A full-weather air conditioning system for a battery electric vehicle

Abstract

The utility model discloses a kind of battery-powered vehicle all-weather air conditioning systems, including the compartment with vehicle outer heat exchanger being installed in the outer side of vehicle body and the compartment with vehicle inner heat exchanger being installed in the compartment, one end of the compartment with vehicle outer heat exchanger and the compartment with vehicle inner heat exchanger is connected with a compartment with expansion valve, the other end is connected with a compressor using reversible adjustment circuit and can realize reverse conversion control, wherein, further including a battery with vehicle outer heat exchanger being installed in the outer side of vehicle body and a battery with vehicle inner heat exchanger being installed in battery pack position, one end of the battery with vehicle outer heat exchanger and the battery with vehicle inner heat exchanger is connected with a battery with expansion valve, the other end is connected to the reversible adjustment circuit and integrally constitutes battery heat exchange control circuit that can realize reverse conversion control.The utility model can better meet the temperature control demand of compartment and battery respectively, better improve cold heat utilization efficiency, more energy saving and consumption reducing.

Description

Technical Field

[0001] This utility model relates to the field of battery-powered vehicle technology, specifically to a battery-powered vehicle all-weather air conditioning system. Background Technology

[0002] Battery-powered vehicles, or electric vehicles for short, are vehicles that use an onboard power source to drive their wheels with an electric motor and meet all road traffic and safety regulations. Electric vehicles are currently the most widely used type of new energy vehicle. Electric vehicles, driven by electricity, have advantages such as low energy consumption, rapid response, zero emissions, and no reliance on traditional energy sources, making them the mainstream direction for future automotive development. Due to their zero-emission characteristics, electric vehicles (including hybrid vehicles) are widely regarded as a key solution to replace traditional gasoline-powered vehicles. However, the large-scale promotion of electric vehicles still faces multiple technical challenges, among which the performance of the thermal management system directly affects vehicle safety, energy efficiency, and user experience, making it a core area that urgently needs breakthroughs.

[0003] As the core power source for electric vehicles, lithium-ion batteries' performance and lifespan are highly dependent on the temperature environment. Research indicates that the optimal operating temperature range for batteries is 25-40°C, and the temperature difference between battery modules must be strictly controlled within 5°C. Exceeding this range not only leads to accelerated battery capacity degradation but also significantly increases the risk of thermal runaway, potentially causing fires and other safety accidents in extreme cases. Therefore, the onboard air conditioning system used in existing electric vehicle thermal management systems not only performs the function of regulating the cabin temperature as a traditional air conditioning system but also needs to participate in battery thermal management to reduce overall vehicle energy consumption, extend driving range, and prolong battery life. It must maintain a comfortable temperature environment inside the vehicle while also controlling and protecting the temperature of the power battery.

[0004] Currently, most mainstream thermal management systems for electric vehicles adopt a split design, with the cabin air conditioning and battery heat exchange circuits operating independently. This results in system redundancy and low energy efficiency. Some electric vehicles also incorporate a secondary heat exchange circuit connected to the battery pack in addition to the cabin air conditioning system. This circuit transfers cooling energy from the evaporator or heat from the condenser in the air conditioning system to the battery pack for temperature control. This approach also suffers from a mismatch between the single heat / cold source supply mode and the differentiated thermal demands of the battery, cabin, and other components. Furthermore, because the cabin air conditioning heat exchangers are located separately from the battery pack, significant energy waste occurs during the secondary heat / cold output flow, further contributing to low energy efficiency. Utility Model Content

[0005] In view of the shortcomings of the prior art, the technical problem to be solved by this utility model is: how to provide a battery-powered vehicle all-weather air conditioning system that can better meet the temperature control needs of the vehicle compartment and the battery, better improve the efficiency of heat and cold utilization, and save energy and consumption.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0007] A battery-powered vehicle all-weather air conditioning system includes an external heat exchanger for the passenger compartment installed on the outside of the vehicle body and an internal heat exchanger for the passenger compartment installed inside the passenger compartment. A passenger compartment expansion valve is connected in series at one end between the external heat exchanger and the internal heat exchanger, and the other end is connected to a compressor via a reversible adjustment circuit, forming a passenger compartment heat exchange control circuit capable of reversible control. The system also includes a battery external heat exchanger installed on the outside of the vehicle body and a battery internal heat exchanger installed at the battery pack location for heat exchange with the battery pack. A battery expansion valve is connected in series at one end between the external heat exchanger and the internal heat exchanger, and the other end is connected to the reversible adjustment circuit, forming a battery heat exchange control circuit capable of reversible control.

[0008] Thus, in this invention, a semi-independent battery heat exchange control circuit is added to the existing vehicle compartment heat exchange control circuit air conditioning system. This circuit, located on the outside of the vehicle body, uses an external battery heat exchanger to directly supply external cooling or heating to the internal battery heat exchanger, releasing it to the battery pack and achieving heating or cooling. Since the internal battery heat exchanger is directly installed at the battery pack location, and both cooling and heating are achieved directly through it, energy loss due to secondary heat or cooling flow during transport is avoided. Furthermore, the independence of the battery heat exchange control circuit ensures that the internal battery heat exchanger's temperature control of the battery is unaffected by the vehicle compartment heat exchanger (i.e., both can operate simultaneously for cooling and heating). Additionally, because the battery heat exchange control circuit and the vehicle compartment heat exchange control circuit are coupled via a reversible adjustment circuit, they can share a single compressor for air conditioning cooling (or heating), a costly core component of the air conditioning system. Therefore, this method saves equipment costs by sharing the compressor, and it can also realize the flow distribution of heat exchange medium in the battery heat exchange control circuit and the compartment heat exchange control circuit through the reversible adjustment circuit. For example, when the weather temperature is moderate and the temperature control demand in the compartment is low, more heat exchange medium can be delivered to the battery heat exchange control circuit to better ensure the temperature control demand of the battery.

[0009] Furthermore, the reversible adjustment circuit includes a first tee connected to a pipe extending from one end of the heat exchanger inside the vehicle compartment. This pipe, after passing through the first tee, is sequentially connected to a sixth switching valve, a second tee, a fourth switching valve, a third tee, the external heat exchanger for the vehicle compartment, and the expansion valve for the vehicle compartment before returning to the other end of the heat exchanger inside the vehicle compartment. The third port of the first tee is connected sequentially to a fourth tee via a pipe equipped with an eighth switching valve, and then to the third port of a fifth tee. The third port of the second tee is connected via a pipe to the first inlet of a mixing device. A sixth tee and a fifth switching valve are sequentially connected to a pipe extending from one end of the heat exchanger inside the battery compartment. And connected to the second inlet of the mixing device; the third port of the sixth three-way is connected to the third port of the fourth three-way via a pipe to a seventh switching valve; the outlet of the mixing device is connected forward to the compressor and then to the first port of the fifth three-way; the second port of the fifth three-way is connected forward to a second switching valve and then to the first port of a four-way; the second port of the four-way is connected to a third switching valve and then to the third inlet of the mixing device; the third port of the four-way is connected forward to a first switching valve and then to the third three-way; the fourth port of the four-way is connected forward in sequence to the external heat exchanger for the battery and the expansion valve for the battery, and then to the other end of the internal heat exchanger for the battery.

[0010] In this way, through the above-mentioned pipeline connection structure, multiple working modes can be switched by controlling each switching valve and connecting valve, so as to better adapt to the different temperature control requirements of the carriage and battery.

[0011] 1. Battery-only heating mode: In this mode, the third and seventh switch valves are open, while the remaining switch valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the fourth three-way valve, the seventh switch valve, the sixth three-way valve, the battery-use in-vehicle heat exchanger, the battery-use expansion valve, the battery-use external heat exchanger, the four-way valve, the third switch valve, and the mixing device before flowing back to the compressor to complete the cycle. Therefore, in this mode, the battery-use in-vehicle heat exchanger functions as a condenser, releasing heat to heat the battery, while the battery-use external heat exchanger functions as an evaporator, drawing heat from outside the vehicle.

[0012] In the 2-car compartment individual heating mode, the fourth and eighth switch valves are open, while the remaining switch valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, fourth three-way valve, eighth switch valve, first three-way valve, in-car heat exchanger, in-car expansion valve, in-car external heat exchanger, third three-way valve, fourth switch valve, second three-way valve, and mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, the in-car heat exchanger functions as a condenser, releasing heat to heat the interior of the compartment, while the in-car external heat exchanger functions as an evaporator, drawing heat from outside the vehicle.

[0013] 3. Dual heating mode for battery and vehicle compartment: In this mode, the third, seventh, fourth, and eighth control valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth and fourth three-way valves, then splits into two paths. One path flows forward through the seventh control valve, the sixth three-way valve, the battery-use interior heat exchanger, the battery-use exterior heat exchanger, the four-way valve, the third control valve, and the mixing device before returning to the compressor to complete the cycle. The other path flows forward through the eighth control valve, the first three-way valve, the vehicle compartment interior heat exchanger, the vehicle compartment expansion valve, the vehicle compartment exterior heat exchanger, the third three-way valve, the fourth control valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, both the battery-use interior heat exchanger and the vehicle compartment interior heat exchanger are in condenser mode, releasing heat to simultaneously heat the battery pack and the vehicle compartment. Simultaneously, both the battery-use exterior heat exchanger and the vehicle compartment exterior heat exchanger are in evaporator mode, absorbing heat from outside the vehicle.

[0014] 4. Battery-only cooling mode: In this mode, the second and fifth switching valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the second switching valve, the four-way valve, the external battery heat exchanger, the battery expansion valve, the internal battery heat exchanger, the sixth three-way valve, the fifth switching valve, and the mixing device before flowing back to the compressor to complete the cycle. Therefore, in this mode, the internal battery heat exchanger functions as an evaporator, absorbing heat to cool the battery pack, while the external battery heat exchanger functions as a condenser, releasing heat to the outside of the vehicle.

[0015] In the 5-compartment independent cooling mode, the second, first, and sixth control valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the second control valve, the four-way valve, the first control valve, the third three-way valve, the external heat exchanger for the compartment, the expansion valve for the compartment, the internal heat exchanger for the compartment, the first three-way valve, the sixth control valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, the internal heat exchanger for the compartment acts as an evaporator, absorbing heat to cool the interior of the compartment, while the external heat exchanger for the compartment acts as a condenser, releasing heat to the outside.

[0016] 6. Dual cooling mode for battery and vehicle compartment. In this mode, the second, fifth, first, and sixth control valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the second control valve, and then splits into two paths at the four-way valve. One path flows forward through the external heat exchanger for the battery, the battery expansion valve, the internal heat exchanger for the battery, the sixth three-way valve, the fifth control valve, and the mixing device before returning to the compressor to complete the cycle. The other path flows forward through the first control valve, the third three-way valve, the external heat exchanger for the vehicle compartment, the expansion valve for the vehicle compartment, the internal heat exchanger for the vehicle compartment, the first three-way valve, the sixth control valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, both the internal heat exchanger for the battery and the internal heat exchanger for the vehicle compartment are evaporators, absorbing heat to cool the vehicle compartment and battery pack. Both the external heat exchanger for the battery and the external heat exchanger for the vehicle compartment are condensers, releasing heat to the outside of the vehicle.

[0017] 7. Battery and Vehicle Compartment Hybrid Mode: In this mode, the second, fifth, eighth, and fourth switching valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor and splits into two paths via the fifth three-way valve. One path flows forward through the second switching valve, the four-way valve, the external battery heat exchanger, the battery expansion valve, the internal battery heat exchanger, the sixth three-way valve, the fifth switching valve, and the mixing device before returning to the compressor to complete the cycle. The other path flows forward through the fourth three-way valve, the eighth switching valve, the first three-way valve, the internal vehicle heat exchanger, the internal vehicle expansion valve, the external vehicle heat exchanger, the third three-way valve, the fourth switching valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, the internal battery heat exchanger functions as an evaporator, absorbing heat to cool the battery pack, while the external battery heat exchanger functions as a condenser, releasing heat to the outside of the vehicle. Meanwhile, the in-car heat exchanger in the carriage is in condenser mode and releases heat to heat the interior of the carriage, while the out-of-car heat exchanger in the carriage is in evaporator mode to absorb heat from outside the carriage.

[0018] Furthermore, the mixing device is an injector. A first inlet is provided at the middle of the rear end of the injector, and a second inlet and a third inlet are provided radially along the rear periphery. The inner cavity of the injector is smoothly connected from back to front to a pressurizing section with a gradually decreasing diameter, a mixing section with a constant diameter, and a diffuser section with a gradually increasing diameter. The rear end of the pressurizing section is connected to the first inlet, and the second and third inlets are connected at the junction of the pressurizing section and the mixing section. An outlet is provided at the front end of the diffuser section.

[0019] In this way, the heat exchange medium entering through the first inlet passes through the pressurization section, where the water pressure and flow rate increase, generating suction. This allows for better intake of the heat exchange medium returning from the second or third inlet, and rapid, uniform mixing under high pressure. Therefore, even when both the vehicle compartment and battery require simultaneous temperature control, the returning heat exchange medium can be thoroughly and uniformly mixed under different flow rates and temperatures in their respective circuits. This prevents uneven mixing of heat exchange media at different temperatures and flow rates from affecting the compressor's performance.

[0020] Furthermore, the first, second, and third inlets of the mixing unit are each equipped with a flow regulating valve. The corresponding return flow rate can be adjusted to match the temperature control requirements of both the vehicle compartment and the battery circuit, thereby improving overall temperature control efficiency.

[0021] Furthermore, both the expansion valve for the passenger compartment and the expansion valve for the battery are electronic expansion valves.

[0022] This electronic expansion valve adjusts the liquid supply based on electrical signals. When both the passenger compartment and battery require simultaneous temperature control and both circuits operate concurrently, the flow rate of the heat exchange medium in both circuits can be adjusted to match the individual temperature requirements of the passenger compartment and battery, thus improving overall temperature control efficiency.

[0023] Furthermore, it also includes an automatic control system, which includes a cabin temperature sensor installed inside the cabin and a battery temperature sensor installed on the battery pack. The cabin temperature sensor and the battery temperature sensor are connected to a controller, which is connected to the first, second, third, fourth, fifth, sixth, and seventh switching valves. The controller is equipped with an automatic control module, which is used to compare and judge based on the detected battery temperature and cabin temperature. When the battery temperature is lower than the battery low-temperature threshold and the cabin temperature is within the cabin's comfortable temperature range, the third and seventh switching valves are opened (simultaneously activating the battery heat exchange pump), while the remaining switching valves are closed, achieving a battery-only heating mode. When the cabin temperature is lower than the cabin low-temperature threshold and the battery temperature is within the battery's comfortable temperature range, the fourth and eighth switching valves are opened, while the remaining switching valves are closed, achieving a cabin-only heating mode. When the battery temperature is lower than the battery low-temperature threshold and the cabin temperature is lower than the cabin low-temperature threshold, the third, seventh, fourth, and eighth switching valves are opened simultaneously. Simultaneously, the battery heat pump is activated, while the remaining valves remain closed, achieving a dual heating mode for both the battery and the passenger compartment. When the battery temperature exceeds the battery high-temperature threshold while the passenger compartment temperature is within the passenger compartment's comfortable temperature range, the second and fifth valves are opened (simultaneously activating the battery heat pump), and the remaining valves remain closed, achieving a battery-only cooling mode. When the passenger compartment temperature exceeds the passenger compartment high-temperature threshold while the battery temperature is within the battery's comfortable temperature range, the second, first, and sixth valves are opened simultaneously, while the remaining valves remain closed, achieving a passenger compartment-only cooling mode. When the battery temperature exceeds the battery high-temperature threshold while the passenger compartment temperature exceeds the passenger compartment high-temperature threshold, the second, fifth, first, and sixth valves are opened simultaneously (simultaneously activating the battery heat pump), while the remaining valves remain closed, achieving a dual cooling mode for both the battery and the passenger compartment. When the battery temperature exceeds the battery high-temperature threshold while the passenger compartment temperature is below the passenger compartment low-temperature threshold, the second, fifth, eighth, and fourth valves are opened simultaneously (simultaneously activating the battery heat pump), while the remaining valves remain closed, achieving a hybrid mode for both the battery and the passenger compartment.

[0024] Therefore, this achieves automatic detection and control of multiple functional modes. In implementation, the battery's low-temperature threshold and high-temperature threshold are determined by the battery's own performance parameters, and the range between them constitutes the battery's comfortable temperature range. The vehicle compartment's low-temperature threshold and high-temperature threshold are determined by the lowest and highest values ​​of the human comfort temperature range, which is also the vehicle compartment's comfortable temperature range.

[0025] Furthermore, the fourth and fifth three-way valves are flow regulating three-way valves (capable of adjusting the flow area of ​​each port) and connected to the controller, and the four-way valve is a flow regulating four-way valve (capable of adjusting the flow area of ​​each port) and connected to the controller. The automatic control module also has a flow self-regulation function. When the battery temperature is lower than the battery low-temperature threshold and the compartment temperature is lower than the compartment low-temperature threshold (dual heating mode), the ratio of their respective differences is compared, and the flow area of ​​the two outflow ports of the fourth three-way valve is adjusted proportionally according to the ratio. When the battery temperature is higher than the battery high-temperature threshold and the compartment temperature is higher than the compartment high-temperature threshold (dual cooling mode), the ratio of their respective differences is compared, and the flow area of ​​the two outflow ports of the four-way valve is adjusted proportionally according to the ratio. When the battery temperature is higher than the battery high-temperature threshold and the compartment temperature is lower than the compartment low-temperature threshold (battery and compartment mixed mode), the ratio of their respective differences is compared, and the flow area of ​​the two outflow ports of the fifth three-way valve is adjusted proportionally according to the ratio.

[0026] In this way, when the cabin and battery need to be regulated at the same time, the flow rate of the refrigerant in the circuit can be adjusted according to the cooling or heating demand of the battery and cabin, so that more refrigerant is distributed to the circuit with greater temperature regulation demand, thereby improving the overall temperature control efficiency of the vehicle.

[0027] Therefore, this solution constructs a high-efficiency, low-carbon all-weather air conditioning system for new energy vehicles through injector efficiency enhancement and multi-loop coupling, solving the core pain points of low energy efficiency and poor environmental compatibility of traditional systems. This solution has the following innovations: 1) Injector efficiency enhancement and compressor synergistic enhancement: Traditional electric vehicle heat pump systems mostly rely on single-stage compressors and PTC auxiliary heating, resulting in limited efficiency. This design innovatively integrates adjustable nozzle injectors at the compressor front end, utilizing high-pressure mainstream to induce low-pressure secondary flow, improving the reflux mixing effect and significantly increasing compressor suction pressure, reducing compression power consumption, and improving system COP. 2) Multi-loop coupled dynamic thermal management: Employing dual condensers, dual evaporators / coolers, and independent electronic expansion valve (EEV) control, it achieves complete decoupling of the vehicle compartment and battery thermal management loops and independent pressure / temperature optimization, supporting efficient and precise temperature control under complex all-weather conditions. 3) High applicability and promotional value: This solution, through multi-mode switching and wide temperature range adaptation design, accurately covers the full-scenario thermal management needs of new energy vehicles and electric aircraft. In terms of extreme climate adaptability, the R600a COP reaches 4.37 in heating mode at low temperatures (−25°C), improving range by 30-50% compared to traditional PTC systems and effectively alleviating range anxiety in winter. In high-temperature environments (45°C), the cooling mode maintains a COP of 5.20. Regarding multi-objective collaborative management, the hybrid mode supports simultaneous operation of cabin heating (condensation temperature 60°C) and battery cooling (evaporation temperature −25°C), addressing complex thermal demands such as high-load driving in winter. The system dynamically adjusts the pressure of each evaporator through independent EEV, meeting the requirements of electric vehicles for high-energy-density and high-efficiency thermal control systems, and possesses significant cross-industry application potential.

[0028] In summary, this utility model can better meet the temperature control requirements of the vehicle compartment and the battery, improve the efficiency of heat and cold utilization, and save energy and consumption. Attached Figure Description

[0029] Figure 1 This is a structural schematic diagram of a specific embodiment of the present invention.

[0030] Figure 2 for Figure 1 A schematic diagram of the heat exchange medium flow direction in battery-only heating mode, with arrows indicating the flow direction.

[0031] Figure 3 for Figure 1 A schematic diagram of the heat exchange medium flow direction in the individual heating mode of the carriage. The arrows in the diagram indicate the flow direction.

[0032] Figure 4 for Figure 1 A schematic diagram of the heat exchange medium flow direction under dual heating modes of battery and vehicle compartment. The arrows in the diagram indicate the flow direction.

[0033] Figure 5 for Figure 1 A schematic diagram of the heat exchange medium flow direction in battery-only cooling mode, with arrows indicating the flow direction.

[0034] Figure 6 for Figure 1 A schematic diagram of the heat exchange medium flow direction in the compartment's individual cooling mode, with arrows indicating the flow direction.

[0035] Figure 7 for Figure 1 A schematic diagram of the heat exchange medium flow direction in dual cooling modes of battery and vehicle compartment. The arrows in the diagram indicate the flow direction.

[0036] Figure 8 for Figure 1 A schematic diagram of the heat exchange medium flow direction in the hybrid battery and vehicle compartment mode, with arrows indicating the flow direction. Detailed Implementation

[0037] The present invention will now be described in further detail with reference to specific embodiments.

[0038] Implementation method: A battery-powered vehicle all-weather air conditioning system, see [link / reference] Figure 1-8 As shown, the system includes an external heat exchanger 1 for the passenger compartment installed on the outside of the vehicle body and an internal heat exchanger 2 for the passenger compartment installed inside the passenger compartment. A passenger compartment expansion valve 3 is connected in series at one end between the external heat exchanger 1 and the internal heat exchanger 2, and the other end is connected to a compressor 4 via a reversible adjustment circuit, forming a passenger compartment heat exchange control circuit capable of reversing control. The system also includes an external heat exchanger 5 for the battery installed on the outside of the vehicle body and an internal heat exchanger 6 for the battery installed at the battery pack location for heat exchange with the battery pack. A battery expansion valve 7 is connected in series at one end between the external heat exchanger 5 and the internal heat exchanger 6, and the other end is connected to the reversible adjustment circuit, forming a battery heat exchange control circuit capable of reversing control.

[0039] In practice, the battery in-vehicle heat exchanger 6 can be directly attached to the battery pack for heat exchange, or a second flow channel can be provided in the battery in-vehicle heat exchanger, so that the second flow channel of the battery in-vehicle heat exchanger is connected to the battery heat exchange circulation pipeline 8. The battery heat exchange circulation pipeline 8 is equipped with a battery heat exchange pump 9 and flows through the battery pack 10 to achieve heat exchange.

[0040] Thus, in this solution, a semi-independent battery heat exchange control circuit is added to the existing cabin heat exchange control circuit air conditioning system. This circuit, located on the outside of the vehicle body, can directly supply external cooling or heating energy to the battery's internal heat exchanger and release it to the battery pack, achieving heating or cooling functions. Since the battery's internal heat exchanger is directly installed at the battery pack location, and both cooling and heating are achieved directly through it, when the battery's internal heat exchanger and battery heat exchanger are used to regulate battery temperature, the battery heat pump is activated. The heat or cooling from the battery's internal heat exchanger is directly supplied to the battery pack through the external battery heat exchange circulation pipeline connected to the second flow channel, avoiding energy loss caused by long-distance secondary flow of heat or cooling during transportation. Simultaneously, the independence of the battery heat exchange control circuit ensures that the battery's internal heat exchanger's temperature regulation of the battery is not affected by the cabin heat exchanger (i.e., both can operate simultaneously for cooling and heating). Furthermore, since the battery heat exchange control circuit and the passenger compartment heat exchange control circuit are coupled through a reversible adjustment circuit, they can share a single compressor for air conditioning cooling (or heating). The compressor is a costly core component of the air conditioning system. Therefore, this method saves on equipment costs by sharing the compressor, and it also allows for the distribution of heat exchange medium flow between the battery and passenger compartment heat exchange control circuits through the reversible adjustment circuit. For example, when the weather temperature is moderate and the temperature control requirements in the passenger compartment are low, more heat exchange medium can be delivered to the battery heat exchange control circuit to better ensure the temperature control requirements of the battery.

[0041] The reversible adjustment circuit includes a first tee G1 installed on a pipe leading out of one end of the heat exchanger inside the vehicle compartment. This pipe, after passing through the first tee G1, sequentially connects to a sixth switching valve V6, a second tee G2, a fourth switching valve V4, a third tee G3, the external heat exchanger for the vehicle compartment, and a vehicle compartment expansion valve before connecting back to the other end of the heat exchanger inside the vehicle compartment. The third port of the first tee G1, through a pipe equipped with an eighth switching valve V8, sequentially connects to a fourth tee G4 and then to the third port of a fifth tee G5. The third port of the second tee G2, through a pipe, connects to the first inlet of a mixing device 11. A pipe leading out of one end of the heat exchanger inside the battery compartment sequentially connects to the sixth tee G6 and the fifth switching valve V5. The mixing device 11 is connected to its second inlet; the third port of the sixth three-way valve G6 is connected to the third port of the fourth three-way valve G4 via a pipe to a seventh switching valve V7; the outlet of the mixing device is connected forward to the compressor and then to the first port of the fifth three-way valve G5; the second port of the fifth three-way valve G5 is connected forward to a second switching valve V2 and then to the first port of a four-way valve G7; the second port of the four-way valve G7 is connected to a third switching valve V3 and then to the third inlet of the mixing device; the third port of the four-way valve G7 is connected forward to a first switching valve V1 and then to the third three-way valve G3; the fourth port of the four-way valve G7 is connected forward in sequence to the external heat exchanger for the battery and the expansion valve for the battery, and then to the other end of the internal heat exchanger for the battery.

[0042] In this way, through the above-mentioned pipeline connection structure, multiple working modes can be switched by controlling each switching valve and connecting valve, so as to better adapt to the different temperature control requirements of the carriage and battery.

[0043] 1. Battery-only heating mode: In this mode, the third and seventh switch valves are open, while the remaining switch valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the fourth three-way valve, the seventh switch valve, the sixth three-way valve, the battery-use in-vehicle heat exchanger, the battery-use expansion valve, the battery-use external heat exchanger, the four-way valve, the third switch valve, and the mixing device before flowing back to the compressor to complete the cycle. Therefore, in this mode, the battery-use in-vehicle heat exchanger functions as a condenser, releasing heat to heat the battery, while the battery-use external heat exchanger functions as an evaporator, drawing heat from outside the vehicle.

[0044] In the 2-car compartment individual heating mode, the fourth and eighth switch valves are open, while the remaining switch valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, fourth three-way valve, eighth switch valve, first three-way valve, in-car heat exchanger, in-car expansion valve, in-car external heat exchanger, third three-way valve, fourth switch valve, second three-way valve, and mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, the in-car heat exchanger functions as a condenser, releasing heat to heat the interior of the compartment, while the in-car external heat exchanger functions as an evaporator, drawing heat from outside the vehicle.

[0045] 3. Dual heating mode for battery and vehicle compartment: In this mode, the third, seventh, fourth, and eighth control valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth and fourth three-way valves, then splits into two paths. One path flows forward through the seventh control valve, the sixth three-way valve, the battery-use interior heat exchanger, the battery-use exterior heat exchanger, the four-way valve, the third control valve, and the mixing device before returning to the compressor to complete the cycle. The other path flows forward through the eighth control valve, the first three-way valve, the vehicle compartment interior heat exchanger, the vehicle compartment expansion valve, the vehicle compartment exterior heat exchanger, the third three-way valve, the fourth control valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, both the battery-use interior heat exchanger and the vehicle compartment interior heat exchanger are in condenser mode, releasing heat to simultaneously heat the battery pack and the vehicle compartment. Simultaneously, both the battery-use exterior heat exchanger and the vehicle compartment exterior heat exchanger are in evaporator mode, absorbing heat from outside the vehicle.

[0046] 4. Battery-only cooling mode: In this mode, the second and fifth switching valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the second switching valve, the four-way valve, the external battery heat exchanger, the battery expansion valve, the internal battery heat exchanger, the sixth three-way valve, the fifth switching valve, and the mixing device before flowing back to the compressor to complete the cycle. Therefore, in this mode, the internal battery heat exchanger functions as an evaporator, absorbing heat to cool the battery pack, while the external battery heat exchanger functions as a condenser, releasing heat to the outside of the vehicle.

[0047] In the 5-compartment independent cooling mode, the second, first, and sixth control valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the second control valve, the four-way valve, the first control valve, the third three-way valve, the external heat exchanger for the compartment, the expansion valve for the compartment, the internal heat exchanger for the compartment, the first three-way valve, the sixth control valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, the internal heat exchanger for the compartment acts as an evaporator, absorbing heat to cool the interior of the compartment, while the external heat exchanger for the compartment acts as a condenser, releasing heat to the outside.

[0048] 6. Dual cooling mode for battery and vehicle compartment. In this mode, the second, fifth, first, and sixth control valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor forward through the fifth three-way valve, the second control valve, and then splits into two paths at the four-way valve. One path flows forward through the external heat exchanger for the battery, the battery expansion valve, the internal heat exchanger for the battery, the sixth three-way valve, the fifth control valve, and the mixing device before returning to the compressor to complete the cycle. The other path flows forward through the first control valve, the third three-way valve, the external heat exchanger for the vehicle compartment, the expansion valve for the vehicle compartment, the internal heat exchanger for the vehicle compartment, the first three-way valve, the sixth control valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, both the internal heat exchanger for the battery and the internal heat exchanger for the vehicle compartment are evaporators, absorbing heat to cool the vehicle compartment and battery pack. Both the external heat exchanger for the battery and the external heat exchanger for the vehicle compartment are condensers, releasing heat to the outside of the vehicle.

[0049] 7. Battery and Vehicle Compartment Hybrid Mode: In this mode, the second, fifth, eighth, and fourth switching valves are open, while the remaining valves are closed. The heat exchange medium flows from the compressor and splits into two paths via the fifth three-way valve. One path flows forward through the second switching valve, the four-way valve, the external battery heat exchanger, the battery expansion valve, the internal battery heat exchanger, the sixth three-way valve, the fifth switching valve, and the mixing device before returning to the compressor to complete the cycle. The other path flows forward through the fourth three-way valve, the eighth switching valve, the first three-way valve, the internal vehicle heat exchanger, the internal vehicle expansion valve, the external vehicle heat exchanger, the third three-way valve, the fourth switching valve, the second three-way valve, and the mixing device before returning to the compressor to complete the cycle. Therefore, in this mode, the internal battery heat exchanger functions as an evaporator, absorbing heat to cool the battery pack, while the external battery heat exchanger functions as a condenser, releasing heat to the outside of the vehicle. Meanwhile, the in-car heat exchanger in the carriage is in condenser mode and releases heat to heat the interior of the carriage, while the out-of-car heat exchanger in the carriage is in evaporator mode to absorb heat from outside the carriage.

[0050] The mixing device 11 is an injector. A first inlet is provided at the middle of the rear end of the injector, and a second inlet and a third inlet are provided radially along the rear periphery. The inner cavity of the injector is smoothly connected from back to front to a pressurizing section with a gradually decreasing diameter, a mixing section with a constant diameter, and a diffuser section with a gradually increasing diameter. The rear end of the pressurizing section is connected to the first inlet, and the second and third inlets are connected at the junction of the pressurizing section and the mixing section. An outlet is provided at the front end of the diffuser section.

[0051] In this way, the heat exchange medium entering through the first inlet passes through the pressurization section, where the water pressure and flow rate increase, generating suction. This allows for better intake of the heat exchange medium returning from the second or third inlet, and rapid, uniform mixing under high pressure. Therefore, even when both the vehicle compartment and battery require simultaneous temperature control, the returning heat exchange medium can be thoroughly and uniformly mixed under different flow rates and temperatures in their respective circuits. This prevents uneven mixing of heat exchange media at different temperatures and flow rates from affecting the compressor's performance.

[0052] The system also includes an automatic control system. This system comprises a cabin temperature sensor located inside the cabin and a battery temperature sensor (not shown in the diagram) mounted on the battery pack. The cabin and battery temperature sensors are connected to a controller, which in turn is connected to the first, second, third, fourth, fifth, sixth, and seventh switching valves. The controller contains an automatic control module that compares and determines the temperature based on the detected battery and cabin temperatures. When the battery temperature is below the battery's low-temperature threshold and the cabin temperature is within the cabin's comfortable temperature range, the third and seventh switching valves are opened (simultaneously activating the battery heat pump), while the remaining valves are closed, achieving a battery-only heating mode. Similarly, when the cabin temperature is below the cabin's low-temperature threshold and the battery temperature is within the battery's comfortable temperature range, the fourth and eighth switching valves are opened, while the remaining valves are closed, achieving a cabin-only heating mode. Finally, when the battery temperature is below the battery's low-temperature threshold and the cabin temperature is below the cabin's low-temperature threshold, the third, seventh, fourth, and eighth switching valves are simultaneously activated. When the battery temperature exceeds the high-temperature threshold and the cabin temperature is within the comfortable cabin temperature range, the second and fifth valves open (simultaneously activating the battery heat pump), while the remaining valves remain closed, achieving a dual heating mode for both the battery and the cabin. When the cabin temperature exceeds the high-temperature threshold and the battery temperature is within the comfortable cabin temperature range, the second, first, and sixth valves open simultaneously, while the remaining valves remain closed, achieving a cabin-only cooling mode. When the battery temperature exceeds the high-temperature threshold and the cabin temperature exceeds the high-temperature threshold, the second, fifth, first, and sixth valves open simultaneously (simultaneously activating the battery heat pump), while the remaining valves remain closed, achieving a dual cooling mode for both the battery and the cabin. When the battery temperature exceeds the high-temperature threshold and the cabin temperature is below the low-temperature threshold, the second, fifth, eighth, and fourth valves open simultaneously (simultaneously activating the battery heat pump), while the remaining valves remain closed, achieving a hybrid mode for both the battery and the cabin.

[0053] Therefore, this achieves automatic detection and control of multiple functional modes. In implementation, the battery's low-temperature threshold and high-temperature threshold are determined by the battery's own performance parameters, and the range between them constitutes the battery's comfortable temperature range. The vehicle compartment's low-temperature threshold and high-temperature threshold are determined by the lowest and highest values ​​of the human comfort temperature range, which is also the vehicle compartment's comfortable temperature range.

[0054] In this embodiment, the fourth and fifth three-way valves are flow regulating three-way valves (capable of adjusting the flow area of ​​each port) and connected to the controller. The four-way valve is a flow regulating four-way valve (capable of adjusting the flow area of ​​each port) and connected to the controller. The automatic control module also has a flow self-regulation function. When the battery temperature is lower than the battery low-temperature threshold and the compartment temperature is lower than the compartment low-temperature threshold (dual heating mode), the ratio of their respective differences is compared, and the flow area of ​​the two outflow ports of the fourth three-way valve is adjusted proportionally according to the ratio. When the battery temperature is higher than the battery high-temperature threshold and the compartment temperature is higher than the compartment high-temperature threshold (dual cooling mode), the ratio of their respective differences is compared, and the flow area of ​​the two outflow ports of the four-way valve is adjusted proportionally according to the ratio. When the battery temperature is higher than the battery high-temperature threshold and the compartment temperature is lower than the compartment low-temperature threshold (battery and compartment mixed mode), the ratio of their respective differences is compared, and the flow area of ​​the two outflow ports of the fifth three-way valve is adjusted proportionally according to the ratio.

[0055] In this way, when the cabin and battery need to be regulated at the same time, the flow rate of the refrigerant in the circuit can be adjusted according to the cooling or heating demand of the battery and cabin, so that more refrigerant is distributed to the circuit with greater temperature regulation demand, thereby improving the overall temperature control efficiency of the vehicle.

[0056] As another possible implementation, the first, second, and third inlets of the mixing device are each equipped with a flow regulating valve. The corresponding return flow rate can be adjusted to match the temperature control requirements of both the vehicle compartment and the battery circuits, thereby improving overall temperature control efficiency.

[0057] In practice, the expansion valve for the vehicle compartment and the expansion valve for the battery can also be electronic expansion valves.

[0058] This electronic expansion valve adjusts the liquid supply based on electrical signals. When both the passenger compartment and battery require simultaneous temperature control and both circuits operate concurrently, the flow rate of the heat exchange medium in both circuits can be adjusted to match the individual temperature requirements of the passenger compartment and battery, thus improving overall temperature control efficiency.

Claims

1. A battery-powered vehicle all-weather air conditioning system, comprising an external heat exchanger for the passenger compartment installed on the outside of the vehicle body and an internal heat exchanger for the passenger compartment installed inside the passenger compartment. A passenger compartment expansion valve is connected in series at one end between the external heat exchanger and the internal heat exchanger, and the other end is connected to a compressor via a reversible regulating circuit, forming a passenger compartment heat exchange control circuit capable of reversible control. It also includes an external heat exchanger for the battery installed on the outside of the vehicle body and an internal heat exchanger for the battery installed at the battery pack location for exchanging heat with the battery pack. A battery expansion valve is connected in series at one end between the external heat exchanger and the internal heat exchanger, and the other end is connected to the reversible adjustment circuit, forming a battery heat exchange control circuit that can realize reversible control.

2. The all-weather air conditioning system for battery-powered vehicles as described in claim 1, characterized in that, The reversible adjustment circuit includes a first tee valve installed on one end of the heat exchanger inside the vehicle compartment. This outlet pipe, after passing through the first tee valve, is sequentially connected to a sixth switching valve, a second tee valve, a fourth switching valve, a third tee valve, the external heat exchanger for the vehicle compartment, and the expansion valve for the vehicle compartment, before returning to the other end of the heat exchanger inside the vehicle compartment. The third port of the first tee valve is connected sequentially to a fourth tee valve via a pipe equipped with an eighth switching valve, and then to the third port of a fifth tee valve. The third port of the second tee valve is connected via a pipe to the first inlet of a mixing device. One end of the heat exchanger inside the battery compartment is sequentially connected to a sixth tee valve and a fifth switching valve, and then connected to... The mixing device is connected to its second inlet; the third port of the sixth three-way valve is connected to the third port of the fourth three-way valve via a pipe to a seventh switching valve; the outlet of the mixing device is connected forward to the compressor and then to the first port of the fifth three-way valve; the second port of the fifth three-way valve is connected forward to a second switching valve and then to the first port of a four-way valve; the second port of the four-way valve is connected to a third switching valve and then to the third inlet of the mixing device; the third port of the four-way valve is connected forward to a first switching valve and then to the third three-way valve; the fourth port of the four-way valve is connected forward in sequence to the external heat exchanger for the battery and the expansion valve for the battery, and then to the other end of the internal heat exchanger for the battery.

3. The all-weather air conditioning system for battery-powered vehicles as described in claim 2, characterized in that, The mixing device is an injector. A first inlet is provided at the middle of the rear end of the injector, and a second inlet and a third inlet are provided radially along the rear periphery. The inner cavity of the injector is smoothly connected from back to front to a pressurizing section with a gradually decreasing diameter, a mixing section with a constant diameter, and a diffuser section with a gradually increasing diameter. The rear end of the pressurizing section is connected to the first inlet, and the second and third inlets are connected at the junction of the pressurizing section and the mixing section. An outlet is provided at the front end of the diffuser section.

4. The all-weather air conditioning system for battery-powered vehicles as described in claim 2, characterized in that, The first, second, and third inlets of the mixing unit are each equipped with a flow regulating valve.

5. The all-weather air conditioning system for battery-powered vehicles as described in claim 2, characterized in that, Both the expansion valve for the passenger compartment and the expansion valve for the battery are electronic expansion valves.

6. The all-weather air conditioning system for battery-powered vehicles as described in claim 2, characterized in that, It also includes an automatic control system, which includes a cabin temperature sensor installed inside the cabin and a battery temperature sensor installed on the battery pack. The cabin temperature sensor and the battery temperature sensor are connected to a controller, which is connected to the first, second, third, fourth, fifth, sixth, and seventh switching valves. The controller has an automatic control module, which compares and judges based on the detected battery temperature and cabin temperature. When the battery temperature is lower than the battery low-temperature threshold and the cabin temperature is within the cabin's comfortable temperature range, the third and seventh switching valves are opened, and the remaining switching valves are closed, realizing a battery-only heating mode. When the cabin temperature is lower than the cabin low-temperature threshold and the battery temperature is within the battery's comfortable temperature range, the fourth and eighth switching valves are opened, and the remaining switching valves are closed, realizing a cabin-only heating mode. When the battery temperature is lower than the battery low-temperature threshold and the cabin temperature is lower than the cabin low-temperature threshold, the third, seventh, and fourth switching valves are opened. When the battery temperature exceeds the high-temperature threshold and the cabin temperature is within the comfortable cabin temperature range, the second and fifth switching valves open simultaneously, while the remaining switching valves remain closed, achieving a dual heating mode for the battery and cabin. When the cabin temperature exceeds the high-temperature threshold and the cabin temperature is within the comfortable cabin temperature range, the second, first, and sixth switching valves open simultaneously, while the remaining switching valves remain closed, achieving a cabin-only cooling mode. When the battery temperature exceeds the high-temperature threshold and the cabin temperature exceeds the high-temperature threshold, the second, fifth, first, and sixth switching valves open simultaneously, while the remaining switching valves remain closed, achieving a dual cooling mode for the battery and cabin. When the battery temperature exceeds the high-temperature threshold and the cabin temperature is below the low-temperature threshold, the second, fifth, eighth, and fourth switching valves open simultaneously, while the remaining switching valves remain closed, achieving a hybrid mode for the battery and cabin.

7. The all-weather air conditioning system for battery-powered vehicles as described in claim 6, characterized in that, The fourth and fifth three-way valves are flow regulating three-way valves connected to the controller, and the four-way valve is a flow regulating four-way valve connected to the controller. The automatic control module also has a flow self-regulation function. When the battery temperature is lower than the battery low-temperature threshold and the compartment temperature is lower than the compartment low-temperature threshold, the module compares the ratio of their respective differences and adjusts the flow area of ​​the two outflow ports of the fourth three-way valve proportionally according to this ratio. When the battery temperature is higher than the battery high-temperature threshold and the compartment temperature is higher than the compartment high-temperature threshold, the module compares the ratio of their respective differences and adjusts the flow area of ​​the two outflow ports of the four-way valve proportionally according to this ratio. When the battery temperature is higher than the battery high-temperature threshold and the compartment temperature is lower than the compartment low-temperature threshold, the module compares the ratio of their respective differences and adjusts the flow area of ​​the two outflow ports of the fifth three-way valve proportionally according to this ratio.

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