Automotive heat pump air conditioner and heat management system

Abstract

A vehicle heat pump air conditioner and heat management system comprises a first heat switch heat exchanger, a stepping motor controls a conveying belt to drive a rotating shaft to move, a linkage heat insulation device coaxially matched with the rotating shaft is controlled to be started and stopped, and starting and stopping of the heat exchange process are controlled; the second heat switch heat exchanger controls starting and stopping of the heat exchange process through starting and stopping of a vacuum pump. The battery module is coupled with the vehicle heat pump air conditioning system and the battery heat management system through energy storage or energy release; according to the front-back row parallel separation type in-vehicle heat exchanger, cascade heat exchange is achieved between the front-row heat exchanger and the back-row heat exchanger, an ejector is arranged between the front-row heat exchanger and the back-row heat exchanger, and a second expansion valve is adopted as a throttling valve to adjust the pressure of the back-row heat exchanger; the connection of equipment is realized through the connecting pipelines, and the switching of working modes is realized by adjusting different control valves. According to the utility model, all-season and all-working-condition efficient and stable operation can be realized.

Description

Technical Field

[0001] The utility model relates to the technical fields of new energy vehicle heat pump air conditioners and thermal management, and particularly relates to a vehicle heat pump air conditioner and thermal management system. Background Technique

[0002] Electric vehicles do not need to consume fossil fuels and have little environmental pollution, so they have been rapidly developed and applied in recent years. However, the driving range is one of the reasons restricting the development of new energy vehicles.

[0003] The energy consumption of the air conditioning system has a great impact on the driving range of new energy vehicles, and the energy saving of the vehicle air conditioning system has become a hot topic. In summer under high temperature conditions, the pressure ratio increases, the power consumption of the compressor increases, the exhaust temperature of the compressor increases, the throttling irreversible loss increases, and the refrigeration performance decreases. In addition, in extremely cold winter conditions, the heating performance and heating capacity of the heat pump decay. Turning on the PTC auxiliary heating will additionally increase the system power consumption, further reducing the system driving range. At the same time, the frosting problem of the outdoor heat exchanger in winter needs to be considered.

[0004] The limited performance of the power battery also affects the driving range, and the battery thermal management system is also very important. Reasonable energy distribution and utilization of the system can improve the system driving range.

[0005] At present, the existing new energy vehicle thermal management systems have problems such as low efficiency, unreasonable energy distribution, and excessive throttling losses in the system. Even if a few studies consider these aspects, the solutions are relatively simple and cannot meet the requirements of efficient and stable operation in all seasons and all working conditions. Content of the Utility Model

[0006] The purpose of the utility model is to provide a vehicle heat pump air conditioner and thermal management system for the above problems in the existing technology. By coupling the vehicle air conditioning system and the power battery thermal management system, efficient utilization of energy is realized, and efficient and stable operation in all seasons and all working conditions is satisfied.

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

[0008] A vehicle heat pump air conditioner and thermal management system, comprising:

[0009] A first thermal switch heat exchanger, which controls the conveyor belt through a stepping motor to drive the rotation of the rotating shaft, thereby controlling the start and stop of the linkage heat insulation device coaxially matched with the rotating shaft, and realizing the start and stop of the heat exchange process;

[0010] A second thermal switch heat exchanger, which controls the start and stop of the heat exchange process by starting and stopping a vacuum pump;

[0011] A battery module, used to couple the vehicle heat pump air conditioning system and the battery thermal management system through energy storage or energy release;

[0012] The front - row and rear - row parallel - separated in - vehicle heat exchanger is formed by the front - row heat exchanger and the rear - row heat exchanger. Cascade heat transfer is achieved between the front - row heat exchanger and the rear - row heat exchanger. An ejector is arranged between the front - row heat exchanger and the rear - row heat exchanger, and the second expansion valve is used as a throttle valve to regulate the pressure of the rear - row heat exchanger.

[0013] In addition, there are several connecting pipelines and control valves. The connection of equipment is realized through the connecting pipelines, and the switching of five working modes of cold storage, air - conditioning refrigeration, heat storage, heat - pump heating, and winter heat - pump defrosting is realized by adjusting different control valves.

[0014] As a preferred solution, the vehicle heat - pump air - conditioner and thermal management system includes a compressor. The compressor inlet is connected to the outlet of the gas - liquid separator, and the compressor outlet is connected to the first port of the four - way reversing valve. The second port of the four - way reversing valve is connected to the inlet of the out - vehicle heat exchanger, the third port is connected to the first heat - switch heat exchanger, and the fourth port is connected to the inlet of the gas - liquid separator. The pipeline led out from the out - vehicle heat exchanger flows through the first heat - switch heat exchanger and is connected to the first solenoid - valve interface of the three - way solenoid valve. The refrigerant flows through the three - way solenoid valve. The third solenoid - valve interface of the three - way solenoid valve is connected to the battery module and is connected to the third injector interface of the first ejector through the first solenoid valve. The second solenoid valve bypasses the first ejector. The refrigerant flows through the second solenoid - valve interface of the three - way solenoid valve to reach the battery module and then leads out a pipeline to flow through the second heat - switch heat exchanger. The outlet of the second heat - switch heat exchanger is connected to the inlet of the first expansion valve. The refrigerant flows through the first expansion valve. One branch is connected to the first injection port of the second ejector to eject the low - pressure secondary flow from the rear - row heat exchanger as the primary flow. The other branch of the refrigerant flowing through the first expansion valve is connected to the inlet of the rear - row heat exchanger through the second expansion valve. The third solenoid valve bypasses the second ejector. The fourth solenoid valve is located between the second injection port of the second ejector and the outlet of the rear - row heat exchanger. The fifth solenoid valve is located between the rear - row heat exchanger and the front - row heat exchanger. After the refrigerant flows through the front - row and rear - row parallel - separated in - vehicle heat exchanger, the pipeline led out flows through the second heat - switch heat exchanger for superheating and is connected to the second injector interface of the first ejector as the secondary flow. The pipeline led out from the first injector interface of the first ejector flows through the first heat - switch heat exchanger, is connected to the inlet of the gas - liquid separator through the four - way reversing valve, and then returns to the compressor.

[0015] As a preferred solution, a first temperature sensor is arranged at the inlet of the front - row heat exchanger, a second temperature sensor is arranged at the outlet of the front - row heat exchanger, a third temperature sensor is arranged at the inlet of the battery module, a fourth temperature sensor is arranged at the outlet of the battery module, and a fifth temperature sensor for detecting the temperature of the battery cells is arranged inside the battery module.

[0016] The first temperature sensor, the second temperature sensor, the third temperature sensor, the fourth temperature sensor, the fifth temperature sensor, the compressor, the four-way reversing valve, the first thermoswitch heat exchanger, the three-way solenoid valve, the second thermoswitch heat exchanger, the first expansion valve, the second expansion valve, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, and the fifth solenoid valve are all connected to the control module; the control module receives the temperature signals detected by each temperature sensor and controls the opening degrees of the first expansion valve and the second expansion valve as well as the rotational speed of the compressor. At the same time, by controlling the four-way reversing valve, the first thermoswitch heat exchanger, the three-way solenoid valve, the second thermoswitch heat exchanger, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, and the fifth solenoid valve, the switching among five working modes of cold storage, air-conditioning refrigeration, heat storage, heat pump heating, and winter heat pump defrosting is realized.

[0017] As a preferred solution, the first thermoswitch heat exchanger controls the start and stop of the heat exchange process through a thermoswitch, including a first stepping motor and a second stepping motor. The first stepping motor and the second stepping motor are respectively connected to a first rotating shaft and a second rotating shaft through a first conveyor belt and a second conveyor belt; the first rotating shaft and the second rotating shaft are respectively matched with a first linkage heat insulation device and a second linkage heat insulation device through gears; the first linkage heat insulation device and the second linkage heat insulation device are respectively located outside the first refrigerant pipeline and the second refrigerant pipeline and are coaxially and tightly tangent to the first refrigerant pipeline and the second refrigerant pipeline; the first stepping motor and the second stepping motor are both connected to the control module; the first linkage heat insulation device and the second linkage heat insulation device are made of heat insulation materials by pressing.

[0018] As a preferred solution, when the system operates in the cold storage mode, the first port and the second port of the four-way reversing valve are internally connected, and the third port and the fourth port are internally connected. The first stepping motor and the second stepping motor are powered on, and the first thermoswitch heat exchanger works. The second solenoid valve interface of the three-way solenoid valve is closed, and the first solenoid valve interface and the third solenoid valve interface are opened and connected. The vacuum pump is powered off, and the second thermoswitch heat exchanger does not work. The first solenoid valve is closed, and the second solenoid valve is opened. The compressor starts. The high-temperature and high-pressure refrigerant throttled by the three-way solenoid valve evaporates and absorbs heat on the phase change material inside the battery module, generating cold. The control module scans the temperature every set time. If k 1 is the inlet temperature of the front-row heat exchanger, k 2 is the outlet temperature of the front-row heat exchanger, k 3 is the inlet temperature of the battery module, k 4 is the outlet temperature of the battery module, k 5 is the temperature of the battery cells inside the battery module; then, when k 5 drops to within the target temperature range of the battery cells, the rotational speed of the compressor is increased to the maximum rotational speed to generate more cold, which is stored in the battery module. The control module continues to scan the temperature every set time and judges k3 , k 4 Logical relationship, when k 4 < k 3 + 5, the control module controls to reduce the compressor speed. If the k 4 < k 3 + 5 temperature relationship cannot be satisfied, the control module controls the opening degree f of the three-way solenoid valve 3 to adjust the evaporation temperature and continue to determine the relationship;

[0019] When the system operates in the air-conditioning refrigeration mode, the first step-in motor and the second step-in motor are powered on, the first heat-switch heat exchanger works, the third solenoid valve interface of the three-way solenoid valve is closed, the first solenoid valve interface and the second solenoid valve interface are opened and connected, the vacuum pump is powered off, the second heat-switch heat exchanger works, the first solenoid valve and the second solenoid valve are closed, the three-way solenoid valve does not open the throttling function, the refrigerant supercooled by the first heat-switch heat exchanger is further supercooled by the cold stored in the phase-change material through the battery module, then becomes a refrigerant with a lower temperature after passing through the second heat-switch heat exchanger, and finally throttles through the first expansion valve and enters the front and rear row parallel separated in-vehicle heat exchanger to evaporate and absorb heat, taking away the heat in the cockpit; when the evaporation temperature T e < The lowest evaporation temperature T provided by the heat pump air-conditioning system min , the third solenoid valve and the fifth solenoid valve are closed, the second expansion valve is in the throttling mode, the fourth solenoid valve is opened, the front and rear row parallel separated in-vehicle heat exchanger enters the jet boosting state, the control module scans the temperature every set time to judge k 1 , k 2 Logical relationship, when k 2 < k 1 + 5, the control module controls to reduce the compressor speed. If the k 2 < k 1 + 5 temperature relationship cannot be satisfied, the control module controls the opening degrees of the first expansion valve and the second expansion valve to adjust the evaporation temperature and continue to determine the relationship; when the evaporation temperature T required by the cockpit e ≥ The lowest evaporation temperature T provided by the heat pump air-conditioning system min , the third solenoid valve and the fifth solenoid valve are opened, the second expansion valve is fully opened, the fourth solenoid valve is closed, and at this time, the front and rear row evaporation pressures of the front and rear row parallel separated in-vehicle heat exchanger are the same.

[0020] As a preferred solution, when the system operates in the heat storage mode, the first channel port and the third channel port of the four-way reversing valve are internally connected, and the second channel port and the fourth channel port are internally connected. The first stepping motor and the second stepping motor are powered off. The refrigerant only flows through the first heat switch heat exchanger. The first solenoid valve is closed and the second solenoid valve is opened. The vacuum pump is powered off. The second solenoid valve interface of the three-way solenoid valve is closed, and the first solenoid valve interface and the third solenoid valve interface are connected and opened. The high-temperature and high-pressure refrigerant vapor compressed by the compressor condenses and releases heat in the battery module. The control module scans the temperature every set time, and k 5 is the temperature of the battery cells inside the battery module. When k 5 is lower than the lower limit of the target temperature range of the battery cells, the control module controls the compressor to increase its speed and scans every set time to judge the logical relationship between k 5 and the target temperature range of the battery cells. When k 5 is within the target temperature range of the battery cells, the control module controls the compressor speed to decrease until it stops. If the above logical relationship cannot be satisfied, the opening degree f 3 of the three-way solenoid valve is adapted to the temperature signal of the fifth temperature sensor.

[0021] As a preferred solution, when the system operates in the heat pump heating mode, the first stepping motor and the second stepping motor are powered off. The first heat switch heat exchanger does not work. The third solenoid valve interface of the three-way solenoid valve is closed, and the first solenoid valve interface and the second solenoid valve interface are opened and connected. The throttling function is not enabled. The vacuum pump is powered on. The refrigerant only flows through the second heat switch heat exchanger. The first solenoid valve, the second solenoid valve, and the fourth solenoid valve are closed. The third solenoid valve and the fifth solenoid valve are opened. The second expansion valve is fully open. The refrigerant is compressed by the compressor and then flows in parallel through the front and rear row parallel separated in-vehicle heat exchangers to condense and release heat to heat the cabin. After throttling through the first expansion valve, it then evaporates and absorbs heat through the out-of-vehicle heat exchanger and returns to the compressor.

[0022] As a preferred solution, when the system operates in the winter heat pump defrosting mode, the first channel port and the second channel port of the four-way reversing valve are connected, and the third channel port and the fourth channel port are connected. The first stepping motor and the second stepping motor are powered off. The vacuum pump is powered on. Both the first heat switch heat exchanger and the second heat switch heat exchanger do not work. The three-way solenoid valve has no throttling function and opens and connects the first solenoid valve interface and the second solenoid valve interface. The first expansion valve and the second expansion valve are fully open. The first solenoid valve, the second solenoid valve, and the fourth solenoid valve are closed. The third solenoid valve and the fifth solenoid valve are opened. The high-temperature and high-pressure refrigerant compressed by the compressor flows through the out-of-vehicle heat exchanger for defrosting.

[0023] As a preferred solution, the battery module internally has battery cells and a refrigerant pipeline, and a phase change material is filled between the battery cells and the refrigerant pipeline;

[0024] Both the front-row heat exchanger and the rear-row heat exchanger adopt microchannel heat exchangers;

[0025] The first ejector and the second ejector are respectively any one of a nozzle-internal valve needle adjustable ejector or a multi-nozzle adjustable ejector.

[0026] As a preferred solution, the vacuum pump is built into the second thermostatic switch heat exchanger. By controlling the start and stop of the vacuum pump, it is possible to control whether the air in the second thermostatic switch heat exchanger is evacuated, and thus control the start and stop of the heat exchange process.

[0027] Compared with the prior art, the present utility model has at least the following beneficial effects:

[0028] The first thermostatic switch heat exchanger and the second thermostatic switch heat exchanger are provided to control whether heat exchange occurs between two refrigerant fluid flows passing through the heat exchanger according to the working conditions, thereby avoiding the complication of the system pipeline due to the switching of the working mode.

[0029] The front-row and rear-row parallel separated in-vehicle heat exchangers are provided. The in-vehicle heat exchanger module is arranged in a front-row and rear-row parallel separated manner to form a gradient heat exchange to increase the heat transfer temperature difference and improve the heat exchange efficiency; by adding an ejector, the expansion work of the system can be effectively recovered, and the irreversible loss caused by the throttling of the system can be reduced, thereby improving the system COP and improving the problem of insufficient high-temperature refrigeration performance of the traditional air conditioner.

[0030] The battery module couples the vehicle heat pump air conditioning system and the battery thermal management system through energy storage or energy release, and the battery module realizes the interaction between the vehicle heat pump air conditioning system and the battery thermal management system, realizing the efficient utilization of energy and better system thermal management effect.

[0031] Furthermore, for the vehicle heat pump air conditioning and thermal management system of the present utility model, the inlet temperature of the front-row heat exchanger is detected by the first temperature sensor, the outlet temperature of the front-row heat exchanger is detected by the second temperature sensor, the inlet temperature of the battery module in the cold storage mode is detected by the third temperature sensor, the outlet temperature of the battery module is detected by the fourth temperature sensor, and the temperature of the battery cells in the battery module is detected by the fifth temperature sensor. The control module receives the temperature signals and controls the opening degrees of the first expansion valve and the second expansion valve and the rotational speed of the compressor; at the same time, by controlling the four-way reversing valve, the first thermostatic switch heat exchanger, the three-way solenoid valve, the second thermostatic switch heat exchanger, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, and the fifth solenoid valve, five different working mode switches of cold storage, air conditioning refrigeration, heat storage, heat pump heating, and winter heat pump defrosting are realized. The present utility model can realize different working mode switches by controlling the flow direction of different refrigerants, and thus realizes the operation of the full-season and full-condition mode. Description of the Drawings

[0032] Figure 1It is a schematic diagram of a heat pump air conditioner and a thermal management system for a vehicle according to an embodiment of the utility model.

[0033] Figure 2 This is a schematic diagram of the structure of the first thermal switch heat exchanger in the vehicle heat pump air conditioner and thermal management system according to an embodiment of the utility model.

[0034] Figure 3 This is a schematic diagram of a vehicle heat pump air conditioner and thermal management system in a cold storage mode according to an embodiment of the utility model.

[0035] Figure 4 This is a schematic diagram of a vehicle heat pump air conditioner and thermal management system in an air conditioning cooling mode according to an embodiment of the utility model.

[0036] Figure 5 This is a schematic diagram of a vehicle heat pump air conditioner and thermal management system in a heat storage mode according to an embodiment of the utility model.

[0037] Figure 6 This is a schematic diagram of a vehicle heat pump air conditioner and thermal management system in a heat pump heating mode according to an embodiment of the utility model.

[0038] Figure 7 This is a schematic diagram of a vehicle heat pump air conditioner and thermal management system in a winter heat pump defrost mode according to an embodiment of the utility model.

[0039] Figure 8 This is a control logic diagram a of the summer working mode of the vehicle heat pump air conditioner and thermal management system according to an embodiment of the utility model.

[0040] Figure 9 This is the control logic diagram b of the winter working mode of the vehicle heat pump air conditioner and thermal management system in the embodiment of the utility model. DETAILED DESCRIPTION

[0041] The utility model is further described in detail below in conjunction with the accompanying drawings and embodiments.

[0042] See also Figure 1 The present utility model provides a vehicle heat pump air conditioner and thermal management system, including:

[0043] The first heat switch heat exchanger 104 controls the conveyor belt through the stepper motor to drive the shaft to move, thereby controlling the start and stop of the linkage heat insulation device coaxially matched with the shaft to realize the start and stop of the heat exchange process;

[0044] The second heat switch heat exchanger 107 controls the start and stop of the heat exchange process by starting and stopping the vacuum pump 120;

[0045] A battery module 106, for coupling the vehicle heat pump air conditioning system and the battery thermal management system by storing or releasing energy;

[0046] The front and rear row parallel separation type in-vehicle heat exchanger is formed by the front row heat exchanger 115 and the rear row heat exchanger 113. Cascade heat exchange is achieved between the front row heat exchanger 115 and the rear row heat exchanger 113. An ejector 109 is arranged between the front row heat exchanger 115 and the rear row heat exchanger 113, and the second expansion valve 112 is used as a throttle valve to regulate the pressure of the rear row heat exchanger;

[0047] In addition, several connecting pipelines and control valves are provided. The connection of equipment is realized through the connecting pipelines, and the switching of five working modes including cold storage, air-conditioning refrigeration, heat storage, heat pump heating and winter heat pump defrosting is realized by adjusting different control valves.

[0048] Such as Figure 1As shown in the figure, the vehicle heat pump air conditioner and thermal management system according to the embodiment of the present invention includes a compressor 101. The inlet of the compressor 101 is connected to a gas-liquid separator 119, and the outlet of the compressor 101 is connected to a four-way reversing valve 102. The second channel port 1022 of the four-way reversing valve 102 is connected to the inlet of an outdoor heat exchanger 103; a first heat-switch heat exchanger 104, which includes two heat exchange circuits. One of the circuits connects the outdoor heat exchanger 103 and a three-way solenoid valve 105, and the other circuit connects the third channel port 1023 of the four-way reversing valve 102 and the first injector interface 1161 of a first injector 116; refrigerant flows through the three-way solenoid valve 105, and the third solenoid valve interface 1053 of the three-way solenoid valve 105 flows through a battery module 106 and is connected to the third injector interface 1163 of the first injector 116 through a first solenoid valve 118; a second solenoid valve 117 bypasses the first injector 116; the second solenoid valve interface 1052 that flows through the three-way solenoid valve 105 reaches the battery module 106; a second heat-switch heat exchanger 107, which includes two heat exchange circuits. One of the circuits connects the battery module 106 and a first expansion valve 108, and the other circuit connects the second injector interface 1162 of the first injector 116 and the outlet of a front-row heat exchanger 115; refrigerant flows through the first expansion valve 108, and one of the branches is connected to the first entrainment port 1091 of a second injector 109 to entrain the low-pressure secondary flow from the rear-row heat exchanger 113 as the primary flow; the other branch of the refrigerant that flows through the first expansion valve 108 is connected to the inlet of the rear-row heat exchanger 113 through a second expansion valve 112; a third solenoid valve 110 bypasses the second injector 109; a fourth solenoid valve 111 is located between the second entrainment port 1092 of the second injector 109 and the outlet of the rear-row heat exchanger 113; a fifth solenoid valve 114 is located between the rear-row heat exchanger 113 and the front-row heat exchanger 115; two fluid streams from the battery module 106 and the second heat-switch heat exchanger 107 are mixed and ejected in the injector 116; the third channel port 1023 and the fourth channel port 1024 of the four-way reversing valve 102 are internally connected, and the fourth channel port 1024 is connected to the inlet of the gas-liquid separator 119. In the vehicle heat pump air conditioner and thermal management system according to the embodiment of the present invention, a first temperature sensor T1 is provided at the inlet of the front-row heat exchanger 115, a second temperature sensor T2 is provided at the outlet of the front-row heat exchanger 115, a third temperature sensor T3 is provided at the inlet of the battery module 106, a fourth temperature sensor T4 is provided at the outlet of the battery module 106, and a fifth temperature sensor T5 for detecting the temperature of the battery cells is provided inside the battery module 106.The first temperature sensor T1, the second temperature sensor T2, the third temperature sensor T3, the fourth temperature sensor T4, the fifth temperature sensor T5, the compressor 101, the four-way reversing valve 102, the first thermostatic switch heat exchanger 104, the three-way solenoid valve 105, the second thermostatic switch heat exchanger 107, the first expansion valve 108, the second expansion valve 112, the first solenoid valve 118, the second solenoid valve 117, the third solenoid valve 110, the fourth solenoid valve 111, and the fifth solenoid valve 114 are all connected to the control module C1. The control module C1 receives the temperature signals detected by each temperature sensor and controls the opening degrees of the first expansion valve 108 and the second expansion valve 112 and the rotational speed of the compressor 101. At the same time, by controlling the four-way reversing valve 102, the first thermostatic switch heat exchanger 104, the three-way solenoid valve 105, the second thermostatic switch heat exchanger 107, the first solenoid valve 118, the second solenoid valve 117, the third solenoid valve 110, the fourth solenoid valve 111, and the fifth solenoid valve 114, the switching of five working modes of cold storage, air-conditioning refrigeration, heat storage, heat pump heating, and winter heat pump defrosting is realized.

[0049] Please refer to Figure 2 , in the first thermostatic switch heat exchanger 104 of the embodiment of the present utility model, the heat exchange process is controlled to start and stop through a thermostatic switch, which includes a first stepping motor 1041 and a second stepping motor 1046. The first stepping motor 1041 and the second stepping motor 1046 are respectively connected to a first rotating shaft 1043 and a second rotating shaft 1048 through a first conveyor belt 1042 and a second conveyor belt 1047; the first rotating shaft 1043 and the second rotating shaft 1048 are respectively matched with a first linkage heat insulation device 1045 and a second linkage heat insulation device 1050 through gears; the first linkage heat insulation device 1045 and the second linkage heat insulation device 1050 are respectively located outside the first refrigerant pipeline 1044 and the second refrigerant pipeline 1049 and are coaxially and tightly tangent to the first refrigerant pipeline 1044 and the second refrigerant pipeline 1049; the first stepping motor 1041 and the second stepping motor 1046 are both connected to the control module C1; the first linkage heat insulation device 1045 and the second linkage heat insulation device 1050 are made of foam plastic heat insulation materials. The first thermostatic switch heat exchanger 104 can reduce the problem of complex system pipelines caused by the switching of working modes.

[0050] In a possible implementation manner, the vacuum pump 120 in the embodiment of the present utility model is built in the second thermostatic switch heat exchanger 107, is connected to the control module C1, and controls whether the air in the heat exchanger 107 is evacuated by controlling the start and stop of the vacuum pump 120, so as to control the start and stop of the heat exchange process, and further meet the system requirements, and the same effect as that of the first heat exchanger 104 can be achieved.

[0051] In a possible implementation, the battery module 106 of the embodiment of the present utility model couples the vehicle air-conditioning system and the battery thermal management system. Phase change materials such as dodecane, calcium chloride hexahydrate, paraffin, and a mixture of paraffin and graphene are filled between the battery cells and the refrigerant pipeline in the battery module. The battery module 106 can store energy, achieve positive feedback on the thermal management of the battery system and the vehicle air-conditioning system, improve the energy utilization efficiency, and achieve system gain.

[0052] In a possible implementation, the in-vehicle heat exchangers of the embodiment of the present utility model adopt a front-row and rear-row parallel separation distribution, and are all microchannel heat exchangers. A second ejector 109 is arranged between the front-row heat exchanger 115 and the rear-row heat exchanger 113, and the second expansion valve 112 is used as a throttle valve to regulate the pressure of the rear-row heat exchanger. The third solenoid valve 110 bypasses the second ejector 109, the fourth solenoid valve 111 is located between the second injection port 1092 of the second ejector 109 and the outlet of the rear-row heat exchanger 113, and the fifth solenoid valve 114 is located between the outlet of the front-row heat exchanger 115 and the outlet of the rear-row heat exchanger 113. The third solenoid valve 110, the fourth solenoid valve 111, the fifth solenoid valve 114, and the second expansion valve 112 are used to switch the operating mode of the in-vehicle heat exchanger.

[0053] In a possible implementation, the first ejector 116 and the second ejector 109 of the embodiment of the present utility model are respectively any one of a nozzle-internal valve needle adjustable ejector or a multi-nozzle adjustable ejector, and can adjust the axial position and throat area of the nozzle, so as to realize the stable operation of the ejector under variable working conditions.

[0054] The vehicle heat pump air-conditioning and thermal management system of the embodiment of the present utility model couples the vehicle air-conditioning system and the power battery thermal management system, and introduces the first heat-switch heat exchanger 104 and the second heat-switch heat exchanger 107. The heat transfer process can be controlled to start and stop through the heat switch according to the working conditions, avoiding the complexity of the system caused by the switching of working modes. The in-vehicle heat exchanger module is designed as a front-row and rear-row parallel separation in-vehicle heat exchanger, forming a cascade heat transfer to increase the heat transfer temperature difference and improve the heat transfer efficiency. By adding an ejector, the expansion work can be effectively recovered, and the irreversible loss caused by system throttling can be reduced, thereby improving the system COP and solving the problem of insufficient high-temperature refrigeration performance of traditional air conditioners. The battery module 106 composed of PCM phase change materials realizes the interaction between the vehicle air-conditioning and the battery pack. The cold stored in the PCM can not only increase the subcooling degree of the system and improve the refrigeration efficiency of the system, but also combine with the semiconductor refrigerator to realize the cooling of the battery pack. The heat stored in the PCM can be used to heat the battery. The refrigerant flow direction is controlled by the four-way reversing valve 102, the three-way solenoid valve 105 and various solenoid valves, so as to realize the switching of five working modes: cold storage, air-conditioning refrigeration, heat storage, heat pump heating and winter heat pump defrosting, and then realize the operation of the full-season and full-condition mode.

[0055] A control method for a vehicle heat pump air conditioner and a thermal management system based on an embodiment of the present utility model includes the following steps:

[0056] Measure the inlet temperature k of the front row heat exchanger 115 1 and the outlet temperature k of the front row heat exchanger 115 2 the inlet temperature k of the battery module 106 3 the outlet temperature k of the battery module 106 4 and the temperature of the battery cells inside the battery module 106 5 ;

[0057] According to the system working mode to be achieved, adjust different control valves in the system, and in combination with the relationship of the temperature measurement results, switch the system among five working modes: cold storage, air conditioning refrigeration, heat storage, heat pump heating, and winter heat pump defrosting.

[0058] Embodiment 1:

[0059] As Figure 3 、 Figure 8 shown, when the system is in the cold storage mode, the control module C1 controls the first channel port 1021 and the second channel port 1022 of the four-way reversing valve 102 to be internally connected, and the third channel port 1023 and the fourth channel port 1024 to be internally connected. Power is supplied to the first stepping motor 1041 and the second stepping motor 1046. The three-way solenoid valve 105 opens the throttling function and the first solenoid valve interface 1051 is opened and connected to the third solenoid valve interface 1053, and the second solenoid valve interface 1052 is closed. Power is cut off from the vacuum pump 120, the first solenoid valve 118 is closed, and the second solenoid valve 117 is opened; The compressor 101 starts, and the refrigerant flows through the four-way reversing valve 102 into the out-of-vehicle heat exchanger 103. The outlet of the out-of-vehicle heat exchanger 103 is connected to the inlet of the first heat-switch heat exchanger 104, and the outlet of the first heat-switch heat exchanger 104 is connected to the first solenoid valve interface 1051 of the three-way solenoid valve 105; The battery module 106 that couples the vehicle air conditioner and the battery system is located between the third solenoid valve interface 1053 of the three-way solenoid valve 105 and the inlet of the second solenoid valve 117; The high-temperature and high-pressure refrigerant liquid becomes a low-temperature and low-pressure refrigerant liquid after throttling by the three-way solenoid valve 105, evaporates and absorbs heat at the battery module 106 to generate cold. The control module C1 scans the temperature every two minutes. When k 5 decreases to the appropriate temperature range of the battery cells, increase the compressor speed to the maximum speed to generate more cold, which is stored in the PCM. The control module C1 scans the temperature every minute and judges the logical relationship of k 3 、k 4 . When k 4 <k 3 +5, the control module C1 controls to gradually reduce the speed of the compressor 101. If it cannot meet k4 <k 3 When in the +5 temperature relationship, the control module C1 controls the opening degree f of the three-way solenoid valve 105 3 Adjust the evaporation temperature and continue to determine the relationship; after the refrigerant flows out of the battery module 106, it passes through the second solenoid valve 117, flows through the first thermostatic switch heat exchanger 104, exchanges heat with the hot fluid from the outside vehicle heat exchanger 103, and then flows through the four-way reversing valve 102. The fourth port 1024 of the four-way reversing valve 102 is connected to the inlet of the gas-liquid separator 119, and finally returns to the compressor; in the cold storage mode, the first thermostatic switch heat exchanger 104 is in the working mode. The first stepping motor 1041 and the second stepping motor 1046 are started to transmit power to the first conveyor belt 1042 and the second conveyor belt 1047, driving the first rotating shaft 1043 and the second rotating shaft 1048 to work. The rotation of the rotating shaft drives the gears to work, prompting the first linkage heat insulation device 1045 and the second linkage heat insulation device 1050 to gradually disengage from the pipe walls of the first refrigerant pipeline 1044 and the second refrigerant pipeline 1049, and the heat exchange process of the first thermostatic switch heat exchanger 104 is started; in the cold storage mode, the refrigerant evaporates and absorbs heat in the battery module 106, and the cold energy can be stored in its PCM phase change material.

[0060] Embodiment 2:

[0061] As Figure 4 、 Figure 8 shown, when the system is in the air-conditioning refrigeration mode, the control module C1 controls the first port 1021 and the second port 1022 of the four-way reversing valve 102 to be internally connected, and the third port 1023 and the fourth port 1024 to be internally connected. The first stepping motor 1041 and the second stepping motor 1046 are powered on. The three-way solenoid valve 105 closes the throttling function, the first solenoid valve interface 1051 and the second solenoid valve interface 1052 are opened and connected, the third solenoid valve interface 1053 is closed, the vacuum pump 120 is powered off, and the first solenoid valve 118 and the second solenoid valve 117 are closed;

[0062] The high-temperature and high-pressure refrigerant vapor from the compressor 101 enters the outside vehicle heat exchanger 103 through the four-way reversing valve 102 to condense and release heat, then flows through the first thermostatic switch heat exchanger 104 for subcooling, and then passes through the second solenoid valve interface 1052 of the three-way solenoid valve 105; the refrigerant flows through the battery module 106, and the stored cold energy further subcools the refrigerant; the refrigerant flows through the second thermostatic switch heat exchanger 107, and the degree of subcooling increases again; the refrigerant flows out of the second thermostatic switch heat exchanger 107 and enters the first expansion valve 108 for throttling and then enters the vehicle interior heat exchanger module to evaporate and absorb heat;

[0063] When the evaporation temperature T required by the cockpit e <The lowest evaporation temperature T provided by the non-ejector heat pump air-conditioning system minWhen the time comes, the control module C1 controls the third solenoid valve 110 and the fifth solenoid valve 114 to close. The second expansion valve 112 is in the throttling mode, and the fourth solenoid valve 111 is opened. At this time, the in-vehicle heat exchanger module is in the jet boosting state. After being throttled by the first expansion valve 108, part of the refrigerant enters the first injection port 1091 of the second ejector 109 as the primary fluid to reduce pressure and accelerate. The other part becomes a two-phase refrigerant with a lower pressure after being throttled by the second expansion valve 112, evaporates and absorbs heat at the rear row heat exchanger 113, and then flows through the fourth solenoid valve 111 and enters the second injection port 1092 of the second ejector 109 as the secondary fluid. The refrigerant is ejected and output from the third injection port 1093. The control module C1 scans the temperature every minute to judge k 1 and k 2 logical relationship. When k 2 <k 1 +5, the control module C1 controls the compressor 101 speed to gradually decrease. If the k 2 <k 1 +5 temperature relationship cannot be satisfied, the control module C1 controls the opening degrees of the first expansion valve 108 and the second expansion valve 112 to adjust the evaporation temperature and continue to judge the relationship;

[0064] When the evaporation temperature T e required by the cockpit ≥ the lowest evaporation temperature T min provided by the non-ejector heat pump air conditioning system, the control module C1 controls the third solenoid valve 110 and the fifth solenoid valve 114 to open. The second expansion valve 112 is fully opened, and the fourth solenoid valve 111 is closed. At this time, the evaporation pressures of the front and rear rows of the in-vehicle heat exchanger module are the same, and the refrigerant flows out after evaporating in the front / rear row heat exchanger. The system is a traditional heat pump air conditioner. The control module C1 scans the temperature every minute to judge k 1 and k 2 logical relationship. When k 2 <k 1 +5, the control module C1 controls the compressor 101 speed to gradually decrease. If the k 2 <k 1 +5 temperature relationship cannot be satisfied, the control module C1 controls the opening degree of the first expansion valve 108 to adjust the evaporation temperature and continue to judge the relationship;

[0065] The refrigerant flows out of the in-vehicle heat exchanger module and then passes through the second heat switch heat exchanger 107, the first ejector 116, the first heat switch heat exchanger 104, and the gas-liquid separator 119 in sequence, and finally returns to the compressor to complete the air conditioning refrigeration mode cycle; in the air conditioning refrigeration mode, the first heat switch heat exchanger 104 is in the working mode, which is the same as the operating state in the cold storage mode, and the second heat switch heat exchanger 107 is in the working mode. At this time, the vacuum pump 120 is not started.

[0066] Embodiment 3:

[0067] As Figure 5 , Figure 9 shown, when the system is in the heat storage mode, the control module C1 controls the first channel port 1021 of the four-way reversing valve 102 to communicate with the third channel port 1023, and the second channel port 1022 to communicate with the fourth channel port 1024, cuts off the power supply to the first stepping motor 1041 and the second stepping motor 1046, cuts off the power supply to the vacuum pump 120, the three-way solenoid valve 105 opens the throttling function and the first solenoid valve interface 1051 is opened and communicated with the third solenoid valve interface 1053, the second solenoid valve interface 1052 is closed, the first solenoid valve 118 is closed, and the second solenoid valve 117 is opened; the refrigerant is compressed by the compressor and flows through the first heat switch heat exchanger 104, and at this time, no heat exchange occurs in the heat exchanger; the refrigerant passes through the second solenoid valve 117, and at this time, the first ejector 116 does not work; the high-temperature and high-pressure refrigerant vapor flows through the battery module 106 and condenses to release heat; the control module C1 scans the temperature every two minutes. When k 5 is lower than the lower limit of the suitable temperature range of the battery cells, the control module C1 controls the compressor 101 to increase the speed, and scans every minute to judge the logical relationship between k 5 and the suitable temperature range of the battery cells. When k 5 is located within the suitable temperature range of the battery cells, the control module C1 controls the speed of the compressor 101 to decrease until it stops. If the above logical relationship cannot be satisfied, the control module C1 controls the opening degree f 3 of the three-way solenoid valve 105 to be adapted to the temperature signal of the fifth temperature sensor T5; the excess heat is stored in the PCM phase change material; the high-pressure and medium-temperature refrigerant liquid flows out of the battery module 106, is throttled by the three-way solenoid valve 105, and then flows through the first heat switch heat exchanger 104 again; the refrigerant enters the outside vehicle heat exchanger 103 and evaporates to absorb heat, becoming a low-temperature and low-pressure refrigerant vapor, then enters the gas-liquid separator 119 through the four-way reversing valve 102, and finally returns to the compressor 101 to complete a heat storage cycle; in the heat storage mode, the first heat switch heat exchanger 104 is in the closed mode, the first stepping motor 1041 and the second stepping motor 1046 do not start, the first conveyor belt 1042 and the second conveyor belt 1047 have no power source, the first rotating shaft 1043 and the second rotating shaft 1048 stop working, so that the first linkage heat insulation device 1045 and the second linkage heat insulation device 1050 are close to the pipe walls of the first refrigerant pipeline 1044 and the second refrigerant pipeline 1049, and the heat exchange process of the first heat switch heat exchanger 104 stops, and the refrigerant only flows through it.

[0068] Example 4:

[0069] As Figure 6 , Figure 9As shown, when the system is in the heat pump heating mode, the control module C1 controls the first port 1021 and the third port 1023 of the four-way reversing valve 102, and the second port 1022 and the fourth port 1024 to be connected. The first stepping motor 1041 and the second stepping motor 1046 are powered off, and the vacuum pump 120 is powered on. The three-way solenoid valve 105 has no throttling function, and the first solenoid valve interface 1051 and the second solenoid valve interface 1052 are opened and connected, while the third solenoid valve interface 1053 is closed. The first solenoid valve 118, the second solenoid valve 117, and the fourth solenoid valve 111 are closed, and the third solenoid valve 110 and the fifth solenoid valve 114 are opened. The first expansion valve 108 throttles, and the second expansion valve 112 is fully open. After the refrigerant is compressed by the compressor 101 into high-temperature and high-pressure refrigerant vapor, it sequentially passes through the four-way reversing valve 102 and the first heat-switch heat exchanger 104. At this time, the heat exchanger does not work, and the refrigerant only flows through it. After the refrigerant flows out of the first heat-switch heat exchanger 104, it sequentially passes through the ejector 116 and the second heat-switch heat exchanger 107. At this time, the vacuum pump 120 built into the heat exchanger starts to evacuate the air in the heat exchanger, and no heat exchange occurs. After the refrigerant flows out of the second heat-switch heat exchanger 107, it enters the vehicle interior heat exchanger module. At this time, the ejector 109 is bypassed by the third solenoid valve 110, and the refrigerant flows through the front row heat exchanger 115 and the rear row heat exchanger 113 respectively to condense and release heat to heat the cabin. The outlets of the front row heat exchanger 115 and the rear row heat exchanger 113 are connected to the first expansion valve 108. After the refrigerant passes through the first expansion valve 108 for throttling, it sequentially passes through the second heat-switch heat exchanger 107, the battery module 106, and the three-way solenoid valve 105. The outlet of the first heat-switch heat exchanger 104 is connected to the vehicle exterior heat exchanger 103. The refrigerant evaporates and absorbs heat therein, and then flows through the gas-liquid separator 119 and finally returns to the compressor to complete a heat pump heating cycle. In the heat pump heating mode, the first heat-switch heat exchanger 104 is in the closed mode, which is the same as the operating state in the heat storage mode.

[0070] Embodiment Five:

[0071] As Figure 7 , Figure 9As shown, the system is in the winter heat pump defrosting mode, the control module C1 controls the first channel port 1021 of the four-way reversing valve 102 to be internally connected with the second channel port 1022, and the third channel port 1023 to be internally connected with the fourth channel port 1024, the first stepper motor 1041 and the second stepper motor 1046 are powered off, the vacuum pump 120 is powered on, the three-way solenoid valve 105 has no throttling function, the first solenoid valve interface 1051 and the second solenoid valve interface 1052 are opened and connected, the third solenoid valve interface 1053 is closed, the first expansion valve 108 and the second expansion valve 112 are fully opened, and the first solenoid valve 118, the second solenoid valve 117, and the fourth solenoid valve 111 are closed. , the third solenoid valve 110 and the fifth solenoid valve 114 are opened; the refrigerant is compressed by the compressor 101 in turn, enters the outdoor heat exchanger 103 for defrosting through the four-way reversing valve 102, and then passes through the first thermal switch heat exchanger 104, the three-way solenoid valve 105, the battery module 106, the second thermal switch heat exchanger 107, and the first expansion valve 108, and flows through the front heat exchanger 115 and the rear heat exchanger 113 respectively, and after merging, passes through the first ejector 116, and then enters the gas-liquid separator 119 to prevent liquid hammer, and the gaseous refrigerant returns to the compressor. At this time, the first thermal switch heat exchanger 104 and the second thermal switch heat exchanger 107 do not exchange heat, and the refrigerant only flows through them.

[0072] 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 conditioner and thermal management system, characterized in that: include: The first heat switch heat exchanger (104) controls the conveyor belt through a stepping motor to drive the rotation shaft to move, thereby controlling the start and stop of the linkage heat insulation device coaxially matched with the rotation shaft, thereby realizing the control of the start and stop of the heat exchange process; The second heat switch heat exchanger (107) controls the start and stop of the heat exchange process by starting and stopping the vacuum pump (120); A battery module (106) for coupling a vehicle heat pump air conditioning system with a battery thermal management system by storing or releasing energy; A front and rear parallel separated in-vehicle heat exchanger is formed by a front heat exchanger (115) and a rear heat exchanger (113), wherein step heat exchange is realized between the front heat exchanger (115) and the rear heat exchanger (113), an ejector (109) is arranged between the front heat exchanger (115) and the rear heat exchanger (113), and a second expansion valve (112) is used as a throttle valve to adjust the pressure of the rear heat exchanger; In addition, several connecting pipes and control valves are used to connect the equipment, and the switching of five working modes, namely cold storage, air conditioning refrigeration, heat storage, heat pump heating and winter heat pump defrosting, is achieved by adjusting different control valves.

2. The vehicle heat pump air conditioner and thermal management system according to claim 1, characterized in that: The invention comprises a compressor (101), wherein the inlet of the compressor (101) is connected to the outlet of the gas-liquid separator (119), and the outlet of the compressor (101) is connected to the first channel port (1021) of the four-way reversing valve (102); the second channel port (1022) of the four-way reversing valve (102) is connected to the inlet of the off-vehicle heat exchanger (103), the third channel port (1023) is connected to the first thermal switch heat exchanger (104), and the fourth channel port (1024) is connected to the inlet of the gas-liquid separator (119); the outlet pipeline of the off-vehicle heat exchanger (103) flows through the first thermal switch heat exchanger (104) and the three-way solenoid valve (105); ); the refrigerant flows through the three-way solenoid valve (105); the third solenoid valve interface (1053) of the three-way solenoid valve (105) is connected to the battery module (106), and is connected to the third injector interface (1163) of the first injector (116) through the first solenoid valve (118); the second solenoid valve (117) bypasses the first injector (116); flows through the second solenoid valve interface (1052) of the three-way solenoid valve (105) to reach the battery module (106), and leads out of the pipeline to flow through the second thermal switch heat exchanger (107); the second thermal switch heat exchanger (107) ) outlet is connected to the inlet of the first expansion valve (108); the refrigerant flows through the first expansion valve (108), one branch of which is connected to the first injection port (1091) of the second ejector (109) and is used as a primary flow to inject the low-pressure secondary flow from the rear heat exchanger (113); the other branch of the refrigerant flowing through the first expansion valve (108) is connected to the inlet of the rear heat exchanger (113) through the second expansion valve (112); the third solenoid valve (110) bypasses the second ejector (109); the fourth solenoid valve (111) is located at the second injection port (1092) of the second ejector (109) and is connected to the rear heat exchanger ( 113) outlet; the fifth solenoid valve (114) is located between the rear heat exchanger (113) and the front heat exchanger (115); the refrigerant flows through the front and rear parallel separated in-vehicle heat exchangers and then leads out a pipeline to flow through the second thermal switch heat exchanger (107) for overheating, and is connected to the second ejector interface (1162) of the first ejector (116) as a secondary flow; the first ejector interface (1161) of the first ejector (116) leads out a pipeline to flow through the first thermal switch heat exchanger (104), is connected to the inlet of the gas-liquid separator (119) through the four-way reversing valve (102), and then returns to the compressor (101).

3. The vehicle heat pump air conditioner and thermal management system according to claim 2, characterized in that: A first temperature sensor (T1) is provided at the inlet of the front heat exchanger (115), a second temperature sensor (T2) is provided at the outlet of the front heat exchanger (115), a third temperature sensor (T3) is provided at the inlet of the battery module (106), a fourth temperature sensor (T4) is provided at the outlet of the battery module (106), and a fifth temperature sensor (T5) for detecting the temperature of the battery core is provided inside the battery module (106); The first temperature sensor (T1), the second temperature sensor (T2), the third temperature sensor (T3), the fourth temperature sensor (T4), the fifth temperature sensor (T5), the compressor (101), the four-way reversing valve (102), the first thermal switch heat exchanger (104), the three-way solenoid valve (105), the second thermal switch heat exchanger (107), the first expansion valve (108), the second expansion valve (112), the first solenoid valve (118), the second solenoid valve (117), the third solenoid valve (110), the fourth solenoid valve (111), and the fifth solenoid valve (114) are all connected to the control module (C1). The control module (C1) receives the temperature signals detected by each temperature sensor and controls the opening of the first expansion valve (108) and the second expansion valve (112) as well as the speed of the compressor (101). At the same time, the control module (C1) realizes the switching of five working modes, namely, cold storage, air conditioning refrigeration, heat storage, heat pump heating and winter heat pump defrosting, by controlling the four-way reversing valve (102), the first thermal switch heat exchanger (104), the three-way solenoid valve (105), the second thermal switch heat exchanger (107), the first solenoid valve (118), the second solenoid valve (117), the third solenoid valve (110), the fourth solenoid valve (111) and the fifth solenoid valve (114).

4. The vehicle heat pump air conditioner and thermal management system according to claim 3, characterized in that: The first heat switch heat exchanger (104) controls the start and stop of the heat exchange process through the heat switch, and comprises a first stepper motor (1041) and a second stepper motor (1046). The first stepper motor (1041) and the second stepper motor (1046) are respectively connected to the first rotating shaft (1043) and the second rotating shaft (1048) through the first conveyor belt (1042) and the second conveyor belt (1047); the first rotating shaft (1043) and the second rotating shaft (1048) are respectively connected to the first linkage heat insulation device (1045) and the second linkage heat insulation device (1048) through gears. The first linkage heat insulation device (1045) and the second linkage heat insulation device (1050) are respectively located on the outside of the first refrigerant pipeline (1044) and the second refrigerant pipeline (1049), and are coaxially and closely tangent to the first refrigerant pipeline (1044) and the second refrigerant pipeline (1049); the first stepper motor (1041) and the second stepper motor (1046) are both connected to the control module (C1); the first linkage heat insulation device (1045) and the second linkage heat insulation device (1050) are pressed from a heat insulation material.

5. The vehicle heat pump air conditioner and thermal management system according to claim 4, characterized in that: When the system operates in the cold storage mode, the first channel port (1021) of the four-way reversing valve (102) is internally connected to the second channel port (1022), and the third channel port (1023) is internally connected to the fourth channel port (1024). The first stepper motor (1041) and the second stepper motor (1046) are powered on, the first thermal switch heat exchanger (104) is operated, the second solenoid valve interface (1052) of the three-way solenoid valve (105) is closed, the first solenoid valve interface (1051) and the third solenoid valve interface (1053) are opened and connected, the vacuum pump (120) is powered off, the second thermal switch heat exchanger (107) is not operated, the first solenoid valve (118) is closed, the second solenoid valve (117) is opened, the compressor (101) is started, and the high-temperature and high-pressure refrigerant throttled by the three-way solenoid valve (105) evaporates and absorbs heat on the phase change material inside the battery module (106), generating The control module (C1) scans the temperature once at a set time interval. If k1 is the inlet temperature of the front heat exchanger (115), k2 is the outlet temperature of the front heat exchanger (115), k3 is the inlet temperature of the battery module (106), k4 is the outlet temperature of the battery module (106), and k5 is the temperature of the battery cell inside the battery module (106); then, when k5 is reduced to within the target temperature range of the battery cell, the compressor speed is increased to the maximum speed to generate more cooling capacity, which is stored in the battery module (106). The control module (C1) continues to scan the temperature once at a set time interval to determine the logical relationship between k3 and k4. When k4 < k3 + 5, the control module (C1) controls the compressor (101) to reduce its speed. If the temperature relationship k4 < k3 + 5 cannot be satisfied, the control module (C1) controls the three-way solenoid valve (105) to open at f3 to adjust the evaporation temperature, and continues to determine the relationship. When the system operates in the air conditioning cooling mode, the first stepper motor (1041) and the second stepper motor (1046) are powered on, the first thermal switch heat exchanger (104) works, the third solenoid valve interface (1053) of the three-way solenoid valve (105) is closed, the first solenoid valve interface (1051) and the second solenoid valve interface (1052) are opened and connected, the vacuum pump (120) is powered off, the second thermal switch heat exchanger (107) works, the first solenoid valve (118) and the second solenoid valve (117) are closed, the three-way solenoid valve (105) does not open the throttling function, the refrigerant that has been supercooled by the first thermal switch heat exchanger (104) passes through the battery module (106) and is further supercooled by the cold stored in the phase change material, and then passes through the second thermal switch heat exchanger (107) to become a supercooled refrigerant with a lower temperature, and finally passes through the first expansion valve (108) to enter the front and rear parallel separation in-vehicle heat exchanger to evaporate and absorb heat, taking away the cabin heat; when the required cabin evaporation temperature T e The lowest evaporation temperature provided by the heat pump air conditioning system is T min When the temperature is lowered, the third solenoid valve (110) and the fifth solenoid valve (114) are closed, the second expansion valve (112) is in the throttling mode, the fourth solenoid valve (111) is opened, and the front and rear parallel separated in-vehicle heat exchangers enter the injection efficiency enhancement state. The control module (C1) scans the temperature once every set time to determine the logical relationship between k1 and k2. When k2 is less than k1+5, the control module (C1) controls the compressor (101) to reduce its speed. If the temperature relationship k2 is less than k1+5 cannot be satisfied, the control module (C1) controls the first expansion valve (108) and the second expansion valve (112) to open to adjust the evaporation temperature, and continues to determine the relationship. When the required evaporation temperature T of the cabin is e ≥The lowest evaporation temperature T provided by the heat pump air conditioning system min When the third solenoid valve (110) and the fifth solenoid valve (114) are opened, the second expansion valve (112) is fully opened, and the fourth solenoid valve (111) is closed. At this time, the evaporation pressures of the front and rear rows of the parallel-separated in-vehicle heat exchanger are consistent.

6. The vehicle heat pump air conditioner and thermal management system according to claim 4, characterized in that: When the system operates in the heat storage mode, the first channel port (1021) and the third channel port (1023) of the four-way reversing valve (102) are internally connected, and the second channel port (1022) and the fourth channel port (1024) are internally connected, the first stepper motor (1041) and the second stepper motor (1046) are powered off, the refrigerant only flows through the first thermal switch heat exchanger (104), the first solenoid valve (118) is closed, the second solenoid valve (117) is opened, the vacuum pump (120) is powered off, the second solenoid valve interface (1052) of the three-way solenoid valve (105) is closed, and the first solenoid valve interface (1051) and the third solenoid valve interface (1053) are connected and opened. The high-temperature and high-pressure refrigerant vapor compressed by the compressor (101) condenses and releases heat in the battery module (106). The control module (C1) scans the temperature once at a set time interval. k5 is the temperature of the battery cell inside the battery module (106). When k5 is lower than the lower limit of the battery cell target temperature zone, the control module (C1) controls the compressor (101) to increase the speed, and scans once at a set time interval to determine the logical relationship between k5 and the battery cell target temperature zone. When k5 is within the battery cell target temperature zone, the speed of the compressor (101) is controlled to decrease until it stops. If the above logical relationship cannot be satisfied, the opening degree f3 of the three-way solenoid valve (105) is adapted to the temperature signal of the fifth temperature sensor (T5).

7. The vehicle heat pump air conditioner and thermal management system according to claim 4, characterized in that: When the system operates in the heat pump heating mode, the first stepper motor (1041) and the second stepper motor (1046) are powered off, the first thermal switch heat exchanger (104) does not work, the third solenoid valve interface (1053) of the three-way solenoid valve (105) is closed, the first solenoid valve interface (1051) and the second solenoid valve interface (1052) are open and connected, the throttling function is not turned on, the vacuum pump (120) is powered on, and the refrigerant only flows through the second thermal switch heat exchanger (107). The first solenoid valve (118), the second solenoid valve (117), and the fourth solenoid valve (111) are closed, the third solenoid valve (110) and the fifth solenoid valve (114) are opened, and the second expansion valve (112) is fully opened. After being compressed by the compressor (101), the refrigerant flows in parallel through the front and rear parallel-separated in-vehicle heat exchangers to condense and release heat, thereby heating the cabin. After being throttled by the first expansion valve (108), the refrigerant passes through the in-vehicle heat exchanger (103) to evaporate and absorb heat, and then returns to the compressor (101).

8. The vehicle heat pump air conditioner and thermal management system according to claim 4, characterized in that: When the system operates in the winter heat pump defrosting mode, the first channel port (1021) of the four-way reversing valve (102) is connected to the second channel port (1022), the third channel port (1023) is connected to the fourth channel port (1024), the first stepper motor (1041) and the second stepper motor (1046) are powered off, the vacuum pump (120) is powered on, the first thermal switch heat exchanger (104) and the second thermal switch heat exchanger (107) are not working, and the three-way solenoid valve (105) is powered on. ) has no throttling function and the first solenoid valve interface (1051) and the second solenoid valve interface (1052) are opened and connected, the first expansion valve (108) and the second expansion valve (112) are fully opened, the first solenoid valve (118), the second solenoid valve (117) and the fourth solenoid valve (111) are closed, the third solenoid valve (110) and the fifth solenoid valve (114) are opened, and the high-temperature and high-pressure refrigerant compressed by the compressor (101) flows through the off-board heat exchanger (103) for defrosting.

9. The vehicle heat pump air conditioner and thermal management system according to claim 2, characterized in that: The battery module (106) has a battery core and a refrigerant pipeline inside, and a phase change material is filled between the battery core and the refrigerant pipeline; The front heat exchanger (115) and the rear heat exchanger (113) are both microchannel heat exchangers; The first injector (116) and the second injector (109) are respectively any one of an injector with an adjustable valve needle built into the nozzle or an injector with multiple nozzles and an adjustable valve needle.

10. The vehicle heat pump air conditioner and thermal management system according to claim 1, characterized in that: The vacuum pump (120) is built into the second thermal switch heat exchanger (107), and controls the start and stop of the vacuum pump (120) to control whether the air in the second thermal switch heat exchanger (107) is evacuated, thereby controlling the start and stop of the heat exchange process.

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