Vehicle air conditioning system and vehicle

Abstract

The application provides a vehicle air conditioning system and a vehicle. The vehicle air conditioning system uses a fluid air conditioning subsystem with a solid-state elastic clamping mechanism. The fluid air conditioning subsystem adjusts temperature through the solid-state elastic clamping mechanism. The vehicle air conditioning system does not need to use a vehicle refrigerant, so that the vehicle air conditioning system has the characteristics of zero ODP and zero GWP, and is more green and environmentally friendly.

Description

Technical Field

[0001] This application relates to the field of automotive air conditioning technology, and more specifically, to an automotive air conditioning system and vehicle. Background Technology

[0002] Currently, common automotive air conditioning systems mainly consist of a compressor, condenser, expansion valve, evaporator, and refrigerant circulation piping, forming a closed-loop thermodynamic system. The compressor compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gas. This high-temperature, high-pressure gas then exchanges heat with the outside air in the condenser, liquefying into a medium-temperature, high-pressure liquid. The liquid refrigerant then passes through the expansion valve, where it is throttled and depressurized to form a low-temperature, low-pressure mist mixture. Finally, the low-temperature refrigerant absorbs heat from the vehicle cabin and vaporizes in the evaporator, achieving cooling.

[0003] These types of automotive air conditioning systems, which rely on evaporation for heat absorption and condensation for heat release, generally require automotive refrigerant to operate properly. However, automotive refrigerant is a gas that damages the upper ozone layer and contributes to the greenhouse effect, making it difficult to achieve a truly green and environmentally friendly solution. Utility Model Content

[0004] To address the aforementioned issues, the purpose of this application is to provide an automotive air conditioning system and a vehicle.

[0005] In a first aspect, embodiments of this application provide a vehicle air conditioning system, including: a fluid air conditioning subsystem;

[0006] The fluid air conditioning subsystem is connected to the air outlets in the vehicle's driver's cabin.

[0007] The fluid air conditioning subsystem is equipped with a solid spring clip mechanism;

[0008] The fluid air conditioning subsystem regulates temperature through a solid spring clip mechanism.

[0009] Secondly, embodiments of this application also provide a vehicle including the vehicle air conditioning system described in the first aspect above.

[0010] In the solution provided by the first aspect of the embodiments of this application, a fluid air conditioning subsystem with a solid spring clip mechanism is used in the vehicle air conditioning system. The fluid air conditioning subsystem regulates the temperature through the solid spring clip mechanism. Compared with the vehicle air conditioning systems in the related art that require vehicle refrigerant to operate normally, the vehicle air conditioning system does not need to use vehicle refrigerant, so that the vehicle air conditioning system has the characteristics of zero ozone depletion potential (ODP) and zero global warming potential (GWP), which is more green and environmentally friendly.

[0011] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 A schematic diagram of the structure of the liquid cooling module provided in the embodiment of this application is shown. Figure 1 ;

[0014] Figure 2 A schematic diagram of the structure of the liquid cooling module provided in the embodiment of this application is shown. Figure 2 ;

[0015] Figure 3 A schematic diagram of the structure of the air-cooled module provided in an embodiment of this application is shown;

[0016] Figure 4 This illustration shows the air-cooled module provided in this application embodiment dehumidifying the vehicle interior / defogging the windows. Figure 1 ;

[0017] Figure 5 This illustration shows the air-cooled module provided in this application embodiment dehumidifying the vehicle interior / defogging the windows. Figure 2 ;

[0018] Figure 6 This invention provides a schematic diagram of the structure of two parallel solid-state spring clip mechanisms.

[0019] Figure 7 This invention provides a schematic diagram of the structure of three parallel solid-state spring-loaded mechanisms.

[0020] Figure 8 This paper shows a schematic diagram of the structure of two tandem solid spring clip mechanisms provided in an embodiment of this application;

[0021] Figure 9 This diagram illustrates a series connection of the liquid cooling module and the air cooling module provided in an embodiment of this application.

[0022] Icons: 100, Solid-state ejector mechanism; 102, Drive mechanism; 104, First circulation loop; 106, Second circulation loop; 108, Air outlet; 110, Heat exchanger; 112, Radiator; 114, Fan; 200, Third circulation loop; 202, Fourth circulation loop; 204, Air outlet duct; 206, Air return duct; 208, Air return outlet. Detailed Implementation

[0023] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0024] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0025] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0026] Currently, common automotive air conditioning systems mainly consist of a compressor, condenser, expansion valve, evaporator, and refrigerant circulation piping, forming a closed-loop thermodynamic system. The compressor compresses the low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gas. This high-temperature, high-pressure gas then exchanges heat with the outside air in the condenser, liquefying into a medium-temperature, high-pressure liquid. The liquid refrigerant then passes through the expansion valve, where it is throttled and depressurized to form a low-temperature, low-pressure mist mixture. Finally, the low-temperature refrigerant absorbs heat from the vehicle cabin and vaporizes in the evaporator, achieving cooling.

[0027] These types of automotive air conditioning systems, which rely on evaporation for heat absorption and condensation for heat release, generally require automotive refrigerant to operate properly. However, automotive refrigerant is a gas that damages the upper ozone layer and contributes to the greenhouse effect, making it difficult to achieve a truly green and environmentally friendly solution.

[0028] Based on this, this application proposes an automotive air conditioning system and vehicle. By using a fluid air conditioning subsystem with a solid spring mechanism in the automotive air conditioning system, the fluid air conditioning subsystem regulates the temperature through the solid spring mechanism. The automotive air conditioning system can regulate the temperature without using automotive refrigerant, so that the automotive air conditioning system has the characteristics of zero ODP and zero GWP, which is more green and environmentally friendly.

[0029] Before introducing the vehicle air conditioning system and vehicle proposed in this application, let's first introduce the solid-state card ejection mechanism:

[0030] The core principle of refrigeration technology based on solid-state refrigerant mechanisms is as follows: by loading or unloading axial stress on the shape memory alloy within the solid-state refrigerant mechanism, a reversible phase transformation occurs between austenite and martensite, thereby releasing or absorbing latent heat to achieve heating and cooling effects. In other words, the shape memory alloy within the solid-state refrigerant mechanism is a solid refrigerant capable of absorbing and releasing heat.

[0031] Specifically, loading the solid-state ejector mechanism can be understood as applying external force to the shape memory alloy inside the solid-state ejector mechanism through the driving mechanism, causing the shape memory alloy to transform from austenite to martensite, releasing latent heat, and the temperature of the shape memory alloy itself to rise. At this time, the solid-state ejector mechanism generates heat.

[0032] Unloading the solid-state ejector mechanism can be understood as the drive mechanism unloading the external force applied to the shape memory alloy inside the solid-state ejector mechanism, causing the shape memory alloy to change from martensite back to austenite, absorbing latent heat, and the temperature of the shape memory alloy itself to drop. At this time, the solid-state ejector mechanism generates cooling.

[0033] In other words, during a work cycle, the solid-state ejector mechanism generates heat when loading and cold when unloading. A heat exchange medium is needed to remove the heat or cold from the solid-state ejector mechanism.

[0034] During the loading phase, after the shape memory alloy temperature rises, the driving fluid heat exchange medium enters the solid-state ejector mechanism, carrying the heat from the shape memory alloy out of the solid-state ejector mechanism and transporting it to the radiator to dissipate the heat, thus achieving a heating effect. During the unloading phase, after the shape memory alloy temperature drops, the driving fluid heat exchange medium enters the solid-state ejector mechanism, carrying the cold energy from the shape memory alloy out of the solid-state ejector mechanism and transporting it to the heat exchanger (i.e., the liquid-cooled air conditioning system scheme described below), or directly connecting to the air outlet and inputting it into the cockpit (i.e., the air-cooled air conditioning system scheme described below), thus achieving a cooling effect.

[0035] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and embodiments.

[0036] Example

[0037] This embodiment proposes a vehicle air conditioning system, including: a fluid air conditioning subsystem; the fluid air conditioning subsystem is connected to an air outlet 108 in the vehicle's driver's cabin; the fluid air conditioning subsystem is provided with a solid spring mechanism 100; the fluid air conditioning subsystem regulates the temperature through the solid spring mechanism 100.

[0038] Specifically, the fluid air conditioning subsystem includes: a liquid-cooled air conditioning unit and / or an air-cooled air conditioning unit.

[0039] The liquid-cooled air conditioning device includes at least one liquid-cooled module; the air-cooled air conditioning device includes at least one air-cooled module.

[0040] The liquid cooling module and / or the air cooling module are respectively connected to the air outlet 108 in the vehicle's driver's cabin.

[0041] Both the liquid cooling module and / or the air cooling module are equipped with a solid-state spring clip mechanism 100.

[0042] like Figure 1 As shown, the liquid cooling module includes: at least one solid ejector mechanism 100, a drive mechanism 102, a first circulation loop 104 and a second circulation loop 106; the solid ejector mechanism 100 is connected to the drive mechanism 102, the first circulation loop 104 and the second circulation loop 106 respectively; the first circulation loop 104 is also connected to the air outlet 108 in the vehicle's driver's cabin.

[0043] The drive mechanism 102 is used to load and unload the solid-state ejector mechanism 100.

[0044] The first circulation loop 104 and the second circulation loop 106 are both pipelines for supplying liquid flow.

[0045] Furthermore, such as Figure 2 As shown, the first circulation loop 104 includes a heat exchanger 110.

[0046] The heat exchanger 110 is connected to the solid spring mechanism 100 and is located on one side of the air outlet 108; the solid spring mechanism 100 has a flow cavity, and fluid can circulate between the flow cavity of the solid spring mechanism 100 and the heat exchanger 110 of the first circulation loop 104.

[0047] like Figure 2As shown, the second circulation loop 106 includes: a heat sink 112; the heat sink 112 is connected to the solid-state ejector mechanism 100; the flow cavity of the solid-state ejector mechanism 100 and the heat sink 112 form the second circulation loop 106; the cold energy generated when the solid-state ejector mechanism 100 is unloaded flows into the heat sink 112 through the flow cavity and is discharged through the heat sink 112.

[0048] Furthermore, the radiator 112 is provided with a heat dissipation vent.

[0049] In the liquid cooling module, the drive mechanism 102 loads the heat generated by the solid-state ejector mechanism 100, causing the fluid in the flow cavity to heat up. The heated fluid then flows into the heat exchanger 110 and delivers heat to the air outlet 108 of the vehicle's driver's cabin through the heat exchanger 110. Simultaneously, when the drive mechanism 102 unloads the solid-state ejector mechanism 100, generating cooling, the fluid in the flow cavity cools down and flows into the radiator 112, where the cooling is discharged through the heat dissipation vents. The above process describes the working principle of the liquid cooling module's heating function.

[0050] In the liquid cooling module, the drive mechanism 102 unloads the cooling energy generated by the solid-state ejector mechanism 100, cooling the fluid in the flow cavity. The cooled fluid flows into the heat exchanger 110 and, through the heat exchanger 110, delivers cooling energy to the air outlet 108 of the vehicle's driver's cabin. Simultaneously, when the drive mechanism 102 loads heat onto the solid-state ejector mechanism 100, the fluid in the flow cavity heats up and flows into the radiator 112, where the heat is dissipated through the heat dissipation vents. This process describes the working principle of the liquid cooling module.

[0051] Furthermore, the liquid cooling module also includes: fans 114 respectively installed on the radiator 112 and the heat exchanger 110; the fans 114 installed on the heat exchanger 110 blow the heat generated by the solid-state ejector mechanism 100 into the vehicle's driver's cabin; the fans 114 installed on the radiator 112 blow the cold air generated by the solid-state ejector mechanism 100 into the vehicle's driver's cabin.

[0052] In one embodiment, the liquid-cooled air conditioning unit can be used as a central air conditioning system in a vehicle in the following ways: a heat exchanger 110 can be connected to multiple air outlets 108 in the vehicle's driver's cabin, for example, a heat exchanger 110 can be connected to four air outlets 108; a heat exchanger 110 can be connected to one air outlet 108 in the vehicle's driver's cabin, for example, each of the four air outlets 108 can be connected to a heat exchanger 110; or multiple heat exchangers 110 can be connected to the same air outlet 108, for example, an air outlet 108 can be connected to two heat exchangers 110.

[0053] Specifically, such as Figure 3 As shown, in the air-cooled air conditioning device of the vehicle air conditioning system proposed in this embodiment, the air-cooled module includes: a third circulation loop 200, a fourth circulation loop 202, a fan 114, a radiator 112, at least one solid spring mechanism 100 and a drive mechanism 102.

[0054] The solid-state ejector mechanism 100 and the drive mechanism 102 are connected.

[0055] The third circulation loop 200 includes: an air outlet duct 204 and a return air duct 206; one end of the air outlet duct 204 is connected to the solid ejector mechanism 100, and the other end is connected to the air outlet 108 of the vehicle's driver's cab; one end of the return air duct 206 is connected to the return air outlet 208 of the vehicle's driver's cab, and the other end is connected to the solid ejector mechanism 100.

[0056] Within the third circulation loop 200, the fan 114 is mounted on the air outlet duct 204; the fourth circulation loop 202 is connected to the solid ejector mechanism 100, the radiator 112, and the external environment of the vehicle; within the fourth circulation loop 202, the fan 114 is connected to both the solid ejector mechanism 100 and the radiator 112; the air generated by the fan 114 blows the cold or heat generated by the solid ejector mechanism 100 to the air outlet 108 of the vehicle's driver's cabin.

[0057] The third circulation loop 200 and the fourth circulation loop 202 are both pipelines for supplying liquid flow.

[0058] Specifically, 1. The fan 114 can generate air that directly carries the cooling or heating energy of the solid-state ejector mechanism 100 (solid-gas heat exchange) into the pipeline and delivers it to the air outlet 108 of the cockpit, thus achieving rapid cooling or heating of the cockpit. 2. Alternatively, heat exchange can be performed first through liquid (solid-liquid heat exchange), carrying the heat and cooling energy out of the solid-state ejector mechanism 100, and then the fan 114 delivers the energy to the air outlet 108 of the cockpit. 3. Alternatively, heat and cooling can be carried out first through solid-solid heat exchange, carrying the heat and cooling energy out of the solid-state ejector mechanism 100, and then the fan 114 delivers the energy to the air outlet 108 of the cockpit.

[0059] To facilitate the use and replacement of the air-cooled air conditioning unit, an installation slot can be provided at the vehicle body / air outlet 108. The air-cooled air conditioning unit can be used simply by inserting it into the slot, and it is also convenient to replace the air-cooled air conditioning unit at any time.

[0060] The inclusion of a radiator 112 in the air-cooled module improves its heat exchange efficiency. For example, when the vehicle's cabin requires cooling, the fan 114 draws the cooling energy from the air-cooled module into the cabin circuit, while the heat from the solid-state ejector mechanism 100 is carried into the other circuit equipped with the radiator 112, thus achieving heat and cold separation. Specifically, if the outside temperature of the vehicle is lower than the gas temperature after passing through the radiator 112, the gas can be directly discharged to the outside to allow lower-temperature gas to enter the circuit.

[0061] In automotive air conditioning systems, air-cooled modules can be used to dehumidify the interior environment and defog the windows, such as... Figure 4 and Figure 5 As shown, the air outlet 108 of the vehicle's driver's cabin, which is connected to the air outlet 204, faces the vehicle window glass.

[0062] During the unloading phase of the solid ejector mechanism 100, the third circulation loop 200 is connected, and the cold air generated by the fan 114 is blown towards the car window glass. At the same time, the humid air inside the vehicle enters the flow cavity of the solid ejector mechanism 100 from the return air vent 208 and condenses to form condensate water. The condensate water is discharged from the drain port at the bottom of the solid ejector mechanism 100. During the loading phase of the solid ejector mechanism 100, the fourth circulation loop 202 is connected, and the air from the external environment of the vehicle is introduced into the flow cavity of the solid ejector mechanism 100. The heated air is discharged to the external environment through the fourth circulation loop 202, and the residual condensate water or moisture in the flow cavity of the solid ejector mechanism 100 is discharged, thereby achieving dehumidification and defogging of the car window glass.

[0063] The drain port can be set to be switchable, and it will only be opened when the air-cooled air conditioner is in dehumidification / demisting mode; when the air-cooled air conditioner is in other modes (such as cooling / heating mode) other than dehumidification / demisting mode, it can be in the closed state, or a one-way valve can be set at the drain port, so that liquid can leave the solid spring clip mechanism 100 from the drain port, but fluid cannot enter the solid spring clip mechanism 100 from the drain port.

[0064] Alternatively, during the loading phase of the solid-state ejector mechanism 100, the third circulation loop 200 is connected, and hot air generated by the fan 114 is blown towards the window glass to raise its temperature. During the unloading phase of the solid-state ejector mechanism 100, the fourth circulation loop 202 is connected, and humid air inside the vehicle enters the flow cavity of the solid-state ejector mechanism 100 from the return air vent 208, condensing to form condensate. The condensate can be discharged from the drain port at the bottom of the solid-state ejector mechanism 100, thereby achieving dehumidification and defogging of the window glass.

[0065] In this design, the air outlet 108 of the fourth circulation loop 202 can be located further away from the car window glass to reduce its impact on the window temperature. Additionally, the fourth circulation loop 202 can also exhaust cooling energy to the outside environment (essentially heating the window glass without dehumidifying). In winter, the solid-state spring mechanism 100 transfers heat to the interior environment while exhausting cooling energy to either the interior or exterior. This avoids the problem of excessively low interior temperatures affecting passenger comfort.

[0066] The solid-state card ejector mechanism 100 typically performs a cyclical operation of loading and unloading, followed by repeated loading and unloading. Therefore, a single solid-state card ejector mechanism 100, without a heat exchange fluid network, cannot achieve continuous cooling or heating. To achieve continuous cooling or heating, the air-cooled module includes two solid-state card ejector mechanisms 100 connected in parallel.

[0067] If one of the two solid-state ejector mechanisms 100 connected in parallel is in the loading phase, the other solid-state ejector mechanism 100 is in the unloading phase.

[0068] Both of the parallel solid-state ejector mechanisms 100 have the third circulation loop 200 and the fourth circulation loop 202.

[0069] When the cooling capacity of the first solid-state spring mechanism of the two parallel solid-state spring mechanisms 100 is input into the parallel pipeline from the third circulation loop 200, the heat capacity of the second solid-state spring mechanism is input into the fourth circulation loop 202; after switching, the heat capacity of the first solid-state spring mechanism is input into the fourth circulation loop 202, while the cooling capacity of the second solid-state spring mechanism is input into the parallel pipeline from the third circulation loop 200; thereby completing the continuous cooling operation or the continuous heating operation.

[0070] Here, the air-cooling module may include multiple solid-state card ejector mechanisms 100. When the air-cooling module includes multiple solid-state card ejector mechanisms 100 connected in parallel, the specific working process of the multiple solid-state card ejector mechanisms 100 is similar to the working process of the two solid-state card ejector mechanisms 100 connected in parallel as described above, and will not be repeated here.

[0071] Understandably, the total cooling and heating output of the air-cooled module can be adjusted by using the parallel solid-state spring mechanism 100.

[0072] Specifically, the parallel solid-state ejector mechanisms 100 can be connected to the same air vent 108 on the vehicle, or they can be connected to different air vents 108 on the vehicle, for example... Figure 6 and Figure 7As shown, the two solid ejector mechanisms 100 are connected to the air vents 108 of the vehicle's driver's compartment. They can both be connected to the air vents 108 of the front driver's seat, or one can be connected to the air vent 108 of the front driver's seat and the other to the air vent 108 of the rear passenger seat; they can both be connected to the front air vents 108, or one can be connected to the front air vent and the other to the side air vent 108.

[0073] Optionally, to achieve a combined cooling and heating effect, the liquid cooling module and the air cooling module can be connected in series. Specifically, as shown in... Figure 8 and Figure 9 As shown, the first circulation loop 104 of the liquid cooling module is connected to the air outlet pipe 204 of the third circulation loop 200 in the air cooling module.

[0074] When cooling is required, the cooling energy generated by the solid-state ejector mechanism 100 in the air-cooled module is cooled again by the heat exchanger 110 in the first circulation loop 104 of the solid-state ejector mechanism 100 in the liquid-cooled module and then sent to the air outlet 108 of the vehicle's driver's cabin.

[0075] Optionally, the air outlet 204, which is connected to the cockpit end near the air outlet 108, can pass through a liquid reservoir that stores the heat-exchanged liquid. For example, when cooling is required, the cold air blown out by one solid ejector mechanism 100 passes through at least part of the air outlet 204, which is immersed in the cold water tank of another solid ejector mechanism 100 after heat exchange, and then blown into the vehicle's air outlet 108.

[0076] Furthermore, the vehicle air conditioning system proposed in this embodiment may also include a power source for supplying power to the vehicle air conditioning system. This allows the vehicle air conditioning system to continue operating using its own power source when the vehicle's power battery is low and unable to supply power. It can be understood that the power source of the vehicle air conditioning system and the vehicle's power battery are two independent power supply systems.

[0077] In this way, when the temperature is insufficient, users can simultaneously turn on both the air-cooled air conditioning unit and the liquid-cooled air conditioning unit (which functions as a central air conditioning system) to increase the temperature or cooling. Alternatively, users can choose not to turn on the liquid-cooled air conditioning unit and only turn on the air-cooled air conditioning unit, selecting a temperature that suits their individual needs without affecting others, thus improving the user's personal experience.

[0078] This embodiment also proposes a vehicle including the aforementioned vehicle air conditioning system.

[0079] The vehicle air conditioning system proposed in this embodiment can be used not only in the driver's cabin of a vehicle, but also in components such as the vehicle's refrigerator compartment, electric motor, power battery, electronic control system, and engine.

[0080] In summary, this embodiment proposes an automotive air conditioning system and vehicle. By using a fluid air conditioning subsystem with a solid spring clip mechanism in the automotive air conditioning system, the fluid air conditioning subsystem regulates the temperature through the solid spring clip mechanism. Compared with automotive air conditioning systems in related technologies that require automotive refrigerant to operate normally, this automotive air conditioning system does not require automotive refrigerant, giving it the characteristics of zero ODP and zero GWP, making it more green and environmentally friendly.

[0081] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle air conditioning system, characterized in that, include: Fluid air conditioning subsystem; The fluid air conditioning subsystem is connected to the air outlets in the vehicle's driver's cabin. The fluid air conditioning subsystem is equipped with a solid spring clip mechanism; The fluid air conditioning subsystem regulates temperature through a solid spring clip mechanism.

2. The vehicle air conditioning system according to claim 1, characterized in that, The fluid air conditioning subsystem includes: a liquid-cooled air conditioning unit and / or an air-cooled air conditioning unit; The liquid-cooled air conditioning device includes at least one liquid-cooled module; the air-cooled air conditioning device includes at least one air-cooled module. The liquid cooling module and / or the air cooling module are respectively connected to the air outlets in the vehicle's cockpit; Both the liquid cooling module and / or the air cooling module are equipped with a solid-state spring clip mechanism.

3. The vehicle air conditioning system according to claim 2, characterized in that, The liquid cooling module includes: at least one solid-state ejector mechanism, a drive mechanism, a first circulation loop, and a second circulation loop; The solid-state ejector mechanism is connected to the drive mechanism, the first circulation loop, and the second circulation loop, respectively. The first circulation loop is also connected to the air vents inside the vehicle's cockpit.

4. The vehicle air conditioning system according to claim 3, characterized in that, The first circulation loop includes: a heat exchanger; The heat exchanger is connected to the solid spring clip mechanism and is located on one side of the air outlet; The solid-state ejector mechanism has a flow cavity, through which fluid can circulate between the flow cavity of the solid-state ejector mechanism and the heat exchanger of the first circulation loop; The heat generated by the solid spring mechanism in the drive mechanism heats up the fluid in the flow cavity. The heated fluid then flows into the heat exchanger and delivers heat to the air outlet of the car's cockpit through the heat exchanger. The cooling energy generated by the unloading of the solid-state ejector mechanism by the drive mechanism cools the fluid in the flow cavity. The cooled fluid then flows into the heat exchanger and delivers cooling energy to the air outlet of the car's cockpit through the heat exchanger.

5. The vehicle air conditioning system according to claim 4, characterized in that, The second circulation loop includes: a heat sink; The heat sink is connected to the solid-state spring mechanism; The flow cavity of the solid-state ejector mechanism and the heat sink form the second circulation loop; The cold air generated when the solid ejector mechanism is unloaded flows into the heat sink through the flow cavity and is discharged through the heat sink.

6. The vehicle air conditioning system according to claim 2, characterized in that, The air-cooled module includes: a third circulation loop, a fourth circulation loop, a fan, a heat sink, at least one solid-state ejector mechanism, and a drive mechanism; The solid-state ejector mechanism and the drive mechanism are connected; The third circulation loop includes: an air outlet duct and a return air duct; one end of the air outlet duct is connected to the solid ejector mechanism, and the other end is connected to the air outlet of the vehicle's driver's cabin; one end of the return air duct is connected to the return air outlet of the vehicle's driver's cabin, and the other end is connected to the solid ejector mechanism. Within the third circulation loop, the fan is mounted on the air outlet duct; The fourth circulation loop is connected to the solid-state ejector mechanism, the radiator, and the external environment of the vehicle, respectively. In the fourth circulation loop, the fan is connected to the solid-state spring clip mechanism and the heat sink respectively; The wind generated by the fan blows the cold or heat generated by the solid-state ejector mechanism to the air outlet of the vehicle's driver's cabin.

7. The vehicle air conditioning system according to claim 6, characterized in that, The air outlet of the vehicle's driver's cabin, which is connected to the air outlet duct, faces the vehicle window glass; During the unloading phase of the solid ejector mechanism, the third circulation loop is connected, and cold air generated by the fan is blown towards the window glass. At the same time, the humid air inside the vehicle enters the flow cavity of the solid ejector mechanism from the return air vent and condenses to form condensate water. The condensate water is discharged from the drain port at the bottom of the solid ejector mechanism. During the loading phase of the solid ejector mechanism, the fourth circulation loop is connected, and air from the external environment of the vehicle is introduced into the flow cavity of the solid ejector mechanism. The heated air is discharged to the external environment through the fourth circulation loop, and the residual condensate water or moisture in the flow cavity of the solid ejector mechanism is discharged, thereby achieving dehumidification and defogging of the window glass. or, During the loading phase of the solid ejector mechanism, the third circulation loop is connected, and hot air generated by the fan is blown onto the window glass to raise its temperature. During the unloading phase of the solid ejector mechanism, the fourth circulation loop is connected, and humid air inside the vehicle enters the flow cavity of the solid ejector mechanism from the return air vent and condenses to form condensate. The condensate can be discharged from the drain port at the bottom of the solid ejector mechanism, thus achieving dehumidification and defogging of the window glass.

8. The vehicle air conditioning system according to claim 6, characterized in that, The air-cooling module includes: two solid-state spring clip mechanisms connected in parallel; If one of the two solid-state ejector mechanisms connected in parallel is in the loading phase, the other solid-state ejector mechanism is in the unloading phase. Both of the parallel solid-state spring-loaded mechanisms have the third circulation loop and the fourth circulation loop; When the cooling capacity of the first solid-state spring-loaded mechanism of the two parallel solid-state spring-loaded mechanisms is input into the parallel pipeline from the third circulation loop, the heat capacity of the second solid-state spring-loaded mechanism is input into the fourth circulation loop; after switching, the heat capacity of the first solid-state spring-loaded mechanism is input into the fourth circulation loop, while the cooling capacity of the second solid-state spring-loaded mechanism is input into the parallel pipeline from the third circulation loop; thereby completing the continuous cooling operation or the continuous heating operation.

9. The vehicle air conditioning system according to claim 6, characterized in that, The first circulation loop of the liquid cooling module is connected to the air outlet pipe of the third circulation loop in the air cooling module; When cooling is required, the cooling energy generated by the solid-state spring mechanism in the air-cooled module is cooled again by the heat exchanger in the first circulation loop of the solid-state spring mechanism in the liquid-cooled module before being sent to the air outlet of the vehicle's driver's cabin.

10. A vehicle, characterized in that, The vehicle air conditioning system includes any one of claims 1-9 above.

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