Air conditioner heat exchange system of vehicle and vehicle

Abstract

The utility model discloses an air conditioner heat exchange system of a vehicle and the vehicle, and the air conditioner heat exchange system of the vehicle comprises a low-temperature cooling loop which is provided with a water-cooling heat exchanger and a warm core; the engine circuit is provided with an engine, and the engine is selectively connected with the warm core in series; the compressor loop comprises a first main loop and a battery cooling loop, the two ends of the first main loop are connected to the water cooling heat exchanger, the first main loop is provided with an in-vehicle heat exchanger, and the battery cooling loop is provided with a battery cooling plate. By arranging a compressor loop, a compressor is utilized to produce heat to the maximum extent, heating can be achieved without a heat pump function, the suction pressure can be adjusted, the low-temperature heating requirement can be met, then various functions of an air conditioner heat exchange system can be achieved through the design of a low-temperature cooling loop, and additional cost does not need to be increased; and various modes such as refrigeration and heating can be flexibly switched, user requirements can be met, and comprehensive energy consumption is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to an air conditioning heat exchange system for a vehicle and the vehicle itself. Background Technology

[0002] In related technologies, the vehicle's air conditioning heat exchange system includes a compressor, a four-way valve, an external heat exchanger, an internal heat exchanger, and a gas-liquid separator. By switching the four-way valve, it can adapt to the harsh operating conditions of the vehicle's air conditioning, meet the requirements of cooling in summer and heating in winter, and has a good defrosting effect. This improves the heat exchange effect, increases the heating capacity inside the vehicle, and increases the suction pressure and temperature, thereby reducing the compressor outlet temperature and ensuring the safe operation of the compressor. This maintains the heating inside the vehicle and the high operating efficiency of the compressor.

[0003] However, the existing vehicle air conditioning heat exchange system also has significant drawbacks: the vehicle air conditioning heat exchange system uses hot gas bypass as a means of system defrosting and improves the system low-pressure protection compressor, but it does not directly act on the heating of the passenger compartment, and still requires an external heat exchanger as the evaporation unit, resulting in high system costs. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a vehicle air conditioning heat exchange system that can flexibly switch between multiple modes such as cooling and heating, thereby meeting user needs and reducing overall energy consumption.

[0005] This utility model further proposes a vehicle.

[0006] The vehicle air conditioning heat exchange system according to this utility model includes: a low-temperature cooling circuit, wherein the low-temperature cooling circuit is provided with a water-cooled heat exchanger and a heater core; an engine circuit, wherein the engine circuit is provided with an engine, wherein the engine is selectively connected in series with the heater core; and a compressor circuit, wherein the compressor circuit includes: a first main circuit and a battery cooling circuit, wherein the two ends of the first main circuit are respectively connected to the water-cooled heat exchanger and the first main circuit is provided with an in-vehicle heat exchanger, and the battery cooling circuit is provided with a battery cold plate, wherein the battery cold plate is connected in parallel with the in-vehicle heat exchanger.

[0007] According to the vehicle air conditioning heat exchange system of this utility model, by setting up a compressor circuit, the heat generated by the compressor is maximized, and heating can be achieved without the need for a heat pump function. Moreover, the suction pressure is adjustable, which can meet the heating needs at low temperatures. Secondly, through the design of a low-temperature cooling circuit, the various functions of the air conditioning heat exchange system can be realized without adding extra costs. In addition, it can flexibly switch between multiple modes such as cooling and heating, which can meet user needs and reduce overall energy consumption.

[0008] In some examples of this utility model, the low-temperature cooling circuit includes: a second main circuit, a motor control circuit, and a heat dissipation circuit. The water-cooled heat exchanger and the heating core are disposed in the second main circuit. The motor control circuit is provided with a motor control device, which is selectively connected in series with the water-cooled heat exchanger and the heating core. The heat dissipation circuit is provided with a radiator, which is selectively connected in series with the motor control device.

[0009] In some examples of this utility model, the motor control circuit is further provided with a water pump, which is connected between the motor control circuit and the radiator.

[0010] In some examples of this utility model, the low-temperature cooling circuit is further provided with: a first three-way valve, which has a first connecting port, a second connecting port, and a third connecting port, wherein the first connecting port is connected to the water-cooled heat exchanger, and the second connecting port is connected to the motor control; a second three-way valve, which has a fourth connecting port, a fifth connecting port, and a sixth connecting port, wherein the fourth connecting port is connected to the radiator, and the fifth connecting port is connected between the radiator and the water pump; a third three-way valve, which has a seventh connecting port, an eighth connecting port, and a ninth connecting port, wherein the sixth connecting port is selectively connected to one of the third and seventh connecting ports, the eighth connecting port is connected to the heating element, and the ninth connecting port is connected to the engine; and a fourth three-way valve, which has a tenth connecting port, an eleventh connecting port, and a twelfth connecting port, wherein the tenth connecting port is connected between the water-cooled heat exchanger and the heating element, and the eleventh and twelfth connecting ports are respectively connected to the engine.

[0011] In some examples of this utility model, the first main circuit is further provided with a compressor, the compressor being connected to the inlet end of the water-cooled heat exchanger, and the vehicle interior heat exchanger being connected to the outlet end of the water-cooled heat exchanger.

[0012] In some examples of this utility model, the first main circuit is further provided with a gas-liquid separator, which is connected between the vehicle heat exchanger and the compressor.

[0013] In some examples of this utility model, the compressor circuit further includes an auxiliary circuit, one end of which is connected between the water-cooled heat exchanger and the compressor, and the other end of which is connected to the gas-liquid separator.

[0014] In some examples of this utility model, the compressor circuit is provided with: a first throttle valve, which is located in the first main circuit and at the inlet end of the in-vehicle heat exchanger; a second throttle valve, which is located in the battery cooling circuit and at the inlet end of the battery cold plate; and a third throttle valve, which is located in the auxiliary circuit.

[0015] In some examples of this utility model, the compressor circuit is provided with: a first sensor, which is disposed in the first main circuit and located between the water-cooled heat exchanger and the first throttle valve; a second sensor, which is disposed in the battery cooling circuit and located at the outlet end of the battery cold plate; and a third sensor, which is disposed in the first main circuit and located between the compressor and the gas-liquid separator.

[0016] The vehicle according to this utility model includes: the air conditioning heat exchange system of the vehicle described above.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1 This is a structural schematic diagram of the air conditioning heat exchange system of a vehicle according to an embodiment of the present utility model.

[0020] Figure label:

[0021] 1. Air conditioning heat exchange system;

[0022] 10. Low-temperature cooling circuit; 100. Water-cooled heat exchanger; 101. Heating core; 102. Second main circuit; 103. Motor control circuit; 104. Heat dissipation circuit; 105. Motor control; 106. Radiator; 107. Water pump; 108. First three-way valve; 109. First connecting port; 110. Second connecting port; 111. Third connecting port; 112. Second three-way valve; 113. Fourth connecting port; 114. Fifth connecting port; 115. Sixth connecting port; 116. Third three-way valve; 117. Seventh connecting port; 118. Eighth connecting port; 119. Ninth connecting port 120, Fourth three-way valve; 121, Tenth connecting port; 122, Eleventh connecting port; 123, Twelfth connecting port; 20, Engine circuit; 200, Engine; 30, Compressor circuit; 300, First main circuit; 301, Battery cooling circuit; 302, In-vehicle heat exchanger; 303, Battery cold plate; 304, Compressor; 305, Gas-liquid separator; 306, Auxiliary circuit; 307, First throttle valve; 308, Second throttle valve; 309, Third throttle valve; 310, First sensor; 311, Second sensor; 312, Third sensor. Detailed Implementation

[0023] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0024] The following is for reference. Figure 1 Describes a vehicle air conditioning heat exchange system 1 according to an embodiment of the present utility model.

[0025] like Figure 1 As shown, the vehicle air conditioning heat exchange system 1 according to an embodiment of the present invention includes: a low-temperature cooling circuit 10, an engine circuit 20, and a compressor circuit 30. The low-temperature cooling circuit 10 can manage and distribute heat to ensure that each component can operate at the optimal temperature. The engine circuit 20 can heat the air inside the vehicle in winter or when heating is required. The compressor circuit 30 is a refrigerant circuit that can form a refrigeration cycle circuit.

[0026] like Figure 1As shown, the low-temperature cooling circuit 10 is equipped with a water-cooled heat exchanger 100 and a heater core 101, and the engine circuit 20 is equipped with an engine 200, which is selectively connected in series with the heater core 101. The water-cooled heat exchanger 100 mainly serves to exchange heat and cool down, while the heater core 101 provides heat. The engine 200 in the engine circuit 20 mainly provides power. The engine 200 is selectively connected in series with the heater core 101. When the engine 200 is running, it generates a large amount of waste heat. When the engine 200 is connected in series with the heater core 101, this heat can be transferred to the heater core 101 for vehicle interior heating or other thermal management needs. The selective connection of the engine 200 with the heater core 101 enables flexible and efficient thermal management. In addition, it can also contribute to the overall performance of the vehicle, passenger comfort, and environmental protection.

[0027] like Figure 1 As shown, the compressor circuit 30 includes a first main circuit 300 and a battery cooling circuit 301. The two ends of the first main circuit 300 are respectively connected to the water-cooled heat exchanger 100. The first main circuit 300 is equipped with an in-vehicle heat exchanger 302. The battery cooling circuit 301 is equipped with a battery cooling plate 303. The battery cooling plate 303 is connected in parallel with the in-vehicle heat exchanger 302. The first main circuit 300 is a refrigerant circuit, and the battery cooling circuit 301 can cool the battery cold plate 303. The two ends of the first main circuit 300 are respectively connected to the water-cooled heat exchanger 100. The first main circuit 300 and the water-cooled heat exchanger 100 are connected to form a refrigeration cycle circuit. The first main circuit 300 is equipped with an in-vehicle heat exchanger 302, which can mainly absorb heat from the air inside the vehicle to achieve a cooling effect. The battery cooling circuit 301 is equipped with a battery cold plate 303, which can ensure that the battery pack operates within a suitable temperature range. The battery cold plate 303 and the in-vehicle heat exchanger 302 are connected in parallel. At this time, independent temperature control of the first main circuit 300 and the battery cooling circuit 301 can be achieved, which can optimize heat management and ensure that different components can operate within the optimal temperature range.

[0028] Therefore, by setting up compressor circuit 30, the heat generated by compressor 304 can be maximized, and heating can be achieved without the need for heat pump function. Moreover, the suction pressure is adjustable, which can meet the low-temperature heating requirements. Secondly, through the design of low-temperature cooling circuit 10, the various functions of air conditioning heat exchange system 1 can be realized without adding extra costs. In addition, it can flexibly switch between multiple modes such as cooling and heating, which can meet user needs and reduce overall energy consumption.

[0029] Specifically, such as Figure 1As shown, the low-temperature cooling circuit 10 includes: a second main circuit 102, a motor control circuit 103, and a heat dissipation circuit 104. A water-cooled heat exchanger 100 and a heating core 101 are disposed in the second main circuit 102. The motor control circuit 103 is provided with a motor control 105, which is selectively connected in series with the water-cooled heat exchanger 100 and the heating core 101. The heat dissipation circuit 104 is provided with a radiator 106, which is selectively connected in series with the motor control 105. The second main circuit 102, the motor control circuit 103, and the heat dissipation circuit 104 are components of the low-temperature cooling circuit 10. The second main circuit 102 is a water circuit. The motor control circuit 103 generates heat, and the heat dissipation circuit 104 primarily dissipates heat. The water-cooled heat exchanger 100 and the heater core 101 are located in the second main circuit 102. The motor control circuit 103 is equipped with a motor controller 105, which controls the operation of the motor, thereby achieving precise control of the vehicle's power, speed, and other performance characteristics. The motor controller 105 selects... The heat is selectively connected in series with the water-cooled heat exchanger 100 and the heating core 101. In other words, the heat generated by the motor control 105 can be guided to the water-cooled heat exchanger 100 for heat dissipation or transferred to the heating core 101 for heating as needed. The heat dissipation circuit 104 is equipped with a radiator 106, which can play a heat dissipation role. The radiator 106 is selectively connected in series with the motor control 105. The radiator 106 can further cool the coolant from the motor control 105, ensuring that the motor control 105 is kept within a suitable operating temperature range.

[0030] Among them, such as Figure 1 As shown, the motor control circuit 103 is also equipped with a water pump 107, which is connected between the motor control unit 105 and the radiator 106. The water pump 107 can promote coolant circulation and improve heat exchange efficiency. By forcibly circulating the coolant, the water pump 107 ensures that heat can be effectively transferred from the motor control unit 105 to the radiator 106, thereby ensuring that the motor control unit 105 remains within a suitable operating temperature range. In other words, the coolant circulates between the motor control circuit 103 and the heat dissipation circuit 104 through the action of the water pump 107, ensuring that the heat from the motor control unit 105 and other heat-generating components is effectively carried away and dissipated to the external environment through the radiator 106.

[0031] In addition, such as Figure 1As shown, the low-temperature cooling circuit 10 is also equipped with a first three-way valve 108. The first three-way valve 108 has a first connecting port 109, a second connecting port 110, and a third connecting port 111. The first connecting port 109 is connected to the water-cooled heat exchanger 100, and the second connecting port 110 is connected to the motor control unit 105. The first three-way valve 108 mainly changes the flow direction of the medium, can act as a flow divider, and can be used to regulate the flow rate. The first three-way valve 108 has a first connecting port 109, a second connecting port 110, and a third connecting port 111. These three ports are components of the first three-way valve 108 and all can function as connections. The first connecting port 109 is connected to the water-cooled heat exchanger 100, and the second connecting port 110 is connected to the motor control unit 105. Through the first three-way valve 108, the system can connect between multiple paths. Switching can be implemented in several ways, such as: first, the coolant flows from the water-cooled heat exchanger 100 to the motor control unit 105; second, the coolant flows from the water-cooled heat exchanger 100 to other destinations; and third, the coolant flows directly from the motor control unit 105 to other destinations. In other words, through the first three-way valve 108, the entire cryogenic cooling circuit 10 can optimize the cooling effect of the water-cooled heat exchanger 100 and the motor control unit 105 respectively through flexible flow control. This ensures that the system can dynamically adjust the flow direction of the coolant and ensure that each component can obtain appropriate cooling or heating under different operating conditions.

[0032] The second three-way valve 112 has a fourth connecting port 113, a fifth connecting port 114, and a sixth connecting port 115. The fourth connecting port 113 connects to the radiator 106, and the fifth connecting port 114 connects the radiator 106 to the water pump 107. The second three-way valve 112 mainly changes the flow direction of the medium, can act as a flow divider, and can be used to regulate the flow rate. The fourth connecting port 113, fifth connecting port 114, and sixth connecting port 115 are components of the second three-way valve 112 and all can function as connectors. The fourth connecting port 113 connects to the radiator 106, and the fifth connecting port 114 connects the radiator 106 to the water pump 107. Through the second three-way valve 11... 2. The system can switch between multiple paths, for example: first, the coolant flows from the radiator 106 to the water pump 107; second, the coolant flows from the radiator 106 to other destinations; third, the coolant flows directly from the water pump 107 to other destinations. In other words, the second three-way valve 112 can selectively connect or disconnect the coolant flow path between the radiator 106 and the water pump 107 as needed, which can ensure that the system can dynamically adjust the flow direction of the coolant and ensure that each component can obtain appropriate cooling or heating under different operating conditions.

[0033] The third three-way valve 116 is provided with a seventh connection port 117, an eighth connection port 118 and a ninth connection port 119. The sixth connection port 115 is selectively connected to one of the third connection port 111 and the seventh connection port 117. The eighth connection port 118 is connected to the heater core 101 and the ninth connection port 119 is connected to the engine 200. The third three-way valve 116 mainly changes the flow direction of the medium, can act as a flow divider, and can be used to regulate the flow rate. The third three-way valve 116 is equipped with a seventh connecting port 117, an eighth connecting port 118, and a ninth connecting port 119. These three ports are components of the third three-way valve 116 and can all function as connecting ports. The sixth connecting port 115 selectively connects to either the third connecting port 111 or the seventh connecting port 117. When the sixth connecting port 115 is connected to the third connecting port 111, the coolant can continue to flow in the low-temperature cooling circuit 1. In the internal circulation mode, when the sixth connection port 115 is connected to the seventh connection port 117, the coolant can enter the third three-way valve 116 and be further diverted to other paths. The eighth connection port 118 is connected to the heater core 101, and the ninth connection port 119 is connected to the engine 200. Through the third three-way valve 116, the system can switch between multiple paths. For example: first, the coolant flows from the auxiliary circuit 306 to the heater core 101; second, the coolant flows from the auxiliary circuit 306 to the engine 200; third, the coolant flows directly from the auxiliary circuit 306 to other destinations. In other words, the third three-way valve 116 can be used to regulate the flow rate of coolant entering the heater core 101 and the engine 200 to ensure that waste heat is effectively utilized.

[0034] The fourth three-way valve 120 has a tenth connecting port 121, an eleventh connecting port 122, and a twelfth connecting port 123. The tenth connecting port 121 connects between the water-cooled heat exchanger 100 and the heating core 101. The eleventh connecting ports 122 and twelfth connecting ports 123 are connected to the engine 200. The fourth three-way valve 120 mainly changes the flow direction of the medium, can act as a flow divider, and can be used to regulate the flow rate. The tenth connecting port 121, eleventh connecting port 122, and twelfth connecting port 123 are components of the fourth three-way valve 120 and can all function as connections. The tenth connecting port 121 connects between the water-cooled heat exchanger 100 and the heating core 101. The eleventh connecting ports 122 and twelfth connecting ports 123 connect to the engine 200. The system is not connected to the engine 200 to form an engine circuit 20. Through the fourth three-way valve 120, the system can switch between multiple paths. First, the coolant flows from the water-cooled heat exchanger 100 to the engine 200. Second, the coolant flows from the water-cooled heat exchanger 100 to another part of the engine 200. Third, the coolant flows from the water-cooled heat exchanger 100 to the heater core 101 for heating the vehicle interior. In other words, the fourth three-way valve 120 can be used to regulate the flow of coolant into different parts of the engine 200 to ensure that waste heat is effectively utilized.

[0035] Of course, such as Figure 1 As shown, the first main circuit 300 is also equipped with a compressor 304, which is connected to the inlet end of the water-cooled heat exchanger 100, and the in-vehicle heat exchanger 302 is connected to the outlet end of the water-cooled heat exchanger 100. The compressor 304 mainly compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gas. The compressor 304 is connected to the inlet end of the water-cooled heat exchanger 100, allowing the high-temperature, high-pressure gaseous refrigerant to enter the water-cooled heat exchanger 100, where it is cooled by the coolant and condenses into a liquid state. The in-vehicle heat exchanger 302 is connected to the outlet end of the water-cooled heat exchanger 100, where the liquid refrigerant absorbs heat through evaporation, thereby reducing the temperature of the air flowing through it and achieving the cooling effect inside the vehicle.

[0036] Furthermore, such as Figure 1 As shown, the first main circuit 300 is also equipped with a gas-liquid separator 305, which is connected between the vehicle interior heat exchanger 302 and the compressor 304. The gas-liquid separator 305 can protect the compressor 304 and improve system efficiency. Connected between the vehicle interior heat exchanger 302 and the compressor 304, the gas-liquid separator 305 can separate the gaseous and liquid components in the refrigerant exiting from the vehicle interior heat exchanger 302, allowing only gaseous refrigerant to enter the compressor 304. This improves the safety, reliability, and efficiency of the system, and also ensures the long-term stable operation of the vehicle's air conditioning heat exchange system 1.

[0037] In addition, such as Figure 1 As shown, the compressor circuit 30 also includes an auxiliary circuit 306. One end of the auxiliary circuit 306 is connected between the water-cooled heat exchanger 100 and the compressor 304, and the other end of the auxiliary circuit 306 is connected to the gas-liquid separator 305. The auxiliary circuit 306 can provide additional functionality and flexibility to the compressor circuit 30. With one end connected to the water-cooled heat exchanger 100 and the compressor 304, and the other end connected to the gas-liquid separator 305, the auxiliary circuit 306 can function as a bypass path under certain conditions, allowing some refrigerant to flow directly from the compressor 304 to the gas-liquid separator 305. This helps reduce system energy consumption under low load or when minimal cooling is required, and can improve the reliability and user experience of the vehicle's air conditioning heat exchange system 1 while enhancing the functionality and efficiency of the compressor circuit 30.

[0038] It should be noted that, as Figure 1 As shown, the compressor circuit 30 is equipped with: a first throttle valve 307, which is located in the first main circuit 300 and at the inlet end of the in-vehicle heat exchanger 302; a second throttle valve 308, which is located in the battery cooling circuit 301 and at the inlet end of the battery cold plate 303; and a third throttle valve 309, which is located in the auxiliary circuit 306.

[0039] The first throttle valve 307, the second throttle valve 308, and the third throttle valve 309 can all regulate flow rate and pressure. The first throttle valve 307 is located in the first main circuit 300, at the inlet end of the in-vehicle heat exchanger 302. In this configuration, the first throttle valve 307 can reduce the pressure and dosage of the high-pressure liquid refrigerant flowing from the water-cooled heat exchanger 100, protecting the in-vehicle heat exchanger 302 from damage. The second throttle valve 308 is located in the battery cooling circuit 301, at the inlet end of the battery cold plate 303. In this configuration, the second throttle valve 308 can reduce the pressure and dosage of the high-pressure liquid refrigerant flowing from the water-cooled heat exchanger 100. The pressure and dosage of the high-pressure liquid refrigerant can protect the battery cold plate 303 from damage. The third throttle valve 309 is set in the auxiliary circuit 306. At this time, the third throttle valve 309 can reduce the pressure and dosage of the high-pressure liquid refrigerant flowing out of the water-cooled heat exchanger 100, which can protect the gas-liquid separator 305 from damage. By setting the first throttle valve 307, the second throttle valve 308 and the third throttle valve 309, the entire compressor circuit 30 can optimize the cooling effect of the in-vehicle heat exchanger 302, the battery cold plate 303 and the auxiliary circuit 306 respectively through three independent but cooperative throttle valves. This can improve the system's flexibility and response speed, while ensuring the best balance between in-vehicle comfort, battery performance and other key system functions.

[0040] In addition, such as Figure 1 As shown, the compressor circuit 30 is equipped with: a first sensor 310, which is located in the first main circuit 300 and between the water-cooled heat exchanger 100 and the first throttle valve 307; a second sensor 311, which is located in the battery cooling circuit 301 and at the outlet end of the battery cold plate 303; and a third sensor 312, which is located in the first main circuit 300 and between the compressor 304 and the gas-liquid separator 305.

[0041] The first sensor 310, the second sensor 311, and the third sensor 312 can all sense the measured information and transform it into an electrical signal or other required form of information output according to a certain rule to meet the requirements of information transmission and processing. The first sensor 310 is set in the first main circuit 300, and is located between the water-cooled heat exchanger 100 and the first throttle valve 307. With the first sensor 310 in the first main circuit, located between the water-cooled heat exchanger 100 and the first throttle valve 307, the first sensor 310 can measure the temperature and pressure of the refrigerant flowing out of the water-cooled heat exchanger 100 to ensure it is within an appropriate range. Furthermore, by monitoring the superheat, the opening of the first throttle valve 307 can be adjusted to optimize the evaporation effect. To prevent liquid slugging, a second sensor 311 is installed in the battery cooling circuit 301. The second sensor 311 is located at the outlet end of the battery cold plate 303. At this time, the second sensor 311 can measure the refrigerant temperature after passing through the battery cold plate 303, ensuring that the battery is within a suitable operating temperature range. A third sensor 312 is installed in the first main circuit 300. The third sensor 312 is located between the compressor 304 and the gas-liquid separator 305. At this time, the third sensor 312 can monitor the refrigerant pressure to ensure the safe operation of the compressor 304. In addition, it can measure the refrigerant temperature before entering the gas-liquid separator 305 to ensure that it is in a gaseous state, avoiding the risk of liquid slugging in the gas-liquid separator 305.

[0042] It should be noted that the medium flowing through the compressor circuit 30 is a refrigerant, including R134a, R410a, CO2, R290, etc., and the medium flowing through the low-temperature cooling circuit 10 is a circulating coolant, including ethanol type, methanol type, calcium chloride type, etc.

[0043] The vehicle according to the present utility model includes: the air conditioning heat exchange system 1 of the vehicle described in the above embodiments.

[0044] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0045] In the description of this utility model, "first feature" and "second feature" may include one or more of the features. In the description of this utility model, "multiple" means two or more. In the description of this utility model, "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. In the description of this utility model, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0046] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0047] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An air conditioning heat exchange system (1) of a vehicle, characterized by, The application relates to a low-temperature cooling circuit (10) provided with a water-cooled heat exchanger (100) and a warm core (101); an engine circuit (20) provided with an engine (200) selectively connected in series with the warm core (101); and a compressor circuit (30) comprising a first main circuit (300) and a battery cooling circuit (301), two ends of the first main circuit (300) being connected to the water-cooled heat exchanger (100), the first main circuit (300) being provided with an in-vehicle heat exchanger (302), and the battery cooling circuit (301) being provided with a battery cooling plate (303) connected in parallel with the in-vehicle heat exchanger (302). The low-temperature cooling circuit (10) comprises a second main circuit (102), a motor electronic control circuit (103) and a heat dissipation circuit (104), the water-cooled heat exchanger (100) and the warm core (101) being arranged in the second main circuit (102), the motor electronic control circuit (103) being provided with a motor electronic control (105) selectively connected in series with the water-cooled heat exchanger (100) and the warm core (101), and the heat dissipation circuit (104) being provided with a radiator (106) selectively connected in series with the motor electronic control (105). The motor electronic control circuit (103) is further provided with a water pump (107) connected between the motor electronic control (105) and the radiator (106). The low-temperature cooling circuit (10) is further provided with:

2. The air conditioning heat exchange system (1) of a vehicle according to claim 1, characterized by, a first three-way valve (108) provided with a first communication port (109), a second communication port (110) and a third communication port (111), the first communication port (109) being in communication with the water-cooled heat exchanger (100), and the second communication port (110) being in communication with the motor electronic control (105); 3. The air conditioning heat exchange system (1) of a vehicle according to claim 2, characterized by, a second three-way valve (112) provided with a fourth communication port (113), a fifth communication port (114) and a sixth communication port (115), the fourth communication port (113) being in communication with the radiator (106), and the fifth communication port (114) being connected between the radiator (106) and the water pump (107); 4. The air conditioning heat exchange system (1) of a vehicle according to claim 3, characterized by a third three-way valve (116) provided with a seventh communication port (117), an eighth communication port (118) and a ninth communication port (119), the sixth communication port (115) being selectively in communication with one of the third communication port (111) and the seventh communication port (117), the eighth communication port (118) being in communication with the warm core (101), and the ninth communication port (119) being in communication with the engine (200); ​ ​ ​ A fourth three-way valve (120) is provided with a tenth communication port (121), an eleventh communication port (122) and a twelfth communication port (123), the tenth communication port (121) is connected between the water-cooled heat exchanger (100) and the warm core (101), and the eleventh communication port (122) and the twelfth communication port (123) are respectively communicated with the engine (200).

5. The air conditioning heat exchange system (1) of a vehicle according to claim 1, characterized by, The first main circuit (300) is further provided with a compressor (304) connected to the inlet end of the water-cooled heat exchanger (100), and the in-vehicle heat exchanger (302) is connected to the outlet end of the water-cooled heat exchanger (100).

6. The air conditioning heat exchange system (1) of a vehicle according to claim 5, characterized by The first main circuit (300) is further provided with a gas-liquid separator (305) connected between the in-vehicle heat exchanger (302) and the compressor (304).

7. The air conditioning heat exchange system (1) of a vehicle according to claim 6, characterized by The compressor circuit (30) further comprises an auxiliary circuit (306), one end of the auxiliary circuit (306) is connected between the water-cooled heat exchanger (100) and the compressor (304), and the other end of the auxiliary circuit (306) is connected to the gas-liquid separator (305).

8. The air conditioning heat exchange system (1) of a vehicle according to claim 7, characterized by The compressor circuit (30) is provided with: A first throttle valve (307) is arranged in the first main circuit (300), and the first throttle valve (307) is located at the inlet end of the in-vehicle heat exchanger (302); A second throttle valve (308) is arranged in the battery cooling circuit (301), and the second throttle valve (308) is located at the inlet end of the battery cooling plate (303); A third throttle valve (309) is arranged in the auxiliary circuit (306).

9. The air conditioning heat exchange system (1) of a vehicle according to claim 8, characterized in that, The compressor circuit (30) is provided with: A first sensor (310) is arranged in the first main circuit (300), and the first sensor (310) is located between the water-cooled heat exchanger (100) and the first throttle valve (307); A second sensor (311) is arranged in the battery cooling circuit (301), and the second sensor (311) is located at the outlet end of the battery cooling plate (303); A third sensor (312) is arranged in the first main circuit (300), and the third sensor (312) is located between the compressor (304) and the gas-liquid separator (305).

10. A vehicle characterized by comprising: It comprises: The air conditioning heat exchange system (1) of the vehicle according to any one of claims 1-9.

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