Air conditioning system and motor vehicle

Abstract

The present application discloses an air conditioning system and an automobile equipped with the air conditioning system. A condenser (11) is built in the first heat exchange duct (10) of the air conditioning system. The first air supply end (12) thereof includes a first suction port (121) communicating with the circulating air inlet (20) inside the vehicle and a second suction port (122) communicating with the outside of the vehicle. The first exhaust end (13) communicates with the first air outlet (131) inside the vehicle and the second air outlet (132) outside the vehicle, respectively. An evaporator (31) is built in the second heat exchange duct (30). The second air supply end (32) thereof includes a third suction port (321) communicating with the circulating air inlet inside the vehicle and a fourth suction port (322) communicating with the outside of the vehicle. The second exhaust end (33) communicates with the third air outlet (331) communicating with the inside of the vehicle and the fourth air outlet (332) communicating with the outside of the vehicle, respectively. The first circulation duct (40) is used to collect the gas heat-exchanged through the first heat exchange duct and transport it to the first suction port and / or the third suction port. The second circulation duct (50) is used to collect the gas heat-exchanged through the second heat exchange duct and transport it to the first suction port and / or the third suction port. The air conditioning system can improve the rate of temperature rise or fall, shorten the time until the vehicle interior temperature reaches a comfortable temperature, and improve the user's riding experience.

Description

Technical Field

[0001] (Related Application) This application claims the priority of a Chinese patent application with the application number 202210952206.9 filed on August 9, 2022, and the entire content thereof is incorporated herein by reference.

[0002] This application relates to the field of air conditioning technology, and in particular, to an air conditioning system and an automobile using the air conditioning system.

Background Art

[0003] An automobile air conditioning system usually has three operating modes: cooling, heating, and ventilation. When driving, it is necessary to take in outside air. In cold winters, the outside environmental temperature is very low, so the temperature of the outside air sucked in by the air conditioner is also very low. As a result, the intake air temperature and intake air pressure of the compressor become too low, making it difficult for the air conditioning system to immediately enter the operating state and slowing down the heating speed. In hot summers, the outside environmental temperature is very high, so the temperature of the outside air sucked in by the air conditioner is also very high. As a result, the inlet temperature and inlet pressure of the expansion valve become too high, making it difficult for the air conditioning system to immediately enter the operating state and slowing down the cooling speed. Therefore, passengers will be in extreme cold or heat for a long time, affecting the riding comfort of the passengers.

Summary of the Invention

[0004] The main object of this application is to propose an air conditioning system that aims to increase the heating or cooling speed of the air conditioning system.

[0005] To achieve the above object, the air conditioning system proposed in this application is a first heat exchange duct with a built-in condenser, having a first air supply end and a first exhaust end, wherein the first air supply end includes a first suction port communicating with the in-vehicle circulating air inlet and a second suction port communicating with the outside of the vehicle, and the first exhaust end communicates with a first air outlet communicating with the inside of the vehicle and a second air outlet communicating with the outside of the vehicle, respectively, the first heat exchange duct A second heat exchange duct with an evaporator built therein, having a second air supply end and a second exhaust end, wherein the second air supply end includes a third suction port communicating with the circulating air inlet and a fourth suction port communicating with the outside of the vehicle, and the second exhaust end communicates with a third air outlet communicating with the inside of the vehicle and a fourth air outlet communicating with the outside of the vehicle, respectively, the second heat exchange duct, A circulation system including a first circulation duct communicating with the first heat exchange duct for recovering the gas heat-exchanged through the first heat exchange duct and circulating and transporting it to the first suction port and / or the third suction port, and / or a second circulation duct communicating with the second heat exchange duct for recovering the gas heat-exchanged through the second heat exchange duct and circulating and transporting it to the first suction port and / or the third suction port.

[0006] In one embodiment, the air conditioning system has a heating mode, and the heating mode has a first heating state. In the first heating state, the first suction port, the second suction port, the third suction port, the fourth air outlet, and the first circulation duct are all conducted, and the circulating air inlet, the first air outlet, the second air outlet, the third air outlet, the fourth suction port, and the second circulation duct are all blocked, so that outside air enters the first heat exchange duct for heat exchange, passes through the first circulation duct, and then a part of the gas enters the first suction port and continues to circulate, and the remaining part passes through the third suction port, flows into the second heat exchange duct for heat exchange, and then is discharged outside the vehicle, or The air conditioning system has a heating mode, and the heating mode has a first heating state. In the first heating state, the second suction port, the third suction port, the fourth air outlet, and the first circulation duct are all conducted, and the circulating air inlet, the first suction port, the first air outlet, the second air outlet, the third air outlet, the fourth suction port, and the second circulation duct are all blocked, so that outside air enters the first heat exchange duct for heat exchange, passes through the first circulation duct, then enters the third suction port, flows into the second heat exchange duct for heat exchange, and then is discharged outside the vehicle.

[0007] In one embodiment, the heating mode also includes a second heating state, which can be switched from the first heating state. In the second heating state, the circulating air inlet, the first suction port, the second suction port, the fourth suction port, the first blowout port, and the fourth blowout port are all conducted, and the third suction port, the second blowout port, the third blowout port, the first circulation duct, and the second circulation duct are all blocked. As a result, the gas heat-exchanged through the first heat exchange duct enters the vehicle interior and then circulates back to the first heat exchange duct together with the gas in the vehicle interior.

[0008] In one embodiment, the air conditioning system further has a cooling mode, and the cooling mode includes a first cooling state. In the first cooling state, the first suction port, the fourth suction port, the second blowout port, and the second circulation duct are all conducted, and the circulating air inlet, the second suction port, the third suction port, the first blowout port, the third blowout port, the fourth blowout port, and the first circulation duct are all blocked. As a result, the outside air enters the second circulation duct for heat exchange, flows from the second circulation duct into the first heat exchange duct for heat exchange, and then is discharged outside the vehicle.

[0009] In one embodiment, the cooling mode also includes a second cooling state, which can be switched from the first cooling state. In the second cooling state, the circulating air inlet, the first suction port, the second suction port, the third suction port, the second blowout port, and the third blowout port are all conducted, and the fourth suction port, the first blowout port, the fourth blowout port, the first circulation duct, and the second circulation duct are all blocked. As a result, the gas heat-exchanged through the second heat exchange duct enters the vehicle interior, passes through the circulating air inlet, a part of which enters the third suction port to continue circulation, and the remaining part passes through the first suction port and is heat-exchanged by the first heat exchange duct and then discharged outside the vehicle, or The cooling mode also includes a second cooling state, which can be switched from the first cooling state. In the second cooling state, the circulating air inlet, the second suction port, the third suction port, the second air outlet, and the third air outlet are all in communication, and the first suction port, the fourth suction port, the first air outlet, the fourth air outlet, the first circulation duct, and the second circulation duct are all blocked. After the gas heat-exchanged through the second heat exchange duct enters the vehicle interior, it passes through the circulating air inlet, enters the third suction port, and continues to circulate.

[0010] In one embodiment, a first control valve for controlling the communication and blocking between the third suction port and the first suction port is provided therebetween. The first control valve has a first switching position, a second switching position, and a third switching position that can be switched with each other. In the first switching position, the first suction port is opened and the third suction port is closed. In the second switching position, the third suction port is opened and the first suction port is closed. In the third switching position, both the third suction port and the first suction port are opened, and the first control valve controls the air supply rate of the third suction port and the first suction port, or A first switching valve group is provided at the third suction port and the first suction port. The first switching valve group includes a first switching valve for controlling the communication and blocking of the first suction port and a second switching valve for controlling the communication and blocking of the third suction port. The first switching valve group controls the air supply rate between the third suction port and the first suction port.

[0011] In one embodiment, the first circulation duct has a third air supply end and a third exhaust end. The third air supply end is directly connected to the first heat exchange duct and is located in front of the first air outlet and the second air outlet. The third exhaust end communicates with the first suction port and / or the third suction port, and / or The second circulation duct has a fourth air supply end and a fourth exhaust end. The fourth air supply end is directly connected to the second heat exchange duct and is located in front of the third air outlet or the fourth air outlet. The fourth exhaust end communicates with the first suction port and / or the third suction port.

[0012] In one embodiment, control switches are provided in the first circulation duct, the first air outlet, and the second air outlet. The three control switches respectively control the conduction and interruption of the first circulation duct, the first air outlet, and the second air outlet, and control the air supply volume and air supply speed of the first circulation duct, the first air outlet, and the second air outlet, and / or, Control switches are provided in the second circulation duct, the third air outlet, and the fourth air outlet. The three control switches respectively control the conduction and interruption of the second circulation duct, the third air outlet, and the fourth air outlet, and control the air supply volume and air supply speed of the second circulation duct, the third air outlet, and the fourth air outlet.

[0013] In one embodiment, the air conditioning system further includes a first branch flow path and a second branch flow path that communicate with the first exhaust end. The first branch flow path communicates with the first air outlet, the second branch flow path communicates with the second air outlet, the first circulation duct has a third air supply end and a third exhaust end, the third air supply end is connected to the second branch flow path, and the third exhaust end communicates with the first suction port and / or the third suction port, and / or, The air conditioning system further includes a third branch flow path and a fourth branch flow path that communicate with the second exhaust end. The third branch flow path communicates with the third air outlet, the fourth branch flow path communicates with the fourth air outlet, the second circulation duct has a fourth air supply end and a fourth exhaust end, the fourth air supply end is connected to the fourth branch flow path, and the fourth exhaust end communicates with the first suction port and / or the third suction port.

[0014] In one embodiment, a second switching valve group is provided in the first branch flow path and the second branch flow path. The second switching valve group includes a third switching valve provided in the first branch flow path and a fourth switching valve provided in the second branch flow path, and the second switching valve group controls the air supply rate between the first branch flow path and the second branch flow path, or, a second control valve is provided at a connection portion between the first branch flow path and the second branch flow path, the second control valve has a fourth switching position and a fifth switching position which are switched between each other, and the second control valve controls an air supply rate between the first branch flow path and the second branch flow path; In the fourth switching position, the second branch flow path is opened and the first branch flow path is blocked, and in the fifth switching position, the first branch flow path is opened and the second branch flow path is blocked.

[0015] In one embodiment, a third switching valve group is provided in the third branch flow path and the fourth branch flow path, the third switching valve group includes a fifth switching valve provided in the fourth branch flow path and a sixth switching valve provided in the third branch flow path, and the third switching valve group controls an air supply rate between the third branch flow path and the fourth branch flow path, or A third control valve is provided at the connection between the third branch flow path and the fourth branch flow path, and the third control valve has a sixth switching position and a seventh switching position which switch between each other, and the third control valve controls the air supply rate of the third branch flow path and the fourth branch flow path, and in the seventh switching position, the fourth branch flow path is connected and the third branch flow path is blocked, and in the sixth switching position, the third branch flow path is connected and the fourth branch flow path is blocked.

[0016] In one embodiment, a fourth switching valve group is provided between the third air supply port and the second branch flow path, and the fourth switching valve group includes a seventh switching valve provided in the second branch flow path and an eighth switching valve provided in the third air supply port, and the fourth switching valve group controls the air supply rate between the third air supply port and the second branch flow path, or A fourth control valve is provided at the connection between the third air supply end and the second branch flow path, and the fourth control valve has an eighth switching position and a ninth switching position which are switched between each other, and the fourth control valve controls the air supply rate between the third air supply end and the second branch flow path, and in the eighth switching position, the first circulation duct is connected and the second branch flow path is blocked, and in the ninth switching position, the second branch flow path is connected and the first circulation duct is blocked.

[0017] In one embodiment, a fifth switching valve group is provided between the fourth air supply end and the fourth branch flow path, and the fifth switching valve group includes a ninth switching valve provided in the fourth branch flow path and a tenth switching valve provided in the fourth air supply end, and the fifth switching valve group controls the air supply rate between the fourth air supply end and the fourth branch flow path, or A fifth control valve is provided at the connection between the fourth air supply end and the fourth branch flow path, and the fifth control valve has a tenth switching position and an eleventh switching position which switch between each other, and the fifth control valve controls the air supply rate between the fourth air supply end and the fourth branch flow path, and in the tenth switching position, the second circulation duct is open and the fourth branch flow path is blocked, and in the eleventh switching position, the fourth branch flow path is open and the second circulation duct is blocked.

[0018] In one embodiment, the first heat exchange duct is disposed adjacent to or spaced apart from the second heat exchange duct, the first heat exchange duct is provided with a first impeller, and the second heat exchange duct is provided with a second impeller, and the air conditioning system further includes at least one drive motor that drives and operates the first impeller and the second impeller.

[0019] The present application further proposes a motor vehicle comprising a vehicle body and an air conditioning system as described above, said air conditioning system being arranged in said vehicle body.

[0020] In the technical solution of the present application, a first heat exchange duct and a second heat exchange duct are provided. A condenser is built into the first heat exchange duct. The first heat exchange duct has a first air supply end and a first exhaust end. The first air supply end includes a first suction port communicating with the in-vehicle circulation air inlet and a second suction port communicating with the outside of the vehicle. The first exhaust end communicates with a first air outlet communicating with the inside of the vehicle and a second air outlet communicating with the outside of the vehicle, respectively. An evaporator is built into the second heat exchange duct. The second heat exchange duct has a second air supply end and a second exhaust end. The second air supply end includes a third suction port communicating with the circulation air inlet and a fourth suction port communicating with the outside of the vehicle. The second exhaust end communicates with a third air outlet communicating with the inside of the vehicle and a fourth air outlet communicating with the outside of the vehicle, respectively. By controlling the conduction and interruption of the first suction port, the second suction port, the third suction port, the fourth suction port, the first air outlet, the second air outlet, the third air outlet, the fourth air outlet, and the circulation air inlet, the normal operation of the air conditioning system in the heating mode and the cooling mode, and the mutual switching between the two modes are realized, and the normal operation of the air conditioning system is ensured.

[0021] However, during actual operation, especially in extremely cold or hot seasons, it often affects the functions of the evaporator and condenser in the air conditioning system, and the working efficiency of both decreases. As a result, it becomes difficult for the air conditioning system to quickly enter the operating state, and the cooling or heating speed slows down. This prolongs the time until the temperature inside the vehicle reaches a comfortable temperature, increases the waiting time of passengers, and affects the riding comfort of users. Therefore, a circulation system for recovering the gas passing through the first heat exchange duct or the second heat exchange duct is arranged. Immediately after the air conditioning system is started, the supply air temperature of the evaporator is increased or the supply air temperature of the condenser is decreased to promote the air conditioning system to quickly enter the operating state. The circulation system includes a first circulation duct and a second circulation duct. The first circulation duct communicates with the first heat exchange duct, recovers the gas heat-exchanged through the first heat exchange duct, and circulates and transports it to the first suction port and / or the third suction port. The second circulation duct communicates with the second heat exchange duct, recovers the gas heat-exchanged through the second heat exchange duct, and circulates and transports it to the first suction port and / or the third suction port. By controlling the conduction and cutoff of the first circulation duct and the second circulation duct respectively, and accordingly adjusting the conduction and cutoff of the first suction port, the second suction port, the third suction port, the fourth suction port, the first blowout port, the second blowout port, the third blowout port, the fourth blowout port, and the circulation air inlet, the gas heated by the condenser is recovered into the second heat exchange duct, the temperature of the gas entering the second heat exchange duct is increased, the heat exchange of the evaporator is assisted to promote the air conditioning gas to quickly enter the operating state, or the gas cooled by the evaporator is recovered into the first heat exchange duct to lower the temperature of the gas entering the first heat exchange duct, assist the heat exchange of the condenser, and promote the air conditioning gas to quickly enter the operating state. This shortens the time until the temperature inside the vehicle reaches a comfortable temperature, shortens the waiting time of passengers, and improves the riding comfort of users.

[0022] To more clearly explain the technical solutions in the embodiments of the present application or the prior art, the drawings necessary for the description of the embodiments or the prior art are briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and those skilled in the art can obtain other drawings based on the structures shown in these drawings without creative efforts.

Brief Description of the Drawings

[0023]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Modes for Carrying Out the Invention

[0024] The realization of the object, functional features and advantages of the present application will be further described with reference to the accompanying drawings.

[0025] The technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of them. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative efforts are included within the protection scope of the present application.

[0026] In addition, all direction indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present application are only used to explain the relative positional relationship and movement status between each component in a specific posture (as shown in the figure). When the specific posture changes, the corresponding direction indication also changes accordingly.

[0027] Also, in the embodiments of the present application, when there are descriptions including "first", "second", etc., the descriptions such as "first", "second", etc. are for illustrative purposes only and should not be understood as indicating relative importance, implying, or implicitly indicating the quantity of technical features. Therefore, the features limited by "first" and "second" may implicitly include at least one of the features. In addition, the meaning of "and / or" appearing throughout the text means including three parallel solutions. Taking "A and / or B" as an example, it includes solution A, or solution B, or a solution that satisfies both A and B simultaneously. Furthermore, the technical solutions of each embodiment can be combined with each other, but they must be achievable by those skilled in the art. If the combination of technical solutions is contradictory or unachievable, such a combination of technical solutions does not exist and is not included within the protection scope claimed by the present application.

[0028] The present application proposes an air conditioning system.

[0029] In an embodiment of the present application, as shown in FIGS. 1 to 9, the air conditioning system includes a first heat exchange duct 10, a second heat exchange duct 30, and a circulation system. A condenser 11 is built into the first heat exchange duct 10. The first heat exchange duct 10 has a first air supply end 12 and a first exhaust end 13. The first air supply end 12 includes a first suction port 121 communicating with the circulating air inlet 20 inside the vehicle and a second suction port 122 communicating with the outside of the vehicle. The first exhaust end 13 communicates with a first air outlet 131 communicating with the inside of the vehicle and a second air outlet 132 communicating with the outside of the vehicle, respectively. An evaporator 31 is built into the second heat exchange duct 30. The second heat exchange duct 30 has a second air supply end 32 and a second exhaust end 33. The second air supply end 32 includes a third suction port 321 communicating with the circulating air inlet 20 and a fourth suction port 322 communicating with the outside of the vehicle. The second exhaust end 33 communicates with a third air outlet 331 communicating with the inside of the vehicle and a fourth air outlet 332 communicating with the outside of the vehicle, respectively. The circulation system includes a first circulation duct 40 and a second circulation duct 50. The first circulation duct 40 communicates with the first heat exchange duct 10, recovers the gas heat-exchanged through the first heat exchange duct 10, and circulates and transports it to the first suction port 121 and / or the third suction port 321. The second circulation duct 50 communicates with the second heat exchange duct 30, recovers the gas heat-exchanged through the second heat exchange duct 30, and circulates and transports it to the first suction port 121 and / or the third suction port 321.

[0030] Specifically, the air conditioning system is applied to an automobile. A circulating air inlet 20 is provided on the vehicle body, and the circulating air inlet 20 communicates with a first suction port 121 and a third suction port 321. A condenser 11 is provided in the first heat exchange duct 10, and the condenser 11 heats the gas in the first heat exchange duct 10. Therefore, in the heating mode, the condenser 11 functions as an indoor unit. The outside air passes through the vehicle's air filtration system to form fresh air, which enters the first heat exchange duct 10 through the second suction port 122. The gas heated by the first heat exchange duct 10 enters the vehicle interior from the first air outlet 131 through the first exhaust end 13 to heat the vehicle interior. The evaporator 31 functions as an outdoor unit. The outside air passes through the vehicle's air filtration system to form fresh air, which enters the second heat exchange duct 30 through the fourth air outlet 322. The gas cooled by the second heat exchange duct 30 passes through the second exhaust end 33 and is discharged to the outside of the vehicle through the fourth air outlet 332. Thus, the flow of gas in the heating mode is completed, and the vehicle interior is heated. It should be noted that the "communication" shown in this application indicates the connection relationship between each ventilation duct and does not represent its communication state. Whether it is communicated or not is controlled by the corresponding control switch or by whether each duct is blocked. For example, when the first exhaust end 13 communicates with a first air outlet 131 communicating with the vehicle interior and a second air outlet 132 communicating with the outside of the vehicle respectively, it may communicate only with the first air outlet 131, or only with the second air outlet 132, or the first air outlet 131 and the second air outlet 132 may be communicated simultaneously. And the first exhaust end 13 described in this embodiment refers to the part of the duct from behind the position of the condenser 11 to in front of the first air outlet 131 and the second air outlet 132. The fact that the first exhaust end 13 communicates with the first air outlet 131 and the second air outlet 132 respectively means that the first exhaust end 13 directly communicates with the first air outlet 131 and the second air outlet 132, that is, at one end of the first exhaust end 13 away from the condenser 11, the first air outlet 131 and the second air outlet 132 are directly provided, or the first exhaust end 13 is indirectly connected to the first air outlet 131 and the second air outlet 132. For example, it means that the first exhaust end 13 is connected to the first air outlet 131 and the second air outlet 132 respectively through a pre-provided duct.

[0031] An evaporator 31 is provided in the second heat exchange duct 30. The evaporator 31 cools the gas in the second heat exchange duct 10. Therefore, in the cooling mode, the evaporator 31 functions as an in-vehicle unit. The outside air passes through the vehicle's air filtration system to form fresh air, which enters the second heat exchange duct 30 through the fourth suction port 322. The gas cooled by the second heat exchange duct 30 enters the vehicle interior through the second exhaust end 33 and the third air outlet 331 to cool the vehicle interior. The condenser 11 functions as an outdoor unit. The outside air passes through the vehicle's air filtration system to form fresh air, which enters the first heat exchange duct 10 through the second suction port 122. The gas heated by the second heat exchange duct 30 is discharged to the outside of the vehicle through the second air outlet 132 at the first exhaust end 13, thereby completing the gas flow in the cooling mode and cooling the vehicle interior. The second exhaust end 33 described in this embodiment refers to the portion of the duct from behind the position of the evaporator 31 to before the third air outlet 331 and the fourth air outlet 332. The fact that the second exhaust end 33 communicates with the third air outlet 331 and the fourth air outlet 332 respectively means that the second exhaust end 33 communicates directly with the third air outlet 331 and the fourth air outlet 332, that is, either the third air outlet 331 and the fourth air outlet 332 are directly provided at the second exhaust end 33, or the second exhaust end 33 is indirectly connected to the third air outlet 331 and the fourth air outlet 332. For example, it means that the second exhaust end 33 is connected to the third air outlet 331 and the fourth air outlet 332 respectively through a pre-provided duct.

[0032] When actually driving, especially in extremely cold or hot seasons, for example, in a cold winter, since the outdoor environmental temperature is very low, the temperature of the outside air sucked in by the first heat exchange duct 10 is also very low. As a result, the intake air temperature and intake air pressure of the compressor may be too low, affecting the heat exchange of the condenser 11 and making it difficult for the air conditioning system to immediately enter the operating state, resulting in a slow heating speed. In a hot summer, since the outdoor environmental temperature is very high, the temperature of the outside air sucked in by the air conditioning system is also very high. As a result, the inlet temperature and inlet pressure of the expansion valve become too high, affecting the heat exchange of the evaporator 31 and making it difficult for the air conditioning system to immediately enter the operating state, resulting in a slow cooling speed. This increases the time required for the temperature inside the vehicle to reach a comfortable temperature, lengthens the waiting time of passengers, and affects the riding comfort of users. Therefore, a circulation system for recovering the gas passing through the first heat exchange duct 10 or the second heat exchange duct 30 is arranged. Immediately after the air conditioning system is started, the intake air temperature of the evaporator 31 is raised or the intake air temperature of the condenser 11 is lowered to promote the rapid entry of the air conditioning system into the operating state.

[0033] The circulation system includes a first circulation duct 40 and a second circulation duct 50. The circulation air inlet 20 communicates with a first suction port 121 and a third suction port 321 via a connection channel, and both the third exhaust end 402 of the first circulation duct 40 and the fourth exhaust end 502 of the second circulation duct 50 communicate with this connection channel. Thereby, the gas heated by the condenser 11 is recovered into the second heat exchange duct 30, the temperature of the gas entering the second heat exchanger 30 is increased, the heat exchange of the evaporator 31 is assisted to promote the air conditioning system to quickly enter the operating state, or the gas cooled by the evaporator 31 is recovered into the first heat exchange duct 10, the temperature of the gas entering the first heat exchange duct 10 is decreased, the heat exchange of the condenser 11 is assisted, and the air conditioning system is promoted to quickly enter the operating state. By controlling the conduction and interruption of the first circulation duct 40 and the conduction and interruption of the second circulation duct 50, it adapts to the switching of different operating modes or states of the air conditioning system. And the conduction and interruption of the first suction port 121, the second suction port 122, the third suction port 321, the fourth suction port 322, the first air outlet 131, the second air outlet 132, the third air outlet 331, the fourth air outlet 332, and the circulation air inlet 20 can all be appropriately adjusted according to the switching of different operating modes or states of the air conditioning system.

[0034] In the technical solution of the present application, a first heat exchange duct 10 and a second heat exchange duct 30 are provided. A condenser 11 is built in the first heat exchange duct 10. The first heat exchange duct 10 has a first air supply end 12 and a first exhaust end 13. The first air supply end 12 includes a first suction port 121 communicating with the circulating air inlet 20 inside the vehicle and a second suction port 122 communicating with the outside of the vehicle. The first exhaust end 13 communicates with a first blowout port 131 communicating with the inside of the vehicle and a second blowout port 132 communicating with the outside of the vehicle respectively. An evaporator 31 is built in the second heat exchange duct 30. The second heat exchange duct 30 has a second air supply end 32 and a second exhaust end 33. The second air supply end 32 includes a third suction port 321 communicating with the circulating air inlet 20 and a fourth suction port 322 communicating with the outside of the vehicle. The second exhaust end 33 communicates with a third blowout port 331 communicating with the inside of the vehicle and a fourth blowout port 332 communicating with the outside of the vehicle respectively. By controlling the conduction and interruption of the first suction port 121, the second suction port 122, the third suction port 321, the fourth suction port 322, the first blowout port 131, the second blowout port 132, the third blowout port 331, the fourth blowout port 332 and the circulating air inlet 20, the normal operation of the air conditioning system in the heating mode and the cooling mode, and the mutual switching between the two modes are realized, and the normal operation of the air conditioning system is ensured.

[0035] However, during actual operation, especially in extremely cold or hot seasons, the functions of the evaporator 31 and the condenser 11 of the air conditioning system are affected, and the working efficiency of both often decreases. As a result, it becomes difficult for the air conditioning system to quickly enter the operating state, and the cooling or heating speed slows down. This lengthens the time until the temperature inside the vehicle reaches a comfortable temperature, increases the waiting time of passengers, and affects the riding comfort of users. Therefore, a circulation system for recovering the gas passing through the first heat exchange duct 10 or the second heat exchange duct 30 is arranged. Immediately after the air conditioning system is started, the intake air temperature of the evaporator 31 is increased or the intake air temperature of the condenser 11 is decreased to promote the air conditioning system to quickly enter the operating state. The circulation system includes a first circulation duct 40 and a second circulation duct 50. The first circulation duct 40 communicates with the first heat exchange duct 10, recovers the gas heat-exchanged through the first heat exchange duct 10, and circulates and transports it to the first suction port 121 and / or the third suction port 321. The second circulation duct 50 communicates with the second heat exchange duct 30, recovers the gas heat-exchanged through the second heat exchange duct 30, and circulates and transports it to the first suction port 121 and / or the third suction port 321. By controlling the conduction and cutoff of the first circulation duct 40 and the second circulation duct 50 respectively, and accordingly adjusting the conduction and cutoff of the first suction port 121, the second suction port 122, the third suction port 321, the fourth suction port 322, the first blowout port 131, the second blowout port 132, the third blowout port 331, the fourth blowout port 332, and the circulation air inlet 20, the gas heated by the condenser 11 is recovered into the second heat exchange duct 30, the temperature of the gas entering the second heat exchanger 30 is increased, the heat exchange of the evaporator 31 is assisted to promote the air conditioning gas to quickly enter the operating state, or the gas cooled by the evaporator 31 is recovered into the first heat exchange duct 10, the temperature of the gas entering the first heat exchange duct 10 is decreased, the heat exchange of the condenser 11 is assisted, and the air conditioning gas is promoted to quickly enter the operating state. Thereby, the time until the temperature inside the vehicle reaches a comfortable temperature is shortened, the waiting time of passengers is shortened, and the riding comfort of users is improved.

[0036] Referring to FIGS. 1, 5, and 9, in one embodiment, the air conditioning system has a heating mode, and the heating mode has a first heating state. In the first heating state, the first suction port 121, the second suction port 122, the third suction port 321, the fourth outlet 332, and the first circulation duct 40 are all conducted, and the circulation air inlet 20, the first outlet 131, the second outlet 132, the third outlet 331, the fourth suction port 322, and the second circulation duct 50 are all blocked. Therefore, the outside air enters the first heat exchange duct 10 for heat exchange, passes through the first circulation duct 40, a part of the gas enters the first suction port 121 and continues to circulate, and the remaining part passes through the third suction port 321, enters the second heat exchange duct 30 for heat exchange, and then is discharged outside the vehicle. Specifically, the fresh air outside the vehicle enters the first heat exchange duct 10 through the second suction port 122, is heated by the condenser 11, and then enters the first circulation duct 40 through the third air supply end 401. The third exhaust end 402 of the first circulation duct 40 communicates with both the first suction port 121 and the third suction port 321. Thereby, a part of the gas enters from the first suction port 121, mixes with the outside air from the second suction port 122 and flows into the first heat exchange duct 10, raising the inlet temperature of the outside air, thereby raising the supply air temperature of the first heat exchange duct 10, reducing heat waste, and reducing the power required for the operation of the condenser 11. The remaining part enters the second heat exchange duct 30 from the third suction port 321 for heat exchange, thereby raising the supply air temperature of the second heat exchange duct 30, enabling the evaporator 31 to recover waste heat and improve the supply air temperature and supply air pressure of the compressor, assisting the heat exchange of the evaporator 31, and helping the air conditioning system to quickly enter the operating state.

[0037] In another embodiment, the air conditioning system has a heating mode, and the heating mode has a first heating state. In the first heating state, the second air inlet 122, the third air inlet 321, the fourth air outlet 332, and the first circulation duct 40 are all open, and the circulation air inlet 20, the first air inlet 121, the first air outlet 131, the second air outlet 132, the third air outlet 331, the fourth air inlet 322, and the second circulation duct 50 are all blocked, so that the outside air enters the first heat exchange duct 10 for heat exchange, passes through the first circulation duct 40, enters the third air inlet 321, and flows into the second heat exchange duct 30 for heat exchange, and then is discharged outside the vehicle. That is, the first intake port 121 is blocked, and at this time, the third exhaust end 402 of the first circulation duct 40 is connected only to the third intake port 321, so that all the gas heated by the condenser 11 in the first heat exchange duct 10 flows into the second heat exchange duct 30 from the third intake port 321, assisting the heat exchange of the evaporator 31.

[0038] Referring to FIGS. 2 and 6, in one embodiment, there is also a second heating state in the heating mode, which can be switched from the first heating state. In the second heating state, the circulating air inlet 20, the first suction port 121, the second suction port 122, the fourth suction port 322, the first blowout port 131, and the fourth blowout port 332 are all conducted, and the third suction port 321, the second blowout port 132, the third blowout port 331, the first circulation duct 40, and the second circulation duct 50 are all blocked. Thereby, the gas heat-exchanged through the first heat exchange duct 10 enters the vehicle interior and then is circulated back to the first heat exchange duct 10 together with the gas in the vehicle interior. Specifically, after the air conditioning system operates for a certain period of time and the evaporator 31 enters the normal operating state, the circulating air inlet 20, the fourth suction port 322, and the first blowout port 131 are opened, the third suction port 321 and the second blowout port 132 are closed, the first circulation duct 40 is blocked, and the first heating state is switched to the second heating state. Thereby, fresh air outside the vehicle enters the first heat exchange duct 10 from the second suction port 122, is heated by the condenser 11, then flows into the vehicle interior from the first blowout port 131, warms the vehicle interior, and then flows into the first suction port 121 through the circulating air inlet 20 again, mixes with the outside air entering from the second suction port, and enters the first heat exchange duct 10, raising the inlet temperature of the outside air, thereby raising the supply air temperature of the first heat exchange duct 10, reducing heat waste, and reducing the power required for the operation of the condenser 11. Further, fresh air outside the vehicle enters the second heat exchange duct 30 from the fourth suction port 322, the evaporator 31 operates normally, and the gas after heat exchange is discharged from the fourth blowout port 332.

[0039] Referring to FIGS. 3 and 7, in one embodiment, the air conditioning system further has a cooling mode. In the cooling mode, there is a first cooling state. In the first cooling state, the first suction port 121, the fourth suction port 322, the second air outlet 132, and the second circulation duct 50 are all conducted, and the circulation air inlet 20, the second suction port 122, the third suction port 321, the first air outlet 131, the third air outlet 331, the fourth air outlet 332, and the first circulation duct 40 are all blocked. Thereby, the outside air enters the second circulation duct 30 for heat exchange, flows from the second circulation duct 50 into the first heat exchange duct 10 for heat exchange, and then is discharged outside the vehicle. Specifically, fresh air outside the vehicle enters the second heat exchange duct 30 through the fourth suction port 322, is cooled by the evaporator 31, then enters the second circulation duct 50 through the fourth air supply end 501. Since the second circulation duct 50 communicates with the first suction port 121, the gas enters the first heat exchange duct 10 from the first suction port 121, lowers the air supply temperature of the first heat exchange duct 10, thereby lowering the inlet temperature and inlet pressure of the expansion valve, assisting the heat exchange of the condenser 11, and contributing to the air conditioning system quickly entering the operating state.

[0040] Referring to FIGS. 4 and 8, in one embodiment, in the cooling mode, there is also a second cooling state, and it is possible to switch from the first cooling state to the second cooling state. In the second cooling state, the circulating air inlet 20, the first suction port 121, the second suction port 122, the third suction port 321, the second air outlet 132, and the third air outlet 331 are all conducted, and the fourth suction port 322, the first air outlet 131, the fourth air outlet 332, the first circulation duct 40, and the second circulation duct 50 are all blocked. Thereby, after the gas heat-exchanged through the second heat exchange duct 30 enters the vehicle interior, it passes through the circulating air inlet 20, a part of it enters the third suction port 321 to continue circulation, and the remaining part passes through the first suction port 121 and is heat-exchanged by the first heat exchange duct 10 and then discharged outside the vehicle. Specifically, after the air conditioning system operates for a certain period of time and both the evaporator 31 and the condenser 11 enter the normal operating state, the circulating air inlet 20, the first suction port 121, the second suction port 122, the third suction port 321, the second air outlet 132, and the third air outlet 331 are opened, the fourth suction port 322, the first air outlet 131, and the fourth air outlet 332 are closed, the first circulation duct and the second circulation duct 50 are blocked, and the switch is made from the first cooling state to the second cooling state. Thereby, the gas cooled by the evaporator 31 enters the vehicle interior from the third air outlet 331, cools the vehicle interior, and then a part of it flows from the circulating air inlet 20 into the third suction port 321 again, enters the second heat exchange duct 30, reduces the operating temperature of the outside air, thereby reducing the supply air temperature of the second heat exchange duct 30, reducing energy waste, and reducing the power required for the operation of the evaporator 31. The remaining part of the gas flows from the circulating air inlet 20 into the first suction port 121 and enters the first heat exchange duct 10, thereby entering the first heat exchange duct 10 together with the outside air from the second suction port 122, reducing the temperature of the gas entering the first heat exchange duct 10, maintaining the condenser 11 for high energy utilization efficiency, thereby reducing the power loss of the air conditioning system, and then being discharged outside the vehicle from the second air outlet 132.

[0041] In another embodiment, in the cooling mode, there is also a second cooling state, which can be switched from the first cooling state. In the second cooling state, the circulating air inlet 20, the second suction port 122, the third suction port 321, the second air outlet 132, and the third air outlet 331 are all conducted, and the first suction port 121, the fourth suction port 322, the first air outlet 131, the fourth air outlet 332, the first circulation duct 40, and the second circulation duct 50 are all blocked. Thereby, the gas heat-exchanged through the second heat exchange duct 30 flows into the vehicle interior, enters the third suction port 321 after passing through the circulating air inlet 20, and continues to circulate. That is, the first suction port 121 is blocked. At this time, the fourth exhaust end 502 of the second circulation duct 50 communicates only with the third suction port 321. Thereby, all the gas cooled by the evaporator 31 flows into the second heat exchange duct 30 from the third suction port 321, assisting the heat exchange of the evaporator 31.

[0042] Referring to FIGS. 2 and 6, in one embodiment, a first control valve 60 for controlling the conduction and interruption between the third suction port 321 and the first suction port 121 is provided therebetween. The first control valve 60 has a first switching position 601, a second switching position 602, and a third switching position 603 that can be switched with each other. In the first switching position 601, the first suction port 121 is opened, the third suction port 321 is closed. In the second switching position 602, the third suction port 321 is opened, the first suction port 121 is closed. In the third switching position 603, both the third suction port 321 and the first suction port 121 are opened, and the first control valve 60 controls the air supply rate of the third suction port 321 and the first suction port 121.

[0043] Specifically, the first control valve 60 controls the mutual switching between the first switching position 601, the second switching position 602, and the third switching position 603, thereby controlling the conduction and interruption of the first suction port 121 and the third suction port 321. As a result, the communication and interruption between the first circulation duct 40 and the second circulation duct 50, and the first suction port 121 and / or the third suction port 321 are controlled, thereby realizing the switching between different states and / or different modes of the air conditioning system. And since the first control valve 60 is a stepless control valve, that is, since the first switching valve 60 is rotatable at any position between the first switching position 601, the second switching position 602, and the third switching position 603, the first control valve 60 can also further control the air supply rate between the third suction port 321 and the first suction port 121, control the gas recovery amounts of the second heat exchange duct 30 and the first heat exchange duct 10, and thereby control the temperature of the gas in the second heat exchange duct 30 and the first heat exchange duct 10. The first control valve 60 controls the diameters of the first suction port 121 and the third suction port 321 by adjusting the deflection angles thereof with respect to the first suction port 121 and the third suction port 321, thereby controlling the air supply rate between the third suction port 321 and the first air supply port 121. Compared with the case of controlling the conduction and interruption of the first suction port 121 and the third suction port 321 using a plurality of control valves, this solution is easier to install and operate.

[0044] Referring to FIGS. 1, 3-5, 7-9, in another embodiment, a first switching valve group 61 is provided between the third suction port 321 and the first suction port 121. The first switching valve group 61 includes a first switching valve 611 for controlling the conduction and interruption of the first suction port 121, and a second switching valve 612 for controlling the conduction and interruption of the third suction port 321. The first switching valve group 61 controls the air supply rate between the third suction port 321 and the first suction port 121. Specifically, since both the first switching valve 611 and the second switching valve 612 are stepless control valves, by adjusting the inclination angles of the first switching valve 611 and the second switching valve 612, the diameters of the first suction port 121 and the second suction port are controlled, and the air supply rates of the first suction port 121 and the third suction port 321 are controlled. Compared with the means of controlling the air supply rates of the first suction port 121 and the third suction port simultaneously with one control valve, this solution can control the air supply rates of the first suction port 121 and the third suction port 321 more accurately.

[0045] Referring to FIG. 9, in one embodiment, the first circulation duct 40 has a third air supply end 401 and a third exhaust end 402. The third air supply end 401 is directly connected to the first heat exchange duct 10 and is located in front of the first air outlet 131 and the second air outlet 132. The third exhaust end 402 communicates with the first suction port 121 and / or the third suction port 321. Specifically, the third air supply end 401 of the first circulation duct 40 is directly connected to the first heat exchange duct 10 and is located in front of the first air outlet 131 and the second air outlet 132. That is, the third air supply end 401 is connected to the duct portion behind the position of the condenser 11 in the first heat exchange duct 10. When the first exhaust end 13 is directly connected to the first air outlet 131 and the second air outlet 132, the third air supply end 401 is connected behind the condenser 11 and in front of the first air outlet 131 and the second air outlet 132. When the first exhaust end 13 is indirectly connected between the first air outlet 131 and the first air outlet 132, the third air supply end 401 is connected in front of the duct that communicates the condenser 11 with the first exhaust end 13 and the first air outlet 131, and the duct that communicates the first exhaust end 13 with the second air outlet 132. In the first heating state, the gas heat-exchanged through the first heat exchange duct 10 directly flows into the first circulation duct 40, thereby shortening the air flow path and further reducing heat loss.

[0046] In one embodiment, a first control switch 62 is provided in each of the first circulation duct 40, the first air outlet 131, and the second air outlet 132. The three first control switches 62 control the first circulation duct 40, the first air outlet 131, and the second air outlet 132 respectively, and control the air supply amount and air supply speed of the first circulation duct 40, the first air outlet 131, and the second air outlet 132 respectively. That is, when the third exhaust end 401 of the first circulation duct 40 is directly connected to the first heat exchange duct 10 and is located in front of the first air outlet 131 and the second air outlet 132, a first control switch 62 is provided in each of the first circulation duct 40, the first air outlet 131, and the second air outlet 132. The three first control switches 62 control their conduction and cutoff respectively to determine the gas flow direction. Further, the first control switch 62 is also a stepless control valve, which adjusts the air supply amount and air supply speed of the first circulation duct 40, the first air outlet 131, and the second air outlet 132.

[0047] When the third air supply end 401 of the first circulation duct 40 is directly connected to the first heat exchange duct 10 and is located in front of the first air outlet 131 and the second air outlet 132, in another embodiment, the second circulation duct 50 has a fourth air supply end 501 and a fourth exhaust end 502. The fourth air supply end 501 is directly connected to the second heat exchange duct 30 and is located in front of the third air outlet 331 and the fourth air outlet 332. The fourth exhaust end 502 communicates with the first suction port 121 and / or the third suction port 321. Specifically, the fourth air supply end 501 of the second circulation duct 50 is directly connected to the second heat exchange duct 30 and is located in front of the third air outlet 331 and the fourth air outlet 332. That is, the fourth air supply end 501 is connected to the duct portion behind the evaporator 31 in the second heat exchange duct 30. When the second exhaust end 33 is directly connected to the third air outlet 331 and the fourth air outlet 332, the fourth air supply end 501 is connected behind the evaporator 31 and in front of the first air outlet 131 and the second air outlet 132. When the second exhaust end 33 is indirectly connected between the third air outlet 331 and the fourth air outlet 332, the fourth air supply end 501 is connected behind the evaporator 31 and in front of the duct communicating the second exhaust end 33 with the third air outlet 331 and the duct communicating the second exhaust end 33 with the fourth air outlet 332. In the first cooling state, the gas heat-exchanged through the second heat exchange duct 30 directly flows into the second circulation duct 50, thereby shortening the air flow path and further reducing the energy loss.

[0048] In one embodiment, a second control switch 621 is provided in each of the second circulation duct 50, the third air outlet 331, and the fourth air outlet 332. The three second control switches 621 control the conduction and interruption of the second circulation duct 50, the third air outlet 331, and the fourth air outlet 332 respectively, and control the air supply amount and air supply speed of the second circulation duct 50, the third air outlet 331, and the fourth air outlet 332 respectively. That is, when the fourth air supply end 501 of the second circulation duct 50 is directly connected to the second heat exchange duct 30 and is located in front of the third air outlet 331 and the fourth air outlet 332, a second control switch 621 is provided in each of the second circulation duct 50, the third air outlet 331, and the fourth air outlet 332. The three second control switches 621 control their conduction and interruption respectively to determine the flow direction of the gas. Further, the second control switch 621 is also a stepless control valve, which adjusts the air supply amount and air supply speed of the second circulation duct 50, the third air outlet 331, and the fourth air outlet 332.

[0049] Referring to FIGS. 1 to 8, in one embodiment, the air conditioning system further includes a first branch flow path 133 and a second branch flow path 134 communicating with the first exhaust end 13. The first branch flow path 133 communicates with the first air outlet 131, the second branch flow path 134 communicates with the second air outlet 132, the first circulation duct 40 has a third air supply end 401 and a third exhaust end 402, the third air supply end 401 is connected to the second branch flow path 134, and the third exhaust end 402 communicates with the first suction port 121 and / or the third suction port 321. Specifically, the air conditioning system further includes a first branch flow path 133 and a second branch flow path 134 communicating with the first exhaust end 13. Both the first branch flow path 133 and the second branch flow path 134 are connected to the first exhaust end 13. That is, the air flow path branches at the first exhaust end 13 to form the first branch flow path 133 and the second branch flow path 134. The first air outlet 131 is provided in the first branch flow path 133, the second air outlet 132 is provided in the second branch flow path 134, and the third air supply end 401 is connected to the second branch flow path 134. That is, the third air supply end 401 is connected behind the first exhaust end 13. After the gas is heat-exchanged through the first heat exchange duct 10, it passes through the first exhaust end 13, flows into the second branch flow path 134, and then enters the first circulation duct 40 from the third air supply end 401 for circulation.

[0050] In another embodiment, the air conditioning system further includes a third branch flow path 333 and a fourth branch flow path 334 that communicate with the second exhaust end 33. The third branch flow path 333 communicates with the third air outlet 331, the fourth branch flow path 334 communicates with the fourth air outlet 332, the second circulation duct 50 has a fourth air supply end 501 and a fourth exhaust end 502, the fourth air supply end 501 is connected to the fourth branch flow path 334, and the fourth exhaust end 502 communicates with the first suction port 121 and / or the third suction port 321. Specifically, the air conditioning system further includes a third branch flow path 333 and a fourth branch flow path 334 that communicate with the second exhaust end 33. Both the third branch flow path 333 and the fourth branch flow path 334 communicate with the second exhaust end 33. That is, the air flow path branches at the second exhaust end 33 to form the third branch flow path 333 and the fourth branch flow path 334. The third air outlet 331 is provided in the third branch flow path 333, the fourth air outlet 332 is provided in the fourth branch flow path 334, and the fourth air supply end 501 is connected to the fourth branch flow path 334. That is, the fourth air supply end 501 is connected behind the second exhaust end 33. After the gas that has been heat-exchanged through the second heat exchange duct 30 passes through the second exhaust end 33, flows into the fourth branch flow path 334, and then enters the second circulation duct 50 from the fourth air supply end 501 for circulation.

[0051] Referring to FIGS. 5 to 8, in one embodiment, a second switching valve group 14 is provided in the first branch flow path 133 and the second branch flow path 134. The second switching valve group 14 includes a third switching valve 141 provided in the first branch flow path 133 and a fourth switching valve 142 provided in the second branch flow path 134, and the second switching valve group 14 controls the air supply rates of the first branch flow path 133 and the second branch flow path 134. Specifically, the first branch flow path 133 is controlled via the third switching valve 141, and the second branch flow path 134 is controlled via the fourth switching valve 142 to control the flow direction of the gas. Since both the third switching valve 141 and the fourth switching valve 142 are stepless control valves, by adjusting the inclination angles of the third switching valve 141 and the fourth switching valve 142, the opening sizes of the first branch flow path 133 and the second branch flow path 134 are controlled, the air supply rates of the first branch flow path 133 and the second branch flow path 134 are controlled, and compared with the means of controlling the air supply rates of the first branch flow path 133 and the second branch flow path 134 simultaneously with one control valve, this solution means can control the air supply rates of the first branch flow path 133 and the second branch flow path 134 more accurately.

[0052] In another embodiment, referring to FIGS. 1 to 4, a second control valve 15 is provided at the connection portion between the first branch flow path 133 and the second branch flow path. The second control valve has a fourth switching position 151 and a fifth switching position 152 that can be switched with each other, and the second control valve 15 controls the air supply rates of the first branch flow path 133 and the second branch flow path 134. At the fourth switching position 151, the second branch flow path 134 is conducted, and the first branch flow path 133 is blocked. At the fifth switching position 152, the first branch flow path 133 is conducted, and the second branch flow path 134 is blocked.

[0053] Specifically, the second control valve 15 controls the mutual switching between the fourth switching position 151 and the fifth switching position 152, thereby controlling the conduction and interruption between the first branch flow path 133 and the second branch flow path 134, and controlling the flow direction of the gas. And since the second control valve 15 is a stepless control valve, the second control valve 15 can rotate at an arbitrary position between the fourth switching position 151 and the fifth switching position 152. Both the fourth switching position 151 and the fifth switching position 152 in this solution means are positions of the second control valve 15 in the limit state. Therefore, the second control valve 15 can also control the air supply rate of the first branch flow path 133 and the second branch flow path 134. The second control valve 15 can control the opening sizes of the first branch flow path 133 and the second branch flow path 134 by adjusting the deflection angles thereof with respect to the first branch flow path 133 and the second branch flow path 134, and thereby control the air supply rate of the first branch flow path 133 and the second branch flow path 134. Compared with the means of controlling the conduction and interruption of the first branch flow path 133 and the second branch flow path 134 by a plurality of control valves, this solution means is easier to install and operate.

[0054] Referring to FIGS. 5 to 8, in one embodiment, a third switching valve group 34 is provided in the third branch flow path 333 and the fourth branch flow path 334. The third switching valve group 34 includes a fifth switching valve 341 provided in the fourth branch flow path 334 and a sixth switching valve 342 provided in the third branch flow path 333, and the third switching valve group 34 controls the air supply rate between the third branch flow path 333 and the fourth branch flow path 334. Specifically, the flow direction of the gas is controlled by controlling the third branch flow path 333 via the sixth switching valve 342 and controlling the fourth branch flow path 334 via the fifth switching valve 341. Since both the fifth switching valve 341 and the sixth switching valve 342 are stepless control valves, by adjusting the inclination angles of the fifth switching valve 341 and the sixth switching valve 342, the opening sizes of the fourth branch flow path 334 and the third branch flow path 333 are controlled, and the air supply rates of the fourth branch flow path 334 and the third branch flow path 333 are controlled. Compared with the means of simultaneously controlling the air supply rates of the third branch flow path 333 and the fourth branch flow path 334 with one control valve, this solution means can control the air supply rates of the third branch flow path 333 and the fourth branch flow path 334 more accurately.

[0055] In another embodiment, referring to Figures 1 to 4, a third control valve 35 is provided at the connection between the third branch flow path 333 and the fourth branch flow path 334, and the third control valve 35 has a sixth switching position 351 and a seventh switching position 352 that can be switched between each other, and the third control valve 35 controls the air supply rate of the third branch flow path 333 and the fourth branch flow path 334. In the seventh switching position 352, the fourth branch flow path 334 is connected and the third branch flow path 333 is blocked, and in the sixth switching position 351, the third branch flow path 333 is connected and the fourth branch flow path 334 is blocked.

[0056] Specifically, the third control valve 35 controls the conduction or blocking between the third branch flow passage 333 and the fourth branch flow passage 334 by controlling the mutual switching between the sixth switching position 351 and the seventh switching position 352, thereby controlling the flow direction of the gas. Since the third control valve 35 is a stepless control valve, the third control valve 35 can be rotated at any position between the sixth switching position 351 and the seventh switching position 352. Both the sixth switching position 351 and the seventh switching position 352 of this solution are positions of the third control valve 35 in a limit state. Therefore, the third control valve 35 can also control the air supply rate of the third branch flow passage 333 and the fourth branch flow passage 334. The third control valve 35 can control the opening size of the third branch flow passage 333 and the fourth branch flow passage 334 by adjusting the deflection angle with respect to the third branch flow passage 333 and the fourth branch flow passage 334, thereby controlling the air supply rate of the third branch flow passage 333 and the fourth branch flow passage 334. Compared with a means for controlling the passage and blocking of the third branch flow passage 333 and the fourth branch flow passage 334 by a plurality of control valves, this solution is easier to install and operate.

[0057] Referring to FIGS. 5 to 8, in one embodiment, a fourth switching valve group 41 is provided in the third air supply end 401 and the second branch flow path 134. The fourth switching valve group 41 includes a seventh switching valve 411 provided in the second branch flow path 134 and an eighth switching valve 412 provided in the third air supply end 401, and the fourth switching valve group 41 controls the air supply rate between the third air supply end 401 and the second branch flow path 134. Specifically, the second branch flow path 134 is controlled via the seventh switching valve 411, that is, the conduction and interruption of the second air outlet 132 are controlled. The eighth switching valve 412 controls the third air supply end 401, that is, the first circulation duct 40, thereby controlling the gas flow direction and facilitating the mutual switching between different modes and / or states of the air conditioning system. Since both the seventh switching valve 411 and the eighth switching valve 412 are stepless control valves, by adjusting the inclination angles of the seventh switching valve 411 and the eighth switching valve 412, the opening sizes of the second branch flow path 134 (the second air outlet 132) and the third air supply end 401 (the first circulation duct 40) are controlled, and the air supply rates between the second branch flow path 134 (the second air outlet 132) and the third air supply end 401 (the first circulation duct 40) are controlled. Compared with the means of controlling the air supply rates of the second branch flow path 134 (the second air outlet 132) and the third air supply end 401 (the first circulation duct 40) simultaneously with one control valve, this solution can control the air supply rates of the second branch flow path 134 (the second air outlet 132) and the third air supply end 401 (the first circulation duct 40) more accurately.

[0058] In another embodiment, referring to FIGS. 1 to 4, a fourth control valve 42 is provided at the connection between the third air supply end 401 and the second branch flow path 134. The fourth control valve 42 has an eighth switching position 421 and a ninth switching position 422 that can be switched with each other, and the fourth control valve 42 controls the air supply rate between the third air supply end 401 and the second branch flow path 134. At the eighth switching position 421, the first circulation duct 40 is conducted and the second branch flow path 134 is blocked. At the ninth switching position 422, the second branch flow path 134 is conducted and the first circulation duct 40 is blocked.

[0059] Specifically, the fourth control valve 42 controls the mutual switching between the eighth switching position 421 and the ninth switching position 422 to control the conduction and interruption between the first circulation duct 40 and the second branch flow path 134, and control the flow direction of the gas. Since the fourth control valve 42 is a stepless control valve, the fourth control valve 42 is rotatable at any position between the eighth switching position 421 and the ninth switching position 422. Both the eighth switching position 421 and the ninth switching position 422 of this solution means are the positions of the fourth control valve 42 in the limit state. Therefore, the fourth control valve 42 can further control the air supply rate of the first circulation duct 40 (the third air supply end 401) and the second branch flow path 134 (the second air outlet 132). The fourth control valve 42 adjusts the deflection angle with respect to the first circulation duct 40 and the second branch flow path 134 to control the opening sizes of the first circulation duct 40 (the third air supply end 401) and the second branch flow path 134 (the second air outlet 132), and further controls the air supply rates of the first circulation duct 40 (the third air supply end 401) and the second branch flow path 134 (the second air outlet 132). Compared with the means of controlling the conduction and interruption of the first circulation duct 40 (the third air supply end 401) and the second branch flow path 134 (the second air outlet 132) by a plurality of control valves, this solution means is easier to install and operate.

[0060] Referring to FIGS. 5 to 8, in one embodiment, a fifth switching valve group 51 is provided at the fourth air supply end 501 and the fourth branch flow path 334. The fifth switching valve group 51 includes a ninth switching valve 511 provided in the fourth branch flow path 334 and a tenth switching valve 512 provided at the fourth air supply end 501, and the fifth switching valve group 51 controls the air supply rate between the fourth air supply end 501 and the fourth branch flow path 334. Specifically, the fourth branch flow path 334 is controlled via the ninth switching valve 511, that is, the conduction and interruption of the fourth air outlet 332 are controlled. The tenth switching valve 512 controls the third air supply end 401, that is, the second circulation duct 50, thereby controlling the flow direction of the gas and facilitating the mutual switching between different modes and / or states of the air conditioning system. Since both the ninth switching valve 511 and the tenth switching valve 512 are stepless control valves, by adjusting the inclination angles of the ninth switching valve 511 and the tenth switching valve 512, the opening sizes of the fourth branch flow path 334 (the fourth air outlet 332) and the fourth air supply end 501 (the second circulation duct 50) are controlled, and the air supply rate between the fourth branch flow path 334 (the fourth air outlet 332) and the fourth air supply end 501 (the second circulation duct 50) is controlled. Compared with the means of simultaneously controlling the air supply rates of the fourth branch flow path 334 (the fourth air outlet 332) and the fourth air supply end 501 (the second circulation duct 50) with one control valve, this solution can more accurately control the air supply rates of the fourth branch flow path 334 (the fourth air outlet 332) and the fourth air supply end 501 (the second circulation duct 50).

[0061] In another embodiment, referring to FIGS. 1 to 4, a fifth control valve 52 is provided at the connection portion between the fourth air supply end 501 and the fourth branch flow path 334. The fifth control valve 52 has a tenth switching position 521 and an eleventh switching position 522 that can be switched with each other, and the fifth control valve 52 controls the air supply rate between the fourth air supply end 501 and the fourth branch flow path 334.

[0062] At the tenth switching position 521, the second circulation duct 50 is conducted and the fourth branch flow path 334 is blocked. At the eleventh switching position 522, the fourth branch flow path 334 is conducted and the second circulation duct 50 is blocked.

[0063] Specifically, the fifth control valve 52 controls the mutual switching between the tenth switching position 521 and the eleventh switching position 522 to control the conduction and interruption between the second circulation duct 50 and the fourth branch flow path 334, and to control the flow direction of the gas. Since the fifth control valve 52 is a stepless control valve, the fifth control valve 52 can rotate at any position between the tenth switching position 521 and the eleventh switching position 522. Both the tenth switching position 521 and the eleventh switching position 522 of this solution means are positions of the fifth control valve 52 in a limit state. Therefore, the fifth control valve 52 can also control the air supply rate of the second circulation duct 50 (the fourth air supply end 501) and the fourth branch flow path 334 (the fourth air outlet 332). By controlling the deflection angle of the fifth control valve 52 with respect to the second circulation duct 50 and the fourth branch flow path 334, the fifth control valve 52 controls the opening size of the second circulation duct 50 (the fourth air supply end 501) and the fourth branch flow path 334 (the fourth air outlet 332), and further controls the air supply rate of the second circulation duct 50 (the fourth air supply end 501) and the fourth branch flow path 334 (the fourth air outlet 332). Compared with the means of controlling the conduction and interruption of the second circulation duct 50 (the fourth air supply end 501) and the fourth branch flow path 334 (the fourth air outlet 332) by a plurality of control valves, this solution means is easier to install and operate.

[0064] In order to further reduce the power loss of the air conditioning system, in one embodiment, the first heat exchange duct 10 is arranged adjacent to or spaced apart from the second heat exchange duct 30. The first heat exchange duct 10 is provided with a first impeller 16, and the second heat exchange duct 30 is provided with a second impeller 36. The air conditioning system further includes at least one drive motor, and the drive motor drives the first impeller 16 and the second impeller 36 to operate. Specifically, the air conditioning system further includes at least one drive motor, that is, one drive motor may be provided inside the air conditioning system, or two drive motors may be provided.

[0065] In one embodiment, a drive motor is provided inside the air conditioning system. Since the first heat exchange duct 10 and the second heat exchange duct 30 are arranged adjacent to or spaced apart from each other, the distance between the first heat exchange duct 10 and the second heat exchange duct 30 is relatively close, and the flow directions of the gases in the first heat exchange duct 10 and the second heat exchange duct 30 are the same. In order to promote the flow of the gases in the first heat exchange duct 10 and the second heat exchange duct 30, a first impeller 16 is provided in the first heat exchange duct 10, and a second impeller 36 is provided in the second heat exchange duct 30. The same drive motor is used to drive the first impeller 16 and the second impeller 36 to operate simultaneously. Thereby, the consumption of one drive motor is saved, the installation process is reduced, and the power loss of the entire air conditioning system is reduced.

[0066] In another embodiment, two drive motors are provided inside the air conditioning system. These two drive motors are respectively assumed to be a first drive motor and a second drive motor. The first drive motor rotates the first impeller 16, and the second drive motor rotationally drives the second impeller 36. That is, the two drive motors respectively rotationally drive the first impeller 16 and the second impeller 36, whereby the first impeller 16 and the second impeller 36 operate independently.

[0067] The present application further proposes an automobile, which includes a vehicle body and an air conditioning system. The specific structure of the air conditioning system can refer to the above embodiments. Since this automobile adopts all the technical solutions of the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, but this will not be described again here. It should be noted that the air conditioning system is provided on the vehicle body to adjust the air temperature inside the vehicle.

[0068] The above is only a preferred embodiment of the present application and is not intended to limit the patent scope of the present application. Based on the inventive concept of the present application, equivalent structural changes made using the specification and the attached drawings of the present application and directly / indirectly applied to other related technical fields are all included in the patent protection scope of the present application.

Explanation of Reference Numerals

[0069] 10 First heat exchange duct 11 Condenser 12 First air supply end 121 First suction port 122 Second suction port 13 First exhaust end 131 First blowout port 132 Second blowout port 133 First branch flow path 134 Second branch flow path 14 Second switching valve group 141 Third switching valve 142 Fourth switching valve 15 Second control valve 151 Fourth switching position 152 Fifth switching position 16 First impeller 20 Circulating air inlet 30 Second heat exchange duct 31 Evaporator 32 Second air supply end 321 Third suction port 322 Fourth suction port 33 Second exhaust end 331 Third blowout port 332 Fourth blowout port 333 Third branch flow path 334 Fourth branch flow path 34 Third switching valve group 341 Fifth switching valve 342 Sixth switching valve 35 Third control valve 351 Sixth switching position 352 Seventh switching position 36 Second impeller 40 First circulation duct 401 Third air supply end 402 Third exhaust end 41 Fourth switching valve group 411 Seventh switching valve 412 Eighth switching valve 42 Fourth control valve 421 Eighth switching position 422 Ninth switching position 50 Second Cycle Duct 501 Fourth Air Supply End 502 Fourth Exhaust End 51 Fifth Switching Valve Group 511 Ninth Switching Valve 512 Tenth Switching Valve 52 Fifth Control Valve 521 Tenth Switching Position 522 Eleventh Switching Position 60 First Control Valve 601 First Switching Position 602 Second Switching Position 603 Third Switching Position 61 First Switching Valve Group 611 First Switching Valve 612 Second Switching Valve 62 First Control Switch 621 Second Control Switch

Claims

1. A first heat exchange duct incorporating a condenser, having a first air supply end and a first exhaust end, wherein the first air supply end includes a first suction port communicating with a circulating air inlet inside the vehicle and a second suction port communicating with the outside of the vehicle, and the first exhaust end communicates with a first blowout port communicating with the inside of the vehicle and a second blowout port communicating with the outside of the vehicle respectively, the first heat exchange duct, A second heat exchange duct incorporating an evaporator, having a second air supply end and a second exhaust end, wherein the second air supply end includes a third suction port communicating with the circulating air inlet and a fourth suction port communicating with the outside of the vehicle, and the second exhaust end communicates with a third blowout port communicating with the inside of the vehicle and a fourth blowout port communicating with the outside of the vehicle respectively, the second heat exchange duct, and a circulation system, A first circulation duct communicating with the first heat exchange duct, recovering the gas heat-exchanged through the first heat exchange duct, and circulating and transporting it to the first suction port and / or the third suction port, and / or, A second circulation duct communicating with the second heat exchange duct, recovering the gas heat-exchanged through the second heat exchange duct, and circulating and transporting it to the first suction port and / or the third suction port, a circulation system including the second circulation duct, and is provided with, An air conditioning system.

2. The air conditioning system has a heating mode, and the heating mode has a first heating state. In the first heating state, the first suction port, the second suction port, the third suction port, the fourth blowout port, and the first circulation duct are all conducted, and the circulating air inlet, the first blowout port, the second blowout port, the third blowout port, the fourth suction port, and the second circulation duct are all blocked. As a result, outside air enters the first heat exchange duct for heat exchange, passes through the first circulation duct, and then a part of the gas enters the first suction port and continues to circulate, and the remaining part passes through the third suction port, flows into the second heat exchange duct for heat exchange, and then is discharged outside the vehicle, or, The air conditioning system has a heating mode, and the heating mode has a first heating state. In the first heating state, the second suction port, the third suction port, the fourth blowout port, and the first circulation duct are all conducted, and the circulation air inlet, the first suction port, the first blowout port, the second blowout port, the third blowout port, the fourth suction port, and the second circulation duct are all blocked. As a result, outside air enters the first heat exchange duct for heat exchange, passes through the first circulation duct, then enters the third suction port, flows into the second heat exchange duct for heat exchange, and is then discharged outside the vehicle. The air conditioning system according to claim 1.

3. The heating mode also has a second heating state, which can be switched from the first heating state. In the second heating state, the circulation air inlet, the first suction port, the second suction port, the fourth suction port, the first blowout port, and the fourth blowout port are all conducted, and the third suction port, the second blowout port, the third blowout port, the first circulation duct, and the second circulation duct are all blocked. As a result, the gas heat-exchanged through the first heat exchange duct enters the vehicle interior and then circulates again through the first heat exchange duct together with the gas inside the vehicle. The air conditioning system according to claim 2.

4. The air conditioning system further has a cooling mode, and the cooling mode has a first cooling state. In the first cooling state, the first suction port, the fourth suction port, the second blowout port, and the second circulation duct are all conducted, and the circulation air inlet, the second suction port, the third suction port, the first blowout port, the third blowout port, the fourth blowout port, and the first circulation duct are all blocked. As a result, outside air enters the second heat exchange duct for heat exchange, flows from the second circulation duct into the first heat exchange duct for heat exchange, and is then discharged outside the vehicle. The air conditioning system according to claim 1.

5. The cooling mode also includes a second cooling state, which can be switched from the first cooling state. In the second cooling state, the circulation air inlet, the first suction port, the second suction port, the third suction port, the second air outlet, and the third air outlet are all conducted, and the fourth suction port, the first air outlet, the fourth air outlet, the first circulation duct, and the second circulation duct are all blocked. Thus, the gas heat-exchanged through the second heat exchange duct enters the vehicle interior, passes through the circulation air inlet, and a part of it enters the third suction port to continue the circulation, while the remaining part passes through the first suction port, is heat-exchanged by the first heat exchange duct, and then is discharged outside the vehicle, or The cooling mode also includes a second cooling state, which can be switched from the first cooling state. In the second cooling state, the circulation air inlet, the second suction port, the third suction port, the second air outlet, and the third air outlet are all conducted, and the first suction port, the fourth suction port, the first air outlet, the fourth air outlet, the first circulation duct, and the second circulation duct are all blocked. Thus, the gas heat-exchanged through the second heat exchange duct enters the vehicle interior, passes through the circulation air inlet, and enters the third suction port to continue the circulation. The air conditioning system according to claim 4.

6. A first control valve for controlling the conduction and interruption between the third suction port and the first suction port is provided therebetween. The first control valve has a first switching position, a second switching position, and a third switching position that can be switched with each other. In the first switching position, the first suction port is opened and the third suction port is closed. In the second switching position, the third suction port is opened and the first suction port is closed. In the third switching position, both the third suction port and the first suction port are opened, and the first control valve controls the air supply rate of the third suction port and the first suction port, or A first switching valve group is provided at the third suction port and the first suction port. The first switching valve group includes a first switching valve for controlling the conduction and interruption of the first suction port and a second switching valve for controlling the conduction and interruption of the third suction port. The first switching valve group controls the air supply rate between the third suction port and the first suction port. The air conditioning system according to claim 1.

7. The first circulation duct has a third air supply end and a third exhaust end. The third air supply end is directly connected to the first heat exchange duct and is located in front of the first air outlet and the second air outlet. The third exhaust end communicates with the first suction port and / or the third suction port, and / or The second circulation duct has a fourth air supply end and a fourth exhaust end. The fourth air supply end is directly connected to the second heat exchange duct and is located in front of the third air outlet or the fourth air outlet. The fourth exhaust end communicates with the first suction port and / or the third suction port. The air conditioning system according to claim 1.

8. A first control switch is provided in each of the first circulation duct, the first air outlet, and the second air outlet. The three first control switches respectively control the conduction and interruption of the first circulation duct, the first air outlet, and the second air outlet, and respectively control the air supply volume and air supply speed of the first circulation duct, the first air outlet, and the second air outlet, and / or A second control switch is provided in each of the second circulation duct, the third air outlet, and the fourth air outlet. The three second control switches respectively control the conduction and interruption of the second circulation duct, the third air outlet, and the fourth air outlet, and respectively control the air supply volume and air supply speed of the second circulation duct, the third air outlet, and the fourth air outlet. The air conditioning system according to claim 7.

9. The air conditioning system further includes a first branch flow path and a second branch flow path that communicate with the first exhaust end. The first branch flow path communicates with the first air outlet, the second branch flow path communicates with the second air outlet, the first circulation duct has a third air supply end and a third exhaust end, the third air supply end is connected to the second branch flow path, and the third exhaust end communicates with the first suction port and / or the third suction port, and / or The air conditioning system further includes a third branch flow path and a fourth branch flow path that communicate with the second exhaust end. The third branch flow path communicates with the third air outlet, the fourth branch flow path communicates with the fourth air outlet, the second circulation duct has a fourth air supply end and a fourth exhaust end, the fourth air supply end is connected to the fourth branch flow path, and the fourth exhaust end communicates with the first suction port and / or the third suction port. The air conditioning system according to claim 1.

10. a second switching valve group is provided in the first branch flow path and the second branch flow path, the second switching valve group includes a third switching valve provided in the first branch flow path and a fourth switching valve provided in the second branch flow path, and the second switching valve group controls an air supply rate between the first branch flow path and the second branch flow path, or a second control valve is provided at a connection portion between the first branch flow path and the second branch flow path, the second control valve has a fourth switching position and a fifth switching position which are switched between each other, and the second control valve controls the air supply rate of the first branch flow path and the second branch flow path, and in the fourth switching position, the second branch flow path is opened and the first branch flow path is blocked, and in the fifth switching position, the first branch flow path is opened and the second branch flow path is blocked.

9. An air conditioning system according to claim 8.

11. a third switching valve group is provided in the third branch flow path and the fourth branch flow path, the third switching valve group includes a fifth switching valve provided in the fourth branch flow path and a sixth switching valve provided in the third branch flow path, and the third switching valve group controls an air supply rate between the third branch flow path and the fourth branch flow path, or a third control valve is provided at a connection portion between the third branch flow passage and the fourth branch flow passage, the third control valve has a sixth switching position and a seventh switching position which are switched between each other, and the third control valve controls the air supply rate of the third branch flow passage and the fourth branch flow passage, and in the seventh switching position, the fourth branch flow passage is conducted and the third branch flow passage is blocked, and in the sixth switching position, the third branch flow passage is conducted and the fourth branch flow passage is blocked.

9. An air conditioning system according to claim 8.

12. A fourth switching valve group is provided between the third air supply end and the second branch flow path, the fourth switching valve group including a seventh switching valve provided in the second branch flow path and an eighth switching valve provided in the third air supply end, and the fourth switching valve group controls an air supply rate between the third air supply end and the second branch flow path, or A fourth control valve is provided at a connection between the third air supply end and the second branch flow passage, and the fourth control valve has an eighth switching position and a ninth switching position which are switched between each other, and the fourth control valve controls the air supply rate between the third air supply end and the second branch flow passage, and in the eighth switching position, the first circulation duct is opened and the second branch flow passage is blocked, and in the ninth switching position, the second branch flow passage is opened and the first circulation duct is blocked.

9. An air conditioning system according to claim 8.

13. A fifth switching valve group is provided between the fourth air supply end and the fourth branch flow path, the fifth switching valve group including a ninth switching valve provided in the fourth branch flow path and a tenth switching valve provided in the fourth air supply end, and the fifth switching valve group controls the air supply rate between the fourth air supply end and the fourth branch flow path, or A fifth control valve is provided at a connection between the fourth air supply end and the fourth branch flow passage, and the fifth control valve has a tenth switching position and an eleventh switching position which are switched between each other, and the fifth control valve controls the air supply rate between the fourth air supply end and the fourth branch flow passage, and in the tenth switching position, the second circulation duct is opened and the fourth branch flow passage is blocked, and in the eleventh switching position, the fourth branch flow passage is opened and the second circulation duct is blocked.

9. An air conditioning system according to claim 8.

14. The first heat exchange duct is disposed adjacent to or spaced apart from the second heat exchange duct, the first heat exchange duct is provided with a first impeller, and the second heat exchange duct is provided with a second impeller, and the air conditioning system further includes at least one drive motor, which drives and operates the first impeller and the second impeller. An air conditioning system according to any one of claims 1 to 13.

15. A vehicle body and an air conditioning system according to any one of claims 1 to 14, wherein the air conditioning system is provided in the vehicle body. car.

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