Vehicle heating, ventilation and air conditioning system and vehicle comprising same

Abstract

The utility model discloses a vehicle heating ventilation air-conditioning system and a vehicle comprising the same, the system comprises an air-conditioning air bellow shell, the air-conditioning air bellow shell comprises an air-conditioning air bellow air inlet and a compartment air outlet, and an air-conditioning air bellow air blower for sucking air into the air bellow shell is arranged at the air-conditioning air bellow air inlet; the fuel oil warm air core body is provided with a combustion chamber, and the fuel oil warm air core body is provided with a fuel oil warm air core body air inlet used for leading air into the combustion chamber, a fuel oil warm air core body oil inlet used for leading liquid fuel into the combustion chamber, and a fuel oil warm air core body oil inlet embedded in an air conditioner air bellow shell. The fuel oil warm air core body heat exchange part is used for exchanging heat with air in the air conditioner air bellow shell by utilizing high-temperature flue gas generated by combustion of the combustion chamber, and a fuel oil warm air core body exhaust port for exhausting tail gas after heat exchange is further formed in the fuel oil warm air core body. Fuel oil is used as a heat source to replace PTC to heat the compartment, power consumption during heating is reduced, and therefore the endurance of the electric vehicle under the low-temperature condition is improved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to vehicle heating and ventilation engineering technical field, specifically, relate to a kind of vehicle heating and ventilation air conditioning system, containing its vehicle. BACKGROUND

[0002] With the gradual improvement of people's environmental awareness, electric vehicles are gradually loved by people with its low energy consumption, less pollution. As an important part of vehicle, HVAC (heating and ventilation air conditioning) system is mainly responsible for the refrigeration of carriage, heating, defrosting, dehumidification, ventilation and other functions. In low temperature, the energy efficiency of HVAC system is lower when heating the carriage, and the heating demand of carriage is higher, and a large amount of electric energy is consumed when heating, which causes the serious attenuation of electric vehicle low temperature endurance.

[0003] Using fuel heater to replace electric heater to heat the carriage is one of the methods to effectively alleviate the attenuation of electric vehicle low temperature endurance, but various traditional fuel heaters are completely independent of vehicle HVAC system, which cannot directly blow out air from the air outlet of the carriage, and cannot work with heat pump system or other electric heaters. It has the disadvantages of low integration, low efficiency and poor use experience.

[0004] The above problems constitute an obstacle to the popularization of electric vehicles in low temperature areas, therefore, a new technical solution is needed in the field to solve the above technical problems. UTILITY MODEL CONTENT

[0005] The present application provides a kind of vehicle heating and ventilation air conditioning (HVAC) system that air conditioner air bellow assembly is integrated with fuel heater, integrated design.It is designed to selectively use fuel as additional heat source to reduce power consumption in heating condition, so as to improve the endurance mileage of pure electric vehicle.

[0006] The first aspect of the present application provides a kind of vehicle heating and ventilation air conditioning system, comprising:

[0007] Air conditioner air bellow shell, the air conditioner air bellow shell includes air conditioner air bellow air inlet and carriage air outlet, the air conditioner air bellow is also provided with air conditioner air bellow blower that air is inhaled into air bellow shell;

[0008] The fuel oil heating core has a combustion chamber, a fuel oil heating core air inlet chamber for introducing air into the combustion chamber, an air inlet arranged on the fuel oil heating core air inlet chamber, a fuel oil heating core air blower arranged in the fuel oil heating core air inlet chamber, a fuel oil heating core oil inlet arranged on the fuel oil heating core for introducing liquid fuel into the combustion chamber, a smoke exhaust chamber, a fuel oil heating core heat exchange part, and a smoke outlet arranged on the smoke exhaust chamber.

[0009] The cooling liquid circulation flow path comprises a battery assembly and a liquid cooling condenser. The liquid cooling condenser has a refrigerant inlet, a refrigerant outlet, a cooling liquid inlet and a cooling liquid outlet. The cooling liquid outlet of the liquid cooling condenser is connected to the cooling liquid inlet of the battery assembly, and the cooling liquid outlet of the battery assembly is connected to the cooling liquid inlet of the liquid cooling condenser.

[0010] The refrigerant circulation flow path comprises a compressor, a liquid cooling condenser and an in-vehicle evaporator. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the liquid cooling condenser. The refrigerant inlet of the in-vehicle evaporator is connected to the refrigerant outlet of the liquid cooling condenser. The refrigerant outlet of the in-vehicle evaporator is connected to the refrigerant inlet of the compressor. The in-vehicle evaporator is arranged in the air conditioner air box shell and is arranged downstream of the fuel oil heating core heat exchange part. The cooling liquid circulation flow path and the refrigerant circulation flow path use the same liquid cooling condenser.

[0011] Optionally, the refrigerant circulation flow path further comprises a refrigeration electronic expansion valve and a gas-liquid separator. The refrigerant inlet of the refrigeration electronic expansion valve is connected to the refrigerant outlet of the liquid cooling condenser. The refrigerant outlet of the refrigeration electronic expansion valve is connected to the refrigerant inlet of the in-vehicle evaporator. The refrigerant inlet of the gas-liquid separator is connected to the refrigerant outlet of the in-vehicle evaporator. The refrigerant outlet of the gas-liquid separator is connected to the refrigerant inlet of the compressor.

[0012] The compressor-liquid cooling condenser-refrigeration electronic expansion valve-in-vehicle evaporator-gas-liquid separator-compressor form a battery heating refrigerant circuit.

[0013] Optionally, the refrigerant circulation flow path further includes an outdoor heat exchanger, an indoor condenser, a first tee and a second tee, wherein the indoor condenser is arranged in the air conditioner air box housing and is arranged upstream of the fuel heater core heat exchange portion, the refrigerant inlet of the indoor condenser is connected to the third end of the first tee, the refrigerant outlet of the compressor is connected to the first end of the first tee, the refrigerant inlet of the liquid-cooled condenser is connected to the second end of the first tee, and the refrigerant outlet of the indoor condenser is connected to the refrigerant inlet of the outdoor heat exchanger.

[0014] The refrigerant outlet of the external heat exchanger is connected to the second end of the second tee, the refrigerant inlet of the gas-liquid separator is connected to the first end of the second tee, and the refrigerant outlet of the internal evaporator is connected to the third end of the second tee.

[0015] Optionally, the refrigerant circulation circuit further includes a heating electronic expansion valve, the refrigerant inlet of the heating electronic expansion valve is connected to the refrigerant outlet of the vehicle condenser, and the refrigerant outlet of the heating electronic expansion valve is connected to the refrigerant inlet of the vehicle heat exchanger.

[0016] The vehicle compartment heating refrigerant circuit is composed of compressor-in-vehicle condenser-heating electronic expansion valve-out-vehicle heat exchanger-gas-liquid separator-compressor.

[0017] Optionally, the refrigerant circulation circuit also includes a first solenoid valve and a second solenoid valve, the first solenoid valve is connected between the second end 29b of the first tee and the refrigerant inlet of the liquid-cooled condenser, and the second solenoid valve is connected between the third end 29c of the first tee and the refrigerant inlet of the in-vehicle condenser.

[0018] Optionally, a temperature regulating door is further provided in the air conditioning bellows housing, and the temperature regulating door is provided downstream of the heat exchange portion of the fuel heater core, and the temperature regulating door is used to allow air to completely bypass the evaporator in the vehicle and flow directly to the vehicle compartment air outlet.

[0019] Or part of it flows through the evaporator in the car to the air outlet of the car, and part of it bypasses the evaporator in the car and then flows to the air outlet of the car.

[0020] Or only allow air to pass through the evaporator inside the car and then flow to the car air outlet.

[0021] Optionally, the fuel heater core further includes a vaporizer, which is connected to the fuel tank via an oil pump and is also connected to the combustion chamber to deliver vaporized fuel vapor into the combustion chamber.

[0022] Optionally, the fuel heater core air intake chamber, the combustion chamber, the fuel heater core heat exchange portion, and the smoke exhaust chamber are hermetically connected in sequence.

[0023] Optionally, the off-vehicle heat exchanger is an air-cooled evaporator or a liquid-cooled evaporator.

[0024] Optionally, the liquid fuel is one of gasoline, diesel, kerosene, and alcohol.

[0025] A second aspect of the present application provides a vehicle including the vehicle HVAC system described above. The vehicle HVAC system has at least the following operating modes:

[0026] Mode 1: The fuel heater core works alone to heat the cabin.

[0027] Mode 2: The fuel heater core heats the refrigerant circuit and coolant circulation flow through the battery to heat the vehicle cabin and battery at the same time.

[0028] Mode 3: The condenser in the vehicle heats the cabin through the cabin heating refrigerant circuit and the fuel heater core.

[0029] A third aspect of the present disclosure further provides a method for controlling the vehicle HVAC system, comprising a controller, wherein:

[0030] In the first mode, the controller can control the vaporization amount of the liquid fuel by controlling the operating power of the fuel pump, thereby controlling the heating power of the fuel heater core.

[0031] In mode 2, the controller can control the operating power of the fuel pump as well as the opening of the temperature control door, thereby controlling the air temperature at the cabin air outlet and the battery heating power.

[0032] In mode three, the controller can control the operating power of the compressor, the opening of the heating electronic expansion valve and the operating power of the oil pump, thereby achieving precise and continuous control of the heating power and improving the COP of the heat pump system.

[0033] Compared with the prior art, this application has the following beneficial effects:

[0034] (1) The utility model can use fuel as a heat source instead of PTC to heat the vehicle compartment, reducing the power consumption during heating, thereby improving the endurance of the electric vehicle in low temperature conditions.

[0035] (2) The present invention can also utilize the fuel heater core to realize the battery heating function, and can adjust the heat distribution of fuel heating and battery heating by operating the temperature control door.

[0036] (3) The present invention also absorbs external heat through an off-board heat exchanger, which can heat the vehicle compartment together with or independently of the fuel, thus making up for the shortcoming that traditional fuel heaters are difficult to perform low-power heating.

[0037] (4) Compared with other non-integrated diesel heaters or parking heaters, the utility model can directly discharge air through the air outlet of the car, thereby improving the comfort of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A schematic structural diagram of a vehicle HVAC system according to an embodiment of the present application is shown;

[0039] Figure 2 A schematic diagram showing a state where a vehicle HVAC system according to an embodiment of the present application operates in mode 1;

[0040] Figure 3 A schematic diagram showing a state of a vehicle HVAC system operating in mode 2 according to an embodiment of the present application;

[0041] Figure 4 A schematic diagram illustrating a state where a vehicle HVAC system according to an embodiment of the present application operates in mode three.

[0042] Reference numerals:

[0043] 1. Air conditioning bellows housing; 2. Fuel heater core; 3. Air conditioning bellows blower; 4. Air conditioning bellows air inlet; 5. Carriage air outlet; 6. Fuel heater core air inlet; 7. Fuel heater core air inlet chamber; 8. Fuel heater core blower; 9. Combustion chamber; 10. Fuel heater core heat exchange unit; 11. Smoke exhaust chamber; 12. Smoke exhaust outlet; 13. Vaporizer; 14. Fuel pump; 15. Fuel tank; 16. Compressor; 17. In-car condenser; 18. Liquid-cooled condenser; 19. Out-car heat exchanger; 20. In-car evaporator; 21. Gas-liquid separator; 22. Thermostatic door; 23. Battery assembly; 24. Water pump; 25. First solenoid valve; 26. Second solenoid valve; 27. Refrigeration electronic expansion valve; 28. Heating electronic expansion valve; 29. ​​First three-way valve; 30. Second three-way valve; 31. Controller. DETAILED DESCRIPTION

[0044] The following is a clear and complete description of the technical solution of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0045] In this disclosure, unless otherwise indicated, directional terms such as "upper, lower, left, and right" are generally defined in relation to the directions of the drawings, and "inner" and "outer" refer to the inside and outside of the relevant components. Furthermore, terms such as "first," "second," etc. are used merely to distinguish between descriptions and are not to be construed as indicating or implying relative importance.

[0046] It should also be noted that, in the description of this application, unless otherwise expressly specified or limited, the terms "disposed" and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this disclosure based on specific circumstances.

[0047] In the description of this application, it should also be noted that upstream refers to the direction toward the source of liquid or gas, and downstream refers to the direction opposite to the upstream.

[0048] As people's environmental awareness gradually increases, electric vehicles have entered a stage of rapid development with their low energy consumption and low pollution. As an important component of the vehicle, the HVAC system is mainly responsible for the cooling, heating, defrosting, dehumidification, ventilation and other functions of the cabin. At low temperatures, the HVAC system of an electric vehicle has low energy efficiency when heating the cabin, while the cabin's heating capacity is higher, and a large amount of electricity is consumed during heating, which is one of the important reasons for the reduction in electric vehicle's low-temperature range. On the other hand, at low temperatures, in order to ensure the battery's discharge performance, endurance and fast charging capabilities, it is necessary to maintain a certain temperature of the battery, so the battery needs to be heated in winter. The method of heating the power battery pack in related technologies mainly uses an electric heater, and heating the battery also consumes a lot of electricity, which is another important reason for the reduction in electric vehicle's low-temperature range.

[0049] In order to solve the problem of electric vehicle endurance degradation at low temperatures, Figure 1 As shown, one aspect of the present application provides a vehicle HVAC system, including an air conditioning bellows assembly, a fuel heater core, a coolant circulation path, and a refrigerant circulation path.

[0050] The fuel heater core 2 is provided with a fuel heater core air intake chamber 7, a combustion chamber 9, a fuel heater core heat exchange portion 10, and a smoke exhaust chamber 11. The fuel heater core air intake chamber 7 is provided with a fuel heater core air intake port 6, and the smoke exhaust chamber 11 is provided with a smoke exhaust port 12.

[0051] In addition, a fuel heater core blower 8 can be provided in the fuel heater core air inlet chamber 7. The fuel heater core blower 8 draws outside air into the fuel heater core air inlet chamber 7 through the fuel heater core air inlet 6 on the fuel heater core 2, and further sends the air in the fuel heater core air inlet chamber 7 into the combustion chamber 9.

[0052] Optionally, the fuel heater core 2 also includes a vaporizer 13, which is not only connected to the combustion chamber 9 but also to the fuel tank 15 via a fuel pump 14. The fuel pump 14 delivers liquid fuel from the fuel tank 15 to the vaporizer 13, and the vaporized fuel vapor is delivered to the combustion chamber 9. In the combustion chamber 9, the vaporized fuel vapor and air can burn, producing high-temperature flue gas. The high-temperature flue gas, driven by the fuel heater core blower 8, enters the fuel heater core heat exchange unit 10. The tail smoke from the fuel heater core heat exchange unit 10 is collected in the exhaust chamber 11 and discharged from the exhaust port 12.

[0053] Alternatively, the liquid fuel may be gasoline, diesel, kerosene, alcohol, etc.

[0054] The air conditioner bellows assembly includes a bellows housing 1 with an air inlet 4 and a cabin air outlet 5. A bellows blower 3 is housed within the bellows housing 1. The bellows blower 3 draws outside air into the bellows housing 1 through the air inlet 4 and delivers the air into the cabin through the cabin air outlet 5.

[0055] Furthermore, the fuel heater core 2 can be integrated with the air conditioner bellows assembly. The fuel heater core 2, including at least the fuel heater core heat exchanger 10, can be integrated into the air conditioner bellows housing 1, allowing high-temperature combustion flue gases to exchange heat with the air flowing through the fuel heater core heat exchanger 10 within the air conditioner bellows housing 1. This heat exchange heats the air flowing through the fuel heater core heat exchanger 10 within the air conditioner bellows housing 1. The heated air is then delivered into the vehicle cabin by the air conditioner bellows blower 3, heating the cabin.

[0056] Understandably, the odor of fuel can cause discomfort to passengers upon inhalation. Therefore, the fuel heater core intake chamber 7, combustion chamber 9, fuel heater core heat exchange unit 10, and smoke exhaust chamber 11 are hermetically connected in sequence. This hermetically sealed connection ensures only heat exchange, not mass transfer, between the fuel heater core 2 and the air within the air conditioning bellows housing 1. Furthermore, the smoke exhaust port 12 is positioned away from the air conditioning bellows intake port 4 to prevent exhaust fumes from being drawn into the vehicle cabin and contaminating the air.

[0057] In one possible embodiment, the coolant circulation circuit includes a liquid-cooled condenser 18. The liquid-cooled condenser 18 has a refrigerant inlet, a refrigerant outlet, a coolant inlet, and a coolant outlet, and is configured to enable heat exchange between the coolant and the refrigerant. The coolant outlet of the liquid-cooled condenser 18 is connected to the coolant inlet of the battery assembly 23, and the coolant outlet of the battery assembly 23 is connected to the coolant inlet of the liquid-cooled condenser 18. In the liquid-cooled condenser 18, the heat of the refrigerant can be transferred to the coolant, and then the coolant flows out through the coolant outlet of the liquid-cooled condenser 18 and flows into the battery assembly 23, heating the battery.

[0058] Optionally, the coolant circulation circuit further includes a water pump 24. The coolant inlet of the water pump 24 is connected to the coolant outlet of the battery assembly 23, and the coolant outlet of the water pump 24 is connected to the coolant inlet of the liquid-cooled condenser 18. The water pump 24 is used to drive the coolant flow.

[0059] The refrigerant circulation circuit includes a compressor 16, a liquid-cooled condenser 18, and an in-vehicle evaporator 20. The liquid-cooled condenser is the same condenser as the coolant circulation circuit. The refrigerant outlet of the compressor 16 is connected to the refrigerant inlet of the liquid-cooled condenser 18, and the refrigerant inlet of the in-vehicle evaporator 20 is connected to the refrigerant outlet of the liquid-cooled condenser 18. The refrigerant outlet of the in-vehicle evaporator 20 is connected to the refrigerant inlet of the compressor 16. The in-vehicle evaporator 20 can be disposed within the air conditioning bellows housing 1, downstream of the fuel heater core heat exchange unit 10.

[0060] Optionally, the air conditioning bellows assembly also includes a temperature regulating door 22, which is arranged in the air conditioning bellows housing 1 and is arranged downstream of the fuel heater core heat exchange part 10. Under the action of the air conditioning bellows blower 3, the air from the external environment flows through the fuel heater core heat exchange part 10, and is guided to flow through the evaporator 20 in the vehicle, or flows through the temperature regulating door 22 into the vehicle compartment. The temperature regulating door 22 is mainly used to adjust the air flow flowing through the evaporator 20 in the vehicle, thereby adjusting the air supply temperature of the air conditioning bellows to the vehicle compartment and the battery heating power.

[0061] For example, the temperature-adjusting door 22 is in the shape of a rotatable plate. When the temperature-adjusting door 22 is rotated to a certain set position (see Figure 3 ), the cabin air outlet 5 can be completely blocked, so that the air is completely discharged from the cabin air outlet 5 after passing through the evaporator 20. Figure 2), the evaporator 20 is completely blocked, and air bypasses the evaporator and is discharged into the vehicle cabin through the cabin air outlet 5. When the temperature-controlled door 22 is in either of these two set positions, some air flows through the evaporator 20, while some does not. The air that flows through the evaporator 20 and the air that does not flow through the evaporator 20 mix and then enter the vehicle cabin through the cabin air outlet 5. By controlling the opening of the temperature-controlled door 22, the ratio of air flowing through the evaporator 20 to that bypassing the evaporator 20 can be controlled, thereby controlling the vehicle cabin temperature and battery heating power.

[0062] It should be noted that the rotary temperature-adjusting door is merely exemplary and may also be a telescopic temperature-adjusting door that blocks or partially blocks the vehicle compartment air outlet 5 and the vehicle evaporator 20 by telescoping.

[0063] Optionally, the refrigerant circulation circuit may further include a cooling electronic expansion valve 27 and a gas-liquid separator 21. The refrigerant inlet of the cooling electronic expansion valve 27 is connected to the refrigerant outlet of the liquid-cooled condenser 18, and the refrigerant outlet of the cooling electronic expansion valve 27 is connected to the refrigerant inlet of the vehicle evaporator 20. The refrigerant inlet of the gas-liquid separator 21 is connected to the refrigerant outlet of the vehicle evaporator 20, and the refrigerant outlet of the gas-liquid separator 21 is connected to the refrigerant inlet of the compressor 16.

[0064] By adjusting the position of the thermostatic door, it is possible to heat only the interior of the vehicle, or simultaneously heat the interior and the battery. When the thermostatic door completely blocks the interior evaporator 20, only the interior is heated. When the thermostatic door partially or completely blocks the interior air outlet 5, both the interior and the battery can be heated. The refrigerant in the interior evaporator 20 absorbs heat from the air, causing it to heat up and evaporate. It then enters the gas-liquid separator, where the gaseous and liquid refrigerants are separated, and then enters the compressor 16 for compression. The high-temperature, high-pressure refrigerant gas then flows through a pipeline into the liquid-cooled condenser 18. In the liquid-cooled condenser 18, due to the relatively low temperature of the coolant, the refrigerant exchanges heat with the coolant, releasing the heat and recondensing into a liquid. The liquid refrigerant passes through the refrigeration electronic expansion valve, where its pressure drops and it then flows back into the interior evaporator 20. The coolant in the liquid-cooled condenser 18 absorbs the refrigerant's heat, raising its temperature. At this point, the water pump 24 activates, and the heated coolant is delivered to the battery pack 23.

[0065] In a possible implementation, the refrigerant circulation circuit may further include an external heat exchanger 19 , an internal condenser 17 , a first three-way connection 29 , and a second three-way connection 30 .

[0066] The in-vehicle condenser 17 can be disposed within the air conditioning bellows housing 1, upstream of the fuel heater core heat exchange unit 10. The refrigerant inlet of the in-vehicle condenser 17 is connected to the third end 29c of the first tee 29, the refrigerant outlet of the compressor 16 is connected to the first end 29a of the first tee 29, and the refrigerant inlet of the liquid-cooled condenser 18 is connected to the second end 29b of the first tee 29. The refrigerant outlet of the in-vehicle condenser 17 is connected to the refrigerant inlet of the exterior heat exchanger 19. The in-vehicle condenser 17 is configured to condense the refrigerant received from the compressor 16. The refrigerant condenses within the in-vehicle condenser 17 and releases heat, thereby heating the air passing through the in-vehicle condenser 17.

[0067] Furthermore, the refrigerant outlet of the external heat exchanger 19 is connected to the second end 30b of the second tee 30, the refrigerant inlet of the gas-liquid separator 21 is connected to the first end 30a of the second tee 30, the refrigerant outlet of the in-vehicle evaporator 20 is connected to the third end 30c of the second tee 30, and the external heat exchanger 19 can be exposed to the outside so that heat can be transferred between the external heat exchanger and the ambient air.

[0068] Optionally, the refrigerant circulation circuit may further include a heating electronic expansion valve 28 , the refrigerant inlet of the heating electronic expansion valve 28 being connected to the refrigerant outlet of the in-vehicle condenser 17 , and the refrigerant outlet of the heating electronic expansion valve 28 being connected to the refrigerant inlet of the out-vehicle heat exchanger 19 .

[0069] Optionally, the refrigerant circulation circuit may further include a first solenoid valve 25 and a second solenoid valve 26. The first solenoid valve 25 is positioned between the second end 29b of the first three-way valve 29 and the refrigerant inlet of the liquid-cooled condenser 18, while the second solenoid valve 26 is positioned between the third end 29c of the first three-way valve 29 and the refrigerant inlet of the interior condenser 17. This design allows the refrigerant outlet of the compressor 16 to be selectively connected to either the refrigerant inlet of the liquid-cooled condenser 18 or the refrigerant inlet of the interior condenser 17. The battery heating refrigerant circuit consists of the compressor 16 - liquid-cooled condenser 18 - cooling electronic expansion valve 27 - interior evaporator 20 - gas-liquid separator 21 - compressor 16; the cabin heating refrigerant circuit consists of the compressor 16 - interior condenser 17 - heating electronic expansion valve 28 - exterior heat exchanger 19 - gas-liquid separator 21 - compressor 16.

[0070] The system also includes a controller 31, which can be connected to the air conditioning bellows assembly, the fuel heater core, the compressor, the solenoid valve, the electronic expansion valve, etc., and can control the opening and closing of each solenoid valve, the opening degree of the electronic expansion valve, the speed of each blower, the operating power of the oil pump, the rotation angle of the temperature control door, etc.

[0071] A second aspect of the present application also provides a vehicle comprising the above-mentioned HVAC system.

[0072] Among them, the HVAC system has at least the following operating modes.

[0073] Mode 1, such as Figure 2 As shown, this mode uses a fuel heater core to heat the vehicle compartment. The air conditioning bellows blower 3, fuel heater core blower 8, vaporizer 13, and fuel pump 14 are in operation, the compressor 16 is stopped, the first solenoid valve 25 is closed, the second solenoid valve 26 is closed, the heating electronic expansion valve 28 is closed, and the cooling electronic expansion valve 27 is closed.

[0074] In this mode, the fuel heater core blower 8 draws outside air into the combustion chamber 9 through the fuel heater core air inlet 6. At the same time, the vaporizer 13 uses the oil pump 14 to draw liquid fuel in the fuel tank 15 into the vaporizer 13. The vaporized liquid fuel and air are burned in the combustion chamber 9. The high-temperature flue gas generated by the combustion exchanges heat with the air in the air-conditioning bellows shell 1 in the fuel heater core heat exchange part 10. The exhaust gas is then collected in the exhaust chamber 11 and discharged from the exhaust port 12.

[0075] At this time, the temperature-adjustable door 22 completely blocks the in-vehicle evaporator 20 , and the air in the in-vehicle bellows housing 1 is sucked in by the air conditioning bellows blower 3 , and then heated by the fuel heater core heat exchange unit 10 , bypasses the in-vehicle evaporator 20 , and is sent into the vehicle compartment.

[0076] When the ambient temperature is less than -10°C, the existing technology mainly uses electric heaters such as air-heating PTC to heat the cabin. Electric heaters consume a large amount of electricity during the heating process, reducing the range of electric vehicles. Mode 1 uses a fuel heater core to consume liquid fuel to heat the cabin, greatly reducing the power consumption during heating, thereby reducing the degree of attenuation of electric vehicles' range at low temperatures. In addition, traditional fuel heaters can only be used as a standalone component and cannot directly discharge air through the cabin air outlet. The integrated design of the fuel heater core and the air conditioning box assembly allows warm air to be directly discharged through the cabin air outlet, improving the passenger experience.

[0077] Mode 2, such as Figure 3 As shown, this mode heats both the cabin and the battery. The air conditioning bellows blower 3, fuel heater core blower 8, vaporizer 13, fuel pump 14, and compressor 16 are in operation. The first solenoid valve 25 is open, the second solenoid valve 26 is closed, the heating electronic expansion valve 28 is closed, and the cooling electronic expansion valve 27 is open.

[0078] In this mode, the fuel heater core blower 8 draws outside air into the combustion chamber 9 through the fuel heater core air inlet 6. At the same time, the vaporizer 13 uses the oil pump 14 to draw liquid fuel in the fuel tank 15 into the vaporizer 13. The vaporized liquid fuel and air are burned in the combustion chamber 9. The high-temperature flue gas generated by the combustion exchanges heat with the air in the air-conditioning bellows shell 1 in the fuel heater core heat exchange part 10. The exhaust gas is then collected in the exhaust chamber 11 and discharged from the exhaust port 12.

[0079] At this time, the temperature-adjustable door 22 completely or partially blocks the cabin air outlet 5, and the air inhaled into the air-conditioning bellows housing 1 by the air-conditioning bellows blower 3 is heated by the fuel heater core heat exchange part 10, and then flows through the in-car evaporator 20 and is sent into the cabin.

[0080] The refrigerant is compressed into a high-temperature, high-pressure gas by the compressor, enters the liquid-cooled condenser 18 through the first solenoid valve 25, flows to the refrigeration electronic expansion valve 27 after cooling, and enters the vehicle evaporator 20 to absorb heat. The refrigerant flowing out of the vehicle evaporator 20 enters the gas-liquid separator 21 for gas-liquid separation, and then enters the compressor 16, forming a complete refrigerant cycle.

[0081] The coolant in the liquid-cooled condenser 18 absorbs the heat of the refrigerant and its temperature rises. At this time, the water pump 24 is turned on, and the heated coolant is sent to the battery assembly 23 to heat the battery.

[0082] At low temperatures, both the battery and the vehicle cabin may need to be heated simultaneously. Existing technologies primarily utilize electric heaters, such as water-heated PTC heaters, for battery heating. These heaters consume significant amounts of power during battery heating, reducing the electric vehicle's range. Mode 2 simultaneously heats the vehicle cabin and battery through a fuel heater core, a battery heating refrigerant circuit, and a coolant circulation path. This reduces power consumption during battery heating and, compared to Mode 1, further mitigates the reduction in electric vehicle range at low temperatures. Mode 2 also preheats the battery, increasing the charging rate when charging at low temperatures.

[0083] Mode three, such as Figure 4 As shown, this mode utilizes both the heat pump system and the fuel heater core to heat the vehicle cabin simultaneously. The air conditioning bellows blower 3, fuel heater core blower 8, vaporizer 13, fuel pump 14, and compressor 16 are in operation. The first solenoid valve 25 is closed, the second solenoid valve 26 is open, the heating electronic expansion valve 28 is open, and the cooling electronic expansion valve 27 is closed.

[0084] In this mode, the refrigerant is compressed into high-temperature and high-pressure gas by the compressor, enters the vehicle condenser 17 through the second electromagnetic valve 26, flows to the heating electronic expansion valve 28 after cooling, and enters the vehicle heat exchanger 19 to absorb heat. The refrigerant flowing out of the vehicle heat exchanger 19 enters the gas-liquid separator 21 for gas-liquid separation, and then enters the compressor to form a complete refrigerant cycle.

[0085] The fuel heater core blower 8 sucks the outside air into the combustion chamber 9 through the fuel heater core air inlet 6, and the vaporizer 13 uses the oil pump 14 to suck the liquid fuel in the fuel tank 15 into the vaporizer 13. The gaseous fuel and air burn in the combustion chamber 9, and the high-temperature flue gas generated by the combustion exchanges heat with the air in the air conditioner air box shell 1 in the fuel heater core heat exchange part 10. Then, the exhaust gas is collected in the exhaust chamber 11 and discharged from the exhaust port 12.

[0086] The air sucked into the air conditioner air box shell 1 by the air conditioner air box blower 3 is first heated by the vehicle condenser 17, and then heated by the fuel heater core heat exchange part 10. At this time, the temperature regulating door 22 completely blocks the vehicle evaporator 20, and the air bypasses the vehicle evaporator 20 and is sent into the vehicle cabin.

[0087] The traditional diesel heater is difficult to achieve fine fire control, that is, it is difficult to achieve low-power heating. The existence of the heat pump system forms a beneficial supplement to the fuel heater core, and can realize precise and continuous temperature control of the vehicle cabin. In addition, the heat pump system has a high COP when the ambient temperature is greater than 10℃, and can reduce fuel consumption and improve energy efficiency ratio in the heating state when the air temperature is not too low.

[0088] The third aspect of the utility model further provides a control method of a vehicle HVAC system. The opening and closing of each electromagnetic valve, the opening degree of the electronic expansion valve, the rotating speed of each blower, the operating power of the oil pump, and the rotating angle of the temperature regulating door are controlled by the controller 31.

[0089] In mode one, the controller 31 adjusts the heating power of the fuel heater core by controlling the operating power of the oil pump 14 to respond to the heating demand of the vehicle cabin.

[0090] In mode two, in addition to controlling the operating power of the oil pump 14 to adjust the heating power of the fuel heater core, the controller 31 controls the opening degree of the temperature regulating door 22 to reasonably distribute the heating power of the vehicle cabin and the heating power of the battery.

[0091] In mode three, the controller 31 can control the rotating speed of the compressor, the opening degree of the heating electronic expansion valve 28, and the operating power of the oil pump 14. While meeting the heating demand of the vehicle cabin, the controller 31 can reasonably distribute the heating power of the heat pump system and the heating power of the fuel heater core, and can make the heat pump system work at a high COP, thereby obtaining higher energy efficiency.

[0092] Of course, the utility model can also have other various embodiments, and the person skilled in the art can make various corresponding changes and deformations according to the utility model without departing from the spirit and essence of the utility model, but these corresponding changes and deformations all belong to the protection scope of the claims of the utility model.

Claims

1. A vehicle HVAC system, characterized in that: include: An air conditioning bellows housing, the air conditioning bellows housing including an air conditioning bellows air inlet and a compartment air outlet, the air conditioning bellows further being provided with an air conditioning bellows blower for drawing air into the bellows housing; A fuel heater core having a combustion chamber, a fuel heater core air intake chamber for introducing air into the combustion chamber, an air inlet provided on the fuel heater core air intake chamber, a fuel heater core blower provided in the fuel heater core air intake chamber, a fuel heater core oil inlet for introducing liquid fuel into the combustion chamber, a smoke exhaust chamber and a fuel heater core heat exchange portion, a smoke exhaust port provided on the smoke exhaust chamber, high-temperature smoke generated by combustion is collected in the smoke exhaust chamber after passing through the fuel heater core heat exchange portion and discharged from the smoke exhaust port, wherein at least the fuel heater core including the fuel heater core heat exchange portion is integrated into the air conditioner bellows housing; A coolant circulation circuit includes a battery assembly and a liquid-cooled condenser, wherein the liquid-cooled condenser has a refrigerant inlet, a refrigerant outlet, a coolant inlet, and a coolant outlet, wherein the coolant outlet of the liquid-cooled condenser is connected to the coolant inlet of the battery assembly, and the coolant outlet of the battery assembly is connected to the coolant inlet of the liquid-cooled condenser; The refrigerant circulation flow path includes a compressor, a liquid-cooled condenser and an in-vehicle evaporator, the refrigerant outlet of the compressor is connected to the refrigerant inlet of the liquid-cooled condenser, the refrigerant inlet of the in-vehicle evaporator is connected to the refrigerant outlet of the liquid-cooled condenser, the refrigerant outlet of the in-vehicle evaporator is connected to the refrigerant inlet of the compressor, the in-vehicle evaporator is arranged in the air-conditioning bellows housing and is arranged downstream of the fuel heater core heat exchange part, wherein the coolant circulation flow path and the refrigerant circulation flow path use the same liquid-cooled condenser.

2. The vehicle HVAC system according to claim 1, wherein: The refrigerant circulation circuit also includes a refrigeration electronic expansion valve and a gas-liquid separator. The refrigerant inlet of the refrigeration electronic expansion valve is connected to the refrigerant outlet of the liquid-cooled condenser, the refrigerant outlet of the refrigeration electronic expansion valve is connected to the refrigerant inlet of the vehicle evaporator, the refrigerant inlet of the gas-liquid separator is connected to the refrigerant outlet of the vehicle evaporator, and the refrigerant outlet of the gas-liquid separator is connected to the refrigerant inlet of the compressor. Among them, the compressor-liquid-cooled condenser-refrigeration electronic expansion valve-in-vehicle evaporator-gas-liquid separator-compressor constitutes the battery heating refrigerant circuit.

3. The vehicle HVAC system according to claim 2, wherein: The refrigerant circulation flow path also includes an outdoor heat exchanger, an indoor condenser, a first tee, and a second tee, wherein the indoor condenser is arranged in an air conditioner bellows housing and is arranged upstream of the fuel heater core heat exchange portion, the refrigerant inlet of the indoor condenser is connected to the third end (29c) of the first tee, the refrigerant outlet of the compressor is connected to the first end (29a) of the first tee, the refrigerant inlet of the liquid-cooled condenser is connected to the second end (29b) of the first tee, and the refrigerant outlet of the indoor condenser is connected to the refrigerant inlet of the outdoor heat exchanger. The refrigerant outlet of the external heat exchanger is connected to the second end (30b) of the second tee, the refrigerant inlet of the gas-liquid separator is connected to the first end (30a) of the second tee, and the refrigerant outlet of the internal evaporator is connected to the third end (30c) of the second tee.

4. The vehicle HVAC system according to claim 3, wherein: The refrigerant circulation loop further includes a heating electronic expansion valve, the refrigerant inlet of the heating electronic expansion valve is connected to the refrigerant outlet of the vehicle condenser, and the refrigerant outlet of the heating electronic expansion valve is connected to the refrigerant inlet of the vehicle heat exchanger. The vehicle compartment heating refrigerant circuit is composed of compressor-in-vehicle condenser-heating electronic expansion valve-out-vehicle heat exchanger-gas-liquid separator-compressor.

5. The vehicle HVAC system according to claim 4, wherein: The refrigerant circulation flow path also includes a first solenoid valve and a second solenoid valve, wherein the first solenoid valve is connected between the second end (29b) of the first tee and the refrigerant inlet of the liquid-cooled condenser, and the second solenoid valve is connected between the third end (29c) of the first tee and the refrigerant inlet of the in-vehicle condenser.

6. The vehicle HVAC system according to claim 4, wherein: The air conditioning bellows housing is also provided with a temperature regulating door, which is arranged downstream of the heat exchange portion of the fuel heater core and is used to allow air to completely bypass the evaporator in the vehicle and flow directly to the vehicle compartment air outlet. Or part of it flows through the evaporator in the car to the air outlet of the car, and part of it bypasses the evaporator in the car and then flows to the air outlet of the car. Or only allow air to pass through the evaporator inside the car and then flow to the car air outlet.

7. The vehicle HVAC system according to claim 1, wherein: The fuel heater core also includes a vaporizer, which is connected to the fuel tank through an oil pump and is also connected to the combustion chamber to deliver vaporized fuel vapor into the combustion chamber.

8. The vehicle HVAC system according to claim 1, wherein: The fuel heater core air inlet chamber, the combustion chamber, the fuel heater core heat exchange part and the smoke exhaust chamber are hermetically connected in sequence.

9. The vehicle HVAC system according to claim 3, wherein: The off-vehicle heat exchanger is an air-cooled evaporator or a liquid-cooled evaporator.

10. The vehicle HVAC system according to claim 2, wherein: The liquid fuel is one of gasoline, diesel, kerosene and alcohol.

11. A vehicle, characterized in that: A vehicle HVAC system comprising any one of claims 1 to 10, having at least the following operating modes: Mode 1: The fuel heater core works alone to heat the cabin; Mode 2: The fuel heater core heats the refrigerant circuit and coolant circulation flow path through the battery, heating the vehicle cabin and battery at the same time; Mode 3: The condenser in the vehicle heats the cabin through the cabin heating refrigerant circuit and the fuel heater core.

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