234yf with a molar concentration of 10%, R290 with a molar concentration of 60%, and R227ea with a molar concentration of 30% can form a ternary mixed refrigerant for the vehicle heat pump air-conditioning system, which improves the poor solubility of the refrigerant and the lubricating oil while improving the flammability of the flammable refrigerant.

[0060] See also Figure 3The heat switch heat exchanger 107 of the utility model embodiment includes a first stepper motor 1071 and a second stepper motor 1076 arranged in parallel, and the output shafts of the first stepper motor 1071 and the second stepper motor 1076 are respectively connected to the first rotating shaft 1073 and the second rotating shaft 1078 through the first conveyor belt 1072 and the second conveyor belt 1077, and the first rotating shaft 1073 and the second rotating shaft 1078 are respectively matched with the first linkage heat insulation device 1075 and the second linkage heat insulation device 1080, and the first linkage heat insulation device 1075 and the second linkage heat insulation device 1080 are pressed by heat insulation materials such as foam plastics, glass wool, and asbestos. The first linkage heat insulation device 1075 and the second linkage heat insulation device 1080 are respectively arranged on the outside of the first refrigerant pipeline 1074 and the second refrigerant pipeline 1079, and are coaxially and closely tangent to the corresponding refrigerant pipelines, and the start and stop of the heat exchange process in the heat exchanger are controlled by the heat switch. The start and stop of the heat exchange process in the heat exchanger are controlled by the heat switch.

[0061] like Figure 4 As shown, the oxygen concentration sensor V1, the in-vehicle temperature sensor T1, the battery temperature sensor T2, the in-vehicle humidity sensor D1, and the carbon dioxide concentration sensor V2 are all connected to the detector C1. The detector C1 feeds back the detected temperature, humidity, and concentration signals to the judgement device C2. The judgement device C2 compares the detected temperature, humidity, and concentration signals with the set temperature, humidity, and concentration signals, and sends a signal to the processor C3 to perform system matching in the ordinary cooling mode, the enhanced cooling mode, the enhanced heating mode, the waste heat utilization heating mode, the dehumidification mode, the humidification mode, and the ventilation mode, and then transmits the signal to the output device C4 to control the compressor 101, the four-way reversing valve 102, the thermal switch heat exchanger 107, the first solenoid valve 113, the second solenoid valve 114, the third solenoid valve 115, the fourth solenoid valve 116, and the fifth solenoid valve 117. The first solenoid valve 117, the sixth solenoid valve 118, the first expansion valve 119, the second expansion valve 120, the four-way solenoid valve 121, the first three-way solenoid valve 122, the second three-way solenoid valve 123, the third three-way solenoid valve 124, the fourth three-way solenoid valve 125, the fifth three-way solenoid valve 126, the sixth three-way solenoid valve 127, the seventh three-way solenoid valve 128, the eighth three-way solenoid valve 129, the ninth three-way solenoid valve 130, the thirteenth solenoid valve 131, the first water pump 203, the second water pump 303, the first on-off valve 304, the second on-off valve 305, the first damper 408, the second damper 414, the third damper 410, the fourth damper 411, the fifth damper 412, the first fan 406, the second fan 407, the adjustable shutter structure baffle 409 and the sprinkler head 413 work, thereby achieving the target requirements of different working modes.

[0062] Specifically, the control module C controls the refrigerant flow rate by controlling the speed of the compressor 101 and the opening of the first expansion valve 119 and the second expansion valve 120, thereby controlling the cooling capacity and heating capacity; controls the four-way reversing valve 102 to control the refrigerant flow direction to achieve switching between different working modes; controls the first water pump 203 to control the coolant flow rate, thereby controlling the heat exchange in the vehicle; controls the second water pump 303 to control the battery coolant flow rate, thereby controlling the heat exchange; controls the first stepper motor 1071 and the second stepper motor 1076 to control the opening and closing of the heat exchange process of the thermal switch heat exchanger 107; controls the first damper 408, the second damper 414, the third damper 410, the fourth damper 411 and the fifth damper The opening of the door 412 controls the rotation speed of the first fan 406 and the second fan 407, as well as the opening of the adjustable shutter structure baffle 409 grille and the switch of the sprinkler head 413, which can control the heat exchange air duct to be in different working modes, thereby realizing comprehensive functions such as air supply, adjustment of fresh air ratio, humidification, dehumidification, and ventilation; controlling the four-way solenoid valve 121, the first solenoid valve 113 to the sixth solenoid valve 118, the first three-way solenoid valve 122 to the thirteenth solenoid valve 131, the first switch valve 304, and the second switch valve 305 to control the connectivity and closing of the system fluid, thereby realizing ordinary refrigeration mode, efficient refrigeration mode, efficient heating mode, waste heat utilization heating mode, dehumidification mode, humidification mode or ventilation mode.

[0063] See also Figures 5 to 11 , the control method of the vehicle heat pump air conditioning system of the utility model is described below in conjunction with an embodiment.

[0064] When the detector C1 detects that the temperature k1 inside the vehicle is higher than the upper limit k of the set temperature range hWhen the temperature reaches 0.05, the temperature signal is transmitted to the processor C3 to run the normal cooling mode. The output device C4 in the control module C controls the compressor 101 to start, the refrigerant circulation loop circulates, the refrigerant circulation loop circulates, the first port 1021 of the four-way reversing valve 102 is connected with the second port 1022, and the third port 1023 is connected with the fourth port 1024. The first stepper motor 1071 and the second stepper motor 1076 are started, the first solenoid valve 113, the fourth solenoid valve 116, the fifth solenoid valve 117, and the sixth solenoid valve 118 are closed, the second solenoid valve 114 and the third solenoid valve 115 are opened, the first expansion valve 119 is fully opened, the second expansion valve 120 is turned on the throttling function, the second port 1212 of the four-way solenoid valve is connected with the third port 1213 of the four-way solenoid valve, and the fourth port 1214 is connected with the fourth port 1215. The first port 1211 of the four-way solenoid valve is closed with the fourth port 1214 of the four-way solenoid valve, the first three-way solenoid valve 122 is closed, the first port 1231 of the second three-way solenoid valve is connected with the third port 1233 of the second three-way solenoid valve, the second port 1232 of the second three-way solenoid valve is closed, the first port 1241 of the third three-way solenoid valve is connected with the second port 1242 of the third three-way solenoid valve, the third port 1243 of the third three-way solenoid valve is closed, the first port 1251 of the fourth three-way solenoid valve is connected with the third port 1253 of the fourth three-way solenoid valve, the second port 1252 of the fourth three-way solenoid valve is closed, and the second port 1262 of the fifth three-way solenoid valve is connected with the third port 1263 of the fifth three-way solenoid valve. , close the first port 1261 of the fifth three-way solenoid valve, connect the second port 1272 of the sixth three-way solenoid valve with the third port 1273 of the sixth three-way solenoid valve, close the first port 1271 of the sixth three-way solenoid valve, connect the first port 1291 of the eighth three-way solenoid valve with the third port 1293 of the eighth three-way solenoid valve, close the second port 1292 of the eighth three-way solenoid valve, connect the first port 1301 of the ninth three-way solenoid valve with the third port 1303 of the ninth three-way solenoid valve, close the second port 1302 of the ninth three-way solenoid valve, connect the first port 1311 of the thirteenth solenoid valve with the third port 1313 of the thirteenth solenoid valve, and close the second port 1312 of the thirteenth solenoid valve; control The first water pump 203 is turned on, and the refrigerant circulation loop circulates counterclockwise; the second water pump 303 is controlled to be closed, the first switch valve 304 and the second switch valve 305 are closed, and the battery coolant circulation loop is closed; the first fan 406 is controlled to be closed, the second fan 407 is controlled to be closed, the first damper 408, the third damper 410, and the fifth damper 412 are closed, the second damper 414 and the fourth damper 411 are opened, the adjustable shutter structure baffle 409 is closed, the sprinkler head 413 is closed, and the cabin is in full return air mode to achieve cabin cooling; the speed of the compressor 101, the opening of the second expansion valve 120 and the speed of the first water pump 203 are controlled to match them according to the cooling capacity demand, and the opening of the fourth damper 411 is controlled to match them according to the air output demand.

[0065] Figure 5 The high-temperature and high-pressure refrigerant vapor from the compressor 101 passes through the four-way reversing valve 102 and the first ejector 103. At this time, the first ejector 103 is equivalent to a pipeline, and enters the front high-pressure external heat exchanger 104 and the rear low-pressure external heat exchanger 105 in turn to condense and release heat, and changes from gas to liquid. At this time, the condensation pressure of the front and rear external heat exchangers is consistent; the refrigerant flows out of the external heat exchanger module and is supercooled through the first fluid channel of the thermal switch heat exchanger 107, and is further supercooled through the battery module 108 using its stored cold capacity, and then is supercooled through the regenerator 109. The system is overcooled. The cooling degree is further improved, and then the second expansion valve 120 throttles and reduces the pressure, and the volume expands, becoming a low-temperature and low-pressure two-phase refrigerant, entering the water-cooled heat exchanger 110 to evaporate and absorb heat, taking away the heat of the refrigerant, and then passing through the regenerator 109 to overheat, making it superheated steam, passing through the second ejector 111 in turn, and then flowing through the second fluid channel of the thermal switch heat exchanger 107 for further overheating, and then flowing into the gas-liquid separator 112, the gas-liquid separator 112 separates the gaseous refrigerant from the liquid refrigerant, and the gaseous refrigerant returns to the compressor 101 to start the next working mode. On the other hand, the high-temperature refrigerant enters the water-cooled heat exchanger 110 through the action of the first water pump 203 to transfer heat to the low-temperature refrigerant to produce a low-temperature refrigerant, and then flows through the in-vehicle heat exchanger 201 to exchange heat with the hot air in the vehicle, transfer the cold to the air, and change back to a high-temperature refrigerant at the outlet of the in-vehicle heat exchanger 201, and is sucked by the first water pump 203 to form a refrigerant cycle to achieve cabin cooling.

[0066] When the detector C1 detects that the temperature k1 inside the vehicle is higher than the upper limit k of the set temperature range h+10, the temperature signal is transmitted to the processor C3 to run the efficiency-enhancing refrigeration mode. At this time, the output device C4 in the control module C controls the compressor 101 to start, the refrigerant circulation loop flows, the first port 1021 of the four-way reversing valve 102 is connected with the second port 1022, and the third port 1023 is connected with the fourth port 1024, the first stepper motor 1071 and the second stepper motor 1076 are started, and the first port 1211, the second port 1212, and the third port 1213 of the four-way solenoid valve in the refrigerant circulation loop are controlled to open, and the fourth port 1214 of the four-way solenoid valve is closed, the first port 1221 of the first three-way solenoid valve is connected with the third port 1223 of the first three-way solenoid valve, and the second port 1222 of the first three-way solenoid valve is closed, the ejector 111 is in the working mode, and the valve states in the remaining refrigerant circulation loops are the same as those in the ordinary refrigeration mode. The first water pump 203 is controlled to be turned on, and the coolant circulation loop circulates counterclockwise; the second water pump 303 is controlled to be turned off, the first switch valve 304 and the second switch valve 305 are controlled to be closed, and the battery coolant circulation loop is controlled to be closed; the first fan 406 is controlled to be turned off, the second fan 407 is controlled to be turned off, the first damper 408, the third damper 410, and the fifth damper 412 are controlled to be closed, the second damper 414 and the fourth damper 411 are controlled to be opened, the adjustable shutter structure baffle 409 is closed, the sprinkler head 413 is closed, and the cabin is in full return air mode, which can realize cabin cooling in the ejector efficiency refrigeration mode; according to the cooling capacity demand, the speed of the compressor 101, the opening of the second expansion valve 120 and the speed of the first water pump 203 are controlled to adapt thereto, and according to the air output demand, the opening of the fourth damper 411 is controlled to adapt thereto.

[0067] Figure 6The high-temperature and high-pressure refrigerant vapor from the compressor 101 passes through the four-way reversing valve 102 and the first ejector 103. At this time, the first ejector 103 is equivalent to a pipeline, and enters the front high-pressure external heat exchanger 104 and the rear low-pressure external heat exchanger 105 in turn to condense and release heat, and changes from gas to liquid. At this time, the condensation pressure of the front and rear external heat exchangers is consistent; the refrigerant is supercooled through the first fluid channel of the thermal switch heat exchanger 107 and is divided into two branches at the four-way solenoid valve 121. One part enters the second branch as the primary fluid. The first port 1111 of the second ejector accelerates the pressure reduction, and injects the low-temperature and low-pressure refrigerant vapor from the water-cooled heat exchanger 110, mixes and ejects it, and the other part flows through the battery module 108 and the regenerator 109 in sequence for supercooling, and then evaporates and absorbs heat at the water-cooled heat exchanger 110; the refrigerant flowing out from the third port 1113 of the second ejector passes through the heat switch heat exchanger 107 to exchange heat with the first fluid channel fluid, and then returns to the compressor 101 through the gas-liquid separator 112, completing a high-efficiency refrigeration cycle. On the other hand, the high-temperature refrigerant enters the water-cooled heat exchanger 110 through the action of the first water pump 203 to transfer heat to the low-temperature refrigerant to produce a low-temperature refrigerant, and then flows through the in-vehicle heat exchanger 201, exchanges heat with the hot air in the vehicle, transfers the cold to the air, and changes back to a high-temperature refrigerant at the outlet of the in-vehicle heat exchanger 201, and is sucked by the first water pump 203, forming a refrigerant cycle, and realizing cabin cooling in the high-efficiency refrigeration mode.

[0068] When the detector C1 detects that the temperature k1 inside the vehicle is lower than the lower limit k of the set temperature range LWhen the temperature signal is transmitted to the processor C3, the efficiency-enhancing heating mode is operated, the output device C4 in the control module C controls the compressor 101 to start, the refrigerant circulates in the loop, the first port 1021 of the four-way reversing valve 102 is connected with the third port 1023, the second port 1022 is connected with the fourth port 1024, the first stepper motor 1071 and the second stepper motor 1076 are not started, the first solenoid valve 113, the fourth solenoid valve 116, the fifth solenoid valve 117, and the sixth solenoid valve 118 are opened, the second solenoid valve 114 and the third solenoid valve 115 are closed, the first expansion valve 119 and the second expansion valve 120 are both turned on for throttling, and the second port 1212 of the four-way solenoid valve is turned on for throttling. The fourth port 1214 of the four-way solenoid valve is connected, the first port 1211 of the four-way solenoid valve is closed with the third port 1213 of the four-way solenoid valve, the first three-way solenoid valve 122 is closed, the first port 1231 of the second three-way solenoid valve is connected with the third port 1233 of the second three-way solenoid valve, the second port 1232 of the second three-way solenoid valve is closed, the first port 1241 of the third three-way solenoid valve is connected with the second port 1242 of the third three-way solenoid valve, the third port 1243 of the third three-way solenoid valve is closed, the first port 1251 of the fourth three-way solenoid valve is connected with the third port 1253 of the fourth three-way solenoid valve, the second port 1252 of the fourth three-way solenoid valve is closed, and the fifth three-way solenoid valve is connected. The first port 1261 is connected to the third port 1263 of the fifth three-way solenoid valve, the second port 1262 of the fifth three-way solenoid valve is closed, the first port 1271 of the sixth three-way solenoid valve is connected to the third port 1273 of the sixth three-way solenoid valve, the second port 1272 of the sixth three-way solenoid valve is closed, the first port 1291 of the eighth three-way solenoid valve, the second port 1292 of the eighth three-way solenoid valve, and the third port 1293 of the eighth three-way solenoid valve are fully opened, the first port 1301 of the ninth three-way solenoid valve is connected to the second port 1302 of the ninth three-way solenoid valve, the third port 1303 of the ninth three-way solenoid valve is closed, and the first port 1311 of the thirteenth three-way solenoid valve is connected to the second port 1312 of the thirteenth three-way solenoid valve. The port 1312 is connected, and the third port 1313 of the thirteenth solenoid valve is closed; the first water pump 203 is controlled to be turned on, the flow direction is changed, and the coolant circulation loop circulates clockwise; the second water pump 303 is controlled to be turned off, the first switch valve 304 and the second switch valve 305 are closed, and the battery coolant circulation loop is closed; the first fan 406 is controlled to be turned off, the second fan 407 is controlled to be turned off, the first damper 408, the third damper 410, and the fifth damper 412 are closed, the second damper 414 and the fourth damper 411 are opened, the adjustable shutter structure baffle 409 is closed, the sprinkler head 413 is closed, the cabin is in full return air mode, and the air flow direction in the air duct is opposite to the coolant flow direction, which can achieve cabin heating;The speed of the compressor 101 and the openings of the first expansion valve 119 and the second expansion valve 120 and the speed of the first water pump 203 can be controlled to match the heating demand of the system according to the heating demand, and the opening of the fourth damper 411 can be controlled to match the air volume demand; when the detector C1 detects that the temperature k1 in the vehicle is equal to the lower limit k of the set temperature range; L Satisfy the logical relationship k L When -k1≤5, the control module C transmits a signal to the output device C4 to control the second solenoid valve 114 and the third solenoid valve 115 to open, the fourth solenoid valve 116 to close, and the first expansion valve 119 to fully open. At this time, there is no evaporation pressure difference between the front and rear rows of the external heat exchanger module, and the local efficiency enhancement function is closed.

[0069] Figure 7 As shown, the high-temperature and high-pressure refrigerant vapor from the compressor 101 flows through the thermal switch heat exchanger 107 through the four-way reversing valve 102. At this time, the refrigerant only flows through the heat exchanger, and the refrigerant flows through the second ejector 111. At this time, the second ejector 111 does not work. The refrigerant condenses from gas to liquid at the water-cooled heat exchanger 110, and then becomes a low-temperature and low-pressure refrigerant after throttling through the second expansion valve 120; the refrigerant flows through the thermal switch heat exchanger 107 in turn (no heat exchange occurs) and is divided into two parts. One part enters the first port 1061 of the third ejector as a primary fluid to reduce the pressure and accelerate the injection. Steam is exported from the rear low-pressure external heat exchanger 105, and another part enters the rear low-pressure external heat exchanger 105 after being throttled by the first expansion valve 119. The two are mixed and pressurized in the diffusion chamber before entering the front high-pressure external heat exchanger 104 for evaporation; the evaporated gaseous refrigerant flows through the first ejector 103, and then flows through the battery module 108 through the four-way reversing valve 102, and is superheated by the stored heat to become superheated steam, and then passes through the gas-liquid separator 112 to separate the gaseous refrigerant from the liquid refrigerant, and then the gaseous refrigerant returns to the compressor 101, completing an efficiency-enhancing heating cycle. In addition, the first water pump 203 drives the refrigerant to circulate, passing through the coolant channel of the water-cooled heat exchanger 110, absorbing the heat released by the refrigerant to generate a high-temperature refrigerant, which passes through the in-vehicle heat exchanger, exchanges heat with the cabin air, heats the cabin air, and turns back into a low-temperature refrigerant at the outlet of the in-vehicle heat exchanger 201, forming a cabin heating refrigerant circulation, thereby achieving cabin heating in the efficiency-enhancing heating mode.

[0070] When the detector C1 detects the temperature k1 in the car, the judgement unit determines that it is equal to the lower limit k of the set temperature range. L Satisfy the logical relationship k L-k1≥10, and at this time the detector C1 detects the battery temperature k2, and when the judgement device determines that it is higher than the set temperature k0, the temperature signal is transmitted to the processor C3, and the residual heat utilization heating mode is operated. At this time, the output device C4 in the control module C controls the compressor 101 to start, and the refrigerant circulation loop flows. The first port 1021 of the four-way reversing valve 102 is connected to the third port 1023, and the second port 1022 is connected to the fourth port 1024, and the first stepper motor 1071 and the second stepper motor 1076 are not started. The valve states of the solenoid valve, expansion valve, three-way battery valve, and four-way solenoid valve in the remaining refrigerant circulation loop are consistent with the efficiency-enhancing heating mode; the first water pump 203 is controlled to be turned on, the flow direction is changed, and the refrigerant circulation loop circulates clockwise; the second water pump 303 is controlled to start, the first switch valve 304 and the second switch valve 305 are opened, and the battery coolant circulation loop circulates clockwise; the first fan 406 is controlled to start, the second fan 407 is turned off, the third damper 410 and the fifth damper 412 are closed, and the first damper 408 is controlled to start. , the second air door 414, and the fourth air door 411 are opened, the adjustable shutter structure baffle 409 is opened, and the sprinkler head 413 is closed. The cabin is in a fresh air return air mixing mode. The air flow direction in the air duct is opposite to the flow direction of the coolant. At the same time, the flow direction of the fresh air preheated by the battery heat exchanger 301 is opposite to the flow direction of the battery coolant. The fresh air enters the heat exchange air duct through the fresh air inlet 401 and is preheated by the battery heat exchanger 301. The circulating return air in the cabin enters the heat exchange air duct through the first return air inlet 402 and is mixed with the preheated fresh air. The air passes through the in-vehicle heat exchanger 201 for heating and flows into the cabin from the first air outlet 404, thereby heating the cabin. The speed of the compressor 101 and the openings of the first expansion valve 119 and the second expansion valve 120 as well as the speeds of the first water pump 203 and the second water pump 303 can be controlled to match the heating demand of the system according to the heating demand. The opening of the fourth damper 411 can be controlled to match the air volume demand. The opening ratio of the first damper 408 and the second damper 414 can be controlled according to the fresh air ratio demand, or the grille of the adjustable shutter structure baffle 409 can be adjusted to match it.

[0071] Figure 8The working principle of the refrigerant circulation loop shown is consistent with the efficiency-enhancing heating mode. In addition, the second water pump 303 drives the battery coolant to circulate, and the low-temperature coolant flows through the battery module 108 to achieve temperature rise, becomes a higher-temperature coolant and enters the battery heat exchanger 301 to exchange heat with the fresh air flowing through the battery heat exchanger 301, preheats the fresh air, and the coolant turns back into low-temperature coolant at the outlet of the battery heat exchanger 301. At the same time, the first water pump 203 drives the refrigerant to circulate, and uses the high-temperature refrigerant to secondary heat the air mixed with the preheated fresh air and the return air. In the waste heat utilization heating mode, fresh air enters the heat exchange duct through the fresh air inlet 401, is preheated by the battery heat exchanger 301, and the circulating return air in the cabin enters the heat exchange duct through the first return air inlet 402, mixes with the preheated fresh air and flows through the in-vehicle heat exchanger 201 for heating, and flows into the cabin from the first air outlet 404, thereby achieving cabin heating in the waste heat utilization heating mode. In this mode, the heat source temperature is increased, and the problem of poor low-temperature heating performance is improved.

[0072] When the detector C1 detects that the temperature k1 inside the vehicle is higher than the upper limit k of the set temperature range h , and the humidity inside the car d1 is higher than the upper limit of the human body's comfortable humidity zone d h At this time, the output device C4 in the control module C controls the compressor 101 to start, the refrigerant circulation loop circulates, and the working principle is the same as the ordinary refrigeration mode; the first water pump 203 is controlled to start, the secondary coolant circulation loop circulates counterclockwise; the second water pump 303 is controlled to start, the first switch valve 304 and the second switch valve 305 are opened, and the battery coolant circulation loop circulates counterclockwise; the first fan 406 is controlled to close, the second fan 407 is started, the first damper 408, the second damper 414, and the fourth damper 411 are closed, and the third The damper 410 and the fifth damper 412 are opened, the adjustable shutter structure baffle 409 is opened, and the sprinkler head 413 is closed. The system is in full return air mode, first cooling and dehumidifying, and then heating up to a suitable temperature by using the heat generated by the battery, so as to realize cabin dehumidification. At the same time, the dehumidification mode is a special refrigeration mode, which is suitable for the case where the refrigeration capacity requirement is not high; according to the dehumidification demand, the speed of the compressor 101, the opening of the second expansion valve 120 and the speed of the first water pump 203 are controlled to adapt thereto, and the opening of the damper 412 is controlled to adapt thereto according to the air volume demand; when k1 and k h When the gap increases, the speed of the compressor 101 and the speed of the first water pump 203 are controlled to increase, and at the same time, the second water pump 303 is controlled to be closed, the first switch valve 304 and the second switch valve 305 are closed, the battery coolant circulation loop does not work, and the cabin return air is only cooled and dehumidified in the air duct. The opening of the fifth damper 412 is controlled to adapt to the air output demand.

[0073] Fig. 9The working principle of the refrigerant circulation loop shown is consistent with the ordinary refrigeration mode. In addition, the second water pump 303 drives the battery coolant to circulate, and the low-temperature coolant flows through the battery module 108 to achieve temperature rise, becomes a higher-temperature coolant and enters the battery heat exchanger 301 to exchange heat with the lower-temperature air after cooling and dehumidification flowing through the battery heat exchanger 301, and the coolant turns back into low-temperature coolant at the outlet of the battery heat exchanger 301. At the same time, the first water pump 203 drives the refrigerant to circulate, enters the water-cooled heat exchanger 110 to transfer heat to the low-temperature refrigerant to generate a low-temperature refrigerant, and exchanges heat with the return air that needs to be dehumidified in the car, and the air in the car is cooled and dehumidified. The refrigerant turns back into a high-temperature refrigerant at the outlet of the heat exchanger 201 in the car, and is sucked by the first water pump 203 to achieve cabin cooling and dehumidification. In the dehumidification mode, the new air duct system is that in the full return air mode, the cabin return air enters the heat exchange duct through the second return air inlet 403, flows through the in-vehicle heat exchanger 201 for cooling and dehumidification, and then flows through the battery heat exchanger 301 to use the battery waste heat to heat up to a suitable temperature, and enters the cabin through the second air outlet 405, thereby realizing summer cabin dehumidification. At the same time, the dehumidification mode is a special cooling mode, which is suitable for situations where the cooling capacity requirement is not high.

[0074] When the detector C1 detects that the temperature k1 inside the vehicle is lower than the lower limit k of the set temperature range L When the humidity in the car is lower than the lower limit of the human body comfortable humidity zone, LWhen the signal is transmitted to the processor C3, the humidification mode is operated, the output device C4 in the control module C controls the compressor 101 to start, the refrigerant circulation loop flows, the first port 1021 of the four-way reversing valve 102 is connected with the third port 1023, the second port 1022 is connected with the fourth port 1024, the first stepper motor 1071 and the second stepper motor 1076 are not started, and the valve states of the solenoid valves, expansion valves, three-way battery valves, and four-way solenoid valves in the remaining refrigerant circulation loops are consistent with the efficiency-enhancing heating mode; the first water pump 203 is controlled to be turned on, the flow direction is changed, and the coolant circulation loop circulates clockwise; the second water pump 303 is controlled to be turned off, the first switch valve 304 and the second switch valve 305 are closed, and the battery coolant circulation loop is closed; the first fan 406 is controlled to start , the second fan 407 is closed, the second damper 414, the third damper 410, and the fifth damper 412 are closed, the first damper 408 and the fourth damper 411 are opened, the adjustable shutter structure baffle 409 is opened, the sprinkler head 413 is opened, the cabin is in fresh air mode, the air flow direction in the air duct is opposite to the flow direction of the refrigerant, and the heat of the heat exchanger in the car can heat the atomized water droplets of the sprinkler head, and enter the cabin from the first air outlet 404 together with the heated fresh air, so as to achieve cabin heating and humidification processing at the same time; the speed of the compressor 101 and the opening of the first expansion valve 119 and the second expansion valve 120 and the speed of the first water pump 203 can be controlled according to the heating demand to adapt to the system heating demand, the opening of the fourth damper 411 can be controlled to adapt to it according to the air output demand, and the opening of the sprinkler head can be controlled to adapt to it according to the humidification amount.

[0075] Fig.10 In the humidification mode shown, the direction of air flow in the air duct is opposite to the direction of refrigerant flow. The heat from the in-vehicle heat exchanger can heat the atomized water droplets from the spray head and the fresh air. The fresh air is brought into the heat exchange air duct from the fresh air inlet 401 through the first fan 406, flows through the baffle grille of the adjustable louver structure baffle 409, and then enters the cabin through the first air outlet 404 after being heated and humidified by the in-vehicle heat exchanger 201 and the spray head 413, thereby achieving simultaneous cabin heating and humidification.

[0076] When the detector C1 detects that the in-car temperature k1, battery temperature k2, and in-car humidity d1 are consistent with the temperature and humidity set by the judgement C2, the signal is sent to the processor C3 to run the ventilation mode. At this time, the system has no cooling / heating demand, and the output device C4 in the control module C controls the compressor 101 to turn off, the refrigerant circulation loop to turn off; controls the first water pump 203 to turn off, the coolant circulation loop to turn off; controls the second water pump 303 to turn off, and the battery coolant circulation loop to turn off; at this time, the detector C1 detects the oxygen concentration v1 and carbon dioxide concentration v2 in the car, and sends the concentration signal to the judgement. At this time, the oxygen concentration v1 and carbon dioxide concentration v2 in the car are When the concentration is lower than the set value or the carbon dioxide concentration is greater than the set value, the output device C4 in the control module C controls the first fan 406 to start, the second fan 407 to turn off, the third damper 410 and the fifth damper 412 to close, the second damper 414, the first damper 408, and the fourth damper 411 to open, the adjustable shutter structure baffle 409 to open, the sprinkler head 413 to close, and the cabin is in a fresh air return air mixed mode; the fresh air ratio of the heat exchange duct is adjusted according to the cabin oxygen concentration and carbon dioxide concentration, specifically, the opening of the damper 408 and the second damper 414 is controlled to control the fresh air ratio; the opening of the second damper 414 is controlled according to the air output demand.

[0077] Fig.11 In the ventilation mode shown, fresh air is brought into the heat exchange air duct from the fresh air inlet 401 through the first fan 406, flows through the baffle grille of the adjustable louver structure baffle 409, and then mixes with the cabin return air through the first return air inlet 402 and enters the cabin through the first air outlet 404, thereby realizing cabin ventilation processing, so that the cabin oxygen concentration and carbon dioxide concentration reach the set values, meeting the human comfort requirements.

[0078] The above description is only a preferred embodiment of the present invention and is not intended to impose any limitation on the technical solution of the present invention. Those skilled in the art should understand that, without departing from the spirit and principles of the present invention, the present technical solution can also be subjected to a number of simple modifications and replacements, and these modifications and replacements also fall within the scope of protection covered by the claims.

Claims

1. A vehicle heat pump air conditioning system, characterized in that: include: A refrigerant circulation circuit, a coolant circulation circuit, a battery coolant circulation circuit and a heat exchange air duct, a heat switch heat exchanger (107) of the refrigerant circulation circuit, a battery module (108) and a heat regenerator (109) are connected to form a first fluid channel and a second fluid channel for heat exchange, and the first fluid channel and the second fluid channel form a refrigerant passage between the compressor (101) and the front and rear rows of parallel separated external heat exchangers; The regenerator (109) is connected to the water-cooled heat exchanger (110) in the refrigerant circulation loop. The refrigerant circulation loop is provided with an in-vehicle heat exchanger (201). The in-vehicle heat exchanger (201) is arranged in the heat exchange air duct. The fresh air is preheated by using the waste heat of the battery module (108) and then mixed with the return air to be heated again by the in-vehicle heat exchanger (201). The battery coolant circulation loop is provided with a battery heat exchanger (301) connected to the battery module (108). The battery heat exchanger (301) is connected to the heat exchange medium of the in-vehicle heat exchanger (201).

2. The vehicle heat pump air conditioning system according to claim 1, characterized in that: The refrigerant circulation circuit comprises a compressor (101), the outlet of the compressor (101) is connected to the first port (1021) of the four-way reversing valve (102), and the inlet of the compressor (101) is connected to the outlet of the gas-liquid separator (112); the second port (1022) of the four-way reversing valve (102) is connected to the outlet of the front high-pressure off-board heat exchanger (104); a four-way solenoid valve (121) is provided between the first fluid channel of the thermal switch heat exchanger (107) and the first fluid channel of the battery module (108); the first fluid channel of the regenerator (109) is connected to the outlet of the front high-pressure off-board heat exchanger (104); The outlet of the channel is connected to the water-cooled heat exchanger (110) through the second expansion valve (120); a seventh three-way solenoid valve (128) is provided between the regenerator (109) and the second expansion valve (120); an eighth three-way solenoid valve (129) is provided between the second expansion valve (120) and the water-cooled heat exchanger (110); the water-cooled heat exchanger (110) flows into the second fluid channel of the regenerator (109) through the ninth three-way solenoid valve (130), and is connected to the thirteenth solenoid valve (131) through the second fluid channel of the regenerator (109); the thirteenth solenoid valve (131) is connected to the second fluid channel of the regenerator (109); The third injection port (1113) of the second injector (111) is connected to the second fluid channel of the battery module (108) through the second three-way solenoid valve (123) and the third three-way solenoid valve (124) in sequence. A fourth three-way solenoid valve (125) is provided between the second fluid channel of the battery module (108) and the second fluid channel of the thermal switch heat exchanger (107). The outlet of the second fluid channel of the thermal switch heat exchanger (107) is connected to the third outlet of the four-way reversing valve (102). The port (1023) is connected, and a fifth three-way solenoid valve (126) and a sixth three-way solenoid valve (127) are arranged in sequence between the fourth port (1024) of the four-way reversing valve (102) and the gas-liquid separator (112); the fifth three-way solenoid valve (126) and the sixth three-way solenoid valve (127) respectively lead out branch pipelines to be circulated and connected to the battery module (108); the sixth solenoid valve (118) is arranged on the branch pipeline of the fifth three-way solenoid valve (126), and the fifth solenoid valve (117) is arranged on the branch pipeline of the sixth three-way solenoid valve (127).

3. The vehicle heat pump air conditioning system according to claim 2, characterized in that: The front and rear rows of parallel and separated external heat exchangers include a front row high-pressure external heat exchanger (104) and a rear row low-pressure external heat exchanger (105); A second solenoid valve (114) is provided between the outlet of the front row high-pressure external heat exchanger (104) and the outlet of the rear row low-pressure external heat exchanger (105), and the outlet of the rear row low-pressure external heat exchanger (105) is connected to a third ejector (106); The inlet of the rear low-pressure external heat exchanger (105) is connected to the first expansion valve (119); the outlet of the rear low-pressure external heat exchanger (105) is connected to the second port (1062) of the third injector through the fourth solenoid valve (116); the third injector (106) is bypassed by setting a pipeline of the third solenoid valve (115) and is connected to the inlet of the front high-pressure external heat exchanger (104); the third port (1063) of the third injector is connected to the front high-pressure external heat exchanger (104); the inlet of the third solenoid valve (115), the first port (1061) of the third injector and the inlet of the first expansion valve (119) are all connected to the first flow channel of the thermal switch heat exchanger (107).

4. The vehicle heat pump air conditioning system according to claim 3, characterized in that: A first injector (103) is arranged between the second port (1022) of the four-way reversing valve (102) and the outlet of the front high-pressure external heat exchanger (104); the second port (1032) of the first injector is in communication with the outlet of the front high-pressure external heat exchanger (104) and the inlet of the second solenoid valve (114); the third port (1033) of the first injector is in communication with the second port (1022) of the four-way reversing valve (102); and the first port (1031) of the first injector is in communication with the second port (1292) of the eighth three-way solenoid valve via the first solenoid valve (113); The first port (1211) of the four-way solenoid valve is connected to the first injection port (1111) of the second injector (111) through the first three-way solenoid valve (122); the fourth port (1214) of the four-way solenoid valve is connected to the second port (1282) of the seventh three-way solenoid valve through a pipeline to bypass the battery module (108) and the regenerator (109); the second port (1222) of the first three-way solenoid valve is connected to the second port (1232) of the second three-way solenoid valve to bypass the second injector (111); The second port (1302) of the ninth three-way solenoid valve is connected to the second port (1312) of the thirteenth three-way solenoid valve via a pipeline, and the second port (1242) of the third three-way solenoid valve is connected to the third port (1253) of the fourth three-way solenoid valve via a pipeline, thereby bypassing the battery module (108); a sixth solenoid valve (118) is provided between the first port (1261) of the fifth three-way solenoid valve and the battery module (108), and a fifth solenoid valve (117) is provided between the battery module (108) and the first port (1271) of the sixth three-way solenoid valve.

5. The vehicle heat pump air conditioning system according to claim 4, characterized in that: The front row high-pressure external heat exchanger (104), the rear row low-pressure external heat exchanger (105) and the internal heat exchanger (201) are all microchannel heat exchangers; The first injector (103), the second injector (111) and the third injector (106) are all adjustable valve needle injectors or multi-nozzle injectors; The compressor (101) is a variable frequency electric scroll compressor.

6. The vehicle heat pump air conditioning system according to claim 1, characterized in that: The heat exchange air duct is provided with a first fan (406), a second fan (407) and a spray head (413); the air flows of the battery heat exchanger (301) and the in-vehicle heat exchanger (201) are distributed in series; the fresh air inlet (401) and the second air outlet (405) are located on one side of the battery heat exchanger (301); the fresh air inlet (401) is farther from the battery heat exchanger (301) than the second air outlet (405); the first return air inlet (402) is located between the battery heat exchanger (301) and the in-vehicle heat exchanger (201); the second return air inlet (403) and the first air outlet (404) are located on the in-vehicle heat exchanger (201); 1) One side; in the battery waste heat utilization mode, the fresh air outside the vehicle enters the heat exchange duct through the fresh air inlet (401) for preheating, and then the circulating air inside the vehicle enters the heat exchange duct through the first return air inlet (402) and mixes with the fresh air heated by the battery waste heat, and then passes through the in-vehicle heat exchanger (201) for secondary heating, and finally enters the cabin environment from the first air outlet (404); in the cabin dehumidification mode, the circulating air inside the vehicle enters the heat exchange duct through the second return air inlet (403), is cooled and dehumidified at the in-vehicle heat exchanger (201), and then is heated by the battery heat exchanger (301), and finally enters the cabin environment from the second air outlet (405).

7. The vehicle heat pump air conditioning system according to claim 6, characterized in that: The first fan (406) and the second fan (407) are both axial flow fans and are arranged at the fresh air inlet (401) and the second return air inlet (403) respectively; The fresh air inlet (401), the first return air inlet (402), the second return air inlet (403), the first air outlet (404), and the second air outlet (405) are provided with a first damper (408), a second damper (414), a third damper (410), a fourth damper (411), and a fifth damper (412) in sequence; the air duct and the dampers are hinged, and the openings of the dampers are adjustable; the first return air inlet (402) is provided with an adjustable louver structure baffle (409); the first return air inlet (402) and the adjustable louver structure baffle (409) are hinged; the spray head (413) is arranged in the air duct and is located above the in-vehicle heat exchanger (201).

8. The vehicle heat pump air conditioning system according to claim 1, characterized in that: The refrigerant in the refrigerant circulation circuit is any binary or ternary mixture of R290, R744, R1234yf, R1234ze(E), R125, and R227ea; The coolant in the coolant circulation loop is water; The heat exchange medium in the battery coolant circulation loop is 50% ethylene glycol and 50% aqueous solution.

9. The vehicle heat pump air conditioning system according to claim 1, characterized in that: The battery coolant circulation loop comprises a second water pump (303) in circulation communication with the battery module (108) through a pipeline, a battery heat exchanger (301) and a second expansion water tank (302); a first switch valve (304) is provided between the battery module (108) and the second water pump (303); and a second switch valve (305) is provided between the battery module (108) and the second expansion water tank (302); The coolant circulation loop comprises a water-cooled heat exchanger (110), an in-vehicle heat exchanger (201), a first expansion water tank (202), and a first water pump (203) which are circulated and connected via a pipeline; A temperature sensor (T1), a battery temperature sensor (T2), a humidity sensor (D1), an oxygen concentration sensor (V1) and a carbon dioxide concentration sensor (V2) are provided in the vehicle, and are all connected to a detector (C1) in a control module (C); The control module (C) comprises a detector (C1), a judger (C2), a processor (C3) and an output device (C4) connected in sequence, the detector (C1) collects corresponding signals through various sensors, the judger (C2) compares and judges the signals collected by the detector (C1) with set standard values, outputs the judgment result and sends it to the processor (C3), the processor (C3) selects a corresponding working mode according to the judgment result and sends an instruction to the output device (C4), and the output device (C4) controls the operation mode of the refrigerant circulation circuit, the coolant circulation circuit, the battery coolant circulation circuit and the heat exchange air duct according to the instruction.

10. The vehicle heat pump air conditioning system according to claim 1, characterized in that: The heat switch heat exchanger (107) comprises a first stepper motor (1071) and a second stepper motor (1076) arranged in parallel, wherein the output shafts of the first stepper motor (1071) and the second stepper motor (1076) are respectively connected to a first rotating shaft (1073) and a second rotating shaft (1078) through a first conveyor belt (1072) and a second conveyor belt (1077), and the first rotating shaft (1073) and the second rotating shaft (1078) are respectively connected to a first linkage heat insulation device (1075). ) cooperates with the second linked heat insulation device (1080), the first linked heat insulation device (1075) and the second linked heat insulation device (1080) are pressed from heat insulation materials, the first linked heat insulation device (1075) and the second linked heat insulation device (1080) are respectively arranged on the outside of the first refrigerant pipeline (1074) and the second refrigerant pipeline (1079), and are coaxial and tightly tangent to the corresponding refrigerant pipelines, and the start and stop of the heat exchange process in the heat exchanger are controlled by the thermal switch.

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