Automotive air conditioning system

Abstract

A vehicle, comprising an automotive air conditioning system. The automotive air conditioning system comprises a heating loop and a cooling loop that are independent of each other. Both the heating loop and the cooling loop pass through a passenger compartment and a power battery system of the vehicle. The heating loop is used for heating the passenger compartment and / or the power battery system. The cooling loop is used for cooling the passenger compartment and / or the power battery system.

Description

A vehicle air conditioning system and vehicle

[0001] This application claims priority to Chinese patent applications filed on June 5, 2024, application number 202410726942.1, and on April 24, 2024, application number 202420873917.1, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of thermal management technology, and more particularly to an in-vehicle air conditioning system and vehicle. Background Technology

[0003] In related technologies, vehicle air conditioning systems typically employ single-system heat pump air conditioning to heat or cool the passenger compartment or the power battery system. However, during the cooling or heating process of the passenger compartment, when the power battery system also needs cooling or heating, the air outlet temperature of the passenger compartment will fluctuate significantly, resulting in low cooling / heating efficiency.

[0004] Application content

[0005] This application provides an in-vehicle air conditioning system and vehicle, which improves the cooling or heating efficiency of the in-vehicle air conditioning system.

[0006] In a first aspect, this application provides an in-vehicle air conditioning system, which includes an independent heating circuit and a cooling circuit, both of which pass through the vehicle's passenger compartment and power battery system.

[0007] The heating circuit is configured to heat the passenger compartment and / or the power battery system;

[0008] The refrigeration circuit is configured to refrigerate the passenger compartment and / or the power battery system.

[0009] In some embodiments, the vehicle air conditioning system further includes a first controller;

[0010] The heating circuit includes at least a heating device, a first circulation branch, and a second circulation branch. The heating device is connected to the first controller. One end of the first circulation branch and one end of the second circulation branch are both connected to one end of the heating device. The other end of the first circulation branch and the other end of the second circulation branch are both connected to the other end of the heating device. The first circulation branch passes through the passenger compartment, and the second circulation branch passes through the power battery system.

[0011] In some embodiments, the first controller is configured to, upon receiving a first heating request from a second controller of the vehicle, control the heating device to generate heat and cause a first refrigerant flowing in the heating circuit to flow through the first circulation branch, so as to carry the heat generated by the heating device to the passenger compartment via the first refrigerant; and / or,

[0012] The first controller is also configured to, upon receiving a second heating request from the power battery system, control the heating device to generate heat and cause the first refrigerant to flow through the second circulation branch, so as to carry the heat generated by the heating device to the power battery system through the first refrigerant.

[0013] In some embodiments, the first circulation branch includes at least a first valve, and the second circulation branch includes at least a second valve, wherein the first valve and the second valve are respectively connected to the first controller.

[0014] In some embodiments, the first controller is further configured to, upon receiving the first heating request, open the first valve and close the second valve, such that the first refrigerant flows through the first circulation branch but not through the second circulation branch; or,

[0015] The first controller is further configured to, upon receiving the second heating request, open the second valve and close the first valve, so that the first refrigerant flows through the second circulation branch but not through the first circulation branch; or,

[0016] The first controller is further configured to open the first valve and the second valve if it receives the first heating request and the second heating request, so that the first refrigerant flows through the first circulation branch and the second circulation branch.

[0017] In some embodiments, the refrigeration circuit includes at least a refrigeration device, a third circulation branch, and a fourth circulation branch. The refrigeration device is connected to the first controller. One end of the third circulation branch and one end of the fourth circulation branch are both connected to one end of the refrigeration device. The other end of the third circulation branch and the other end of the fourth circulation branch are both connected to the other end of the refrigeration device. The third circulation branch passes through the passenger compartment, and the fourth circulation branch passes through the power battery system.

[0018] In some embodiments, the first controller is further configured to, upon receiving a first cooling request from a second controller of the vehicle, control the cooling device to generate heat and cause a second refrigerant flowing in the cooling circuit to flow through the third circulation branch, so as to carry the heat generated by the cooling device to the passenger compartment via the second refrigerant; and / or,

[0019] The first controller is also configured to, upon receiving a second cooling request from the power battery system, control the cooling device to generate heat and cause the second refrigerant to flow through the fourth circulation branch, so as to carry the heat generated by the cooling device to the power battery system through the second refrigerant.

[0020] In some embodiments, the third circulation branch includes at least a third valve, and the fourth circulation branch includes at least a fourth valve, wherein the third valve and the fourth valve are respectively connected to the first controller.

[0021] In some embodiments, the first controller is further configured to, upon receiving the first cooling request, open the third valve and close the fourth valve, such that the second refrigerant flows through the third circulation branch but not through the fourth circulation branch; or,

[0022] The first controller is further configured to, upon receiving the second cooling request, open the fourth valve and close the third valve, so that the second refrigerant flows through the fourth circulation branch but not through the third circulation branch; or,

[0023] The first controller is also configured to open the third valve and the fourth valve if it receives the first cooling request and the second cooling request, so that the second refrigerant flows through the third circulation branch and the fourth circulation branch.

[0024] In some embodiments, the first circulation branch includes at least a first valve and a first heat exchange component. One end of the first heat exchange component is connected to one end of the heating device, and the other end of the first heat exchange component is connected to one end of the first valve. The other end of the first valve is connected to the other end of the heating device. The first heat exchange component is configured to absorb the heat generated by the heating device and carry the absorbed heat to the crew compartment.

[0025] In some embodiments, the refrigeration device includes a second heat exchange component and a compressor, one end of the second heat exchange component is connected to one end of the third circulation branch, the other end of the second heat exchange component is connected to one end of the compressor, and the other end of the compressor is connected to the other end of the third circulation branch;

[0026] The compressor is configured to deliver compressed second refrigerant to the second heat exchange component if it receives the first cooling request and / or the second cooling request.

[0027] The second heat exchange component is configured to absorb the heat from the compressed second refrigerant.

[0028] In some embodiments, the second heat exchange component includes a heat exchange element, a first air cooler, and a second air cooler. The heat exchange element forms a first and a second flow channel that are thermally coupled to each other. The outlet of the compressor of the vehicle air conditioning system is connected to the inlet of the second air cooler through the first flow channel, and the outlet of the second air cooler is connected to the inlet of the first air cooler through the second flow channel.

[0029] In some embodiments, the heat exchanger includes a coaxial tube, which includes an inner tube and an outer tube, with a first flow channel formed in the inner tube and a second flow channel formed in the outer tube.

[0030] In some embodiments, the heat exchanger includes a coaxial tube, the coaxial tube includes an inner tube and an outer tube, the first air cooler includes a first heat exchange channel and a first refrigerant pipe surrounding the first heat exchange channel, the first refrigerant pipe is in communication with the outer tube, and the second air cooler includes a second heat exchange channel and a second refrigerant pipe surrounding the second heat exchange channel, the second refrigerant pipe is in communication with the inner tube.

[0031] In some embodiments, the second heat exchange component further includes a refrigerant pipe clamp, which is used to fix the coaxial pipe.

[0032] In some embodiments, the second heat exchange component further includes a U-shaped tube, through which the first diversion channel is connected to the inlet of the second air cooler.

[0033] In some embodiments, the second heat exchange component further includes a first flat tube, and the outlet of the second air cooler is connected to the second branch channel through the first flat tube.

[0034] In some embodiments, the second heat exchange component further includes a second flat tube, and the second flow channel is connected to the inlet of the first air cooler through the second flat tube.

[0035] In some embodiments, the system further includes an electronic expansion valve, an evaporator, and a gas-liquid separator, wherein the first air cooler and the evaporator are connected via the electronic expansion valve, and the evaporator is connected to the inlet of the compressor via the gas-liquid separator.

[0036] In some embodiments, an air conditioning unit is also included;

[0037] The air that has exchanged heat with the second air cooler exchanges heat with the air in the air conditioning unit to heat the passenger compartment of the vehicle.

[0038] In some embodiments, the air that has exchanged heat with the second air cooler exchanges heat with the coolant of the power battery system to heat the power battery system.

[0039] In some embodiments, the second circulation branch includes at least a second valve and a check valve, wherein the inlet end of the check valve is connected to one end of the second valve, and the outlet end of the check valve is connected to the other end of the heating device.

[0040] In some embodiments, the heating circuit further includes a third heat exchange component, one end of which is connected to the other end of the first circulation branch, and the other end of which is connected to the other end of the heating device.

[0041] The third heat exchange component is configured to absorb the heat generated by the vehicle's motor system and heat the first refrigerant.

[0042] Secondly, this application also provides a vehicle that includes the vehicle air conditioning system described in the first aspect above, so as to achieve the beneficial effects of the vehicle air conditioning system provided in the first aspect above.

[0043] In the technical solution of this application, the vehicle air conditioning system includes independent heating and cooling circuits, which can heat or cool the passenger compartment and the power battery system individually or simultaneously. This vehicle air conditioning system can meet the heating or cooling needs of the vehicle's passenger compartment or power battery system through different circuits, namely the heating and cooling circuits. Because the heating and cooling circuits are relatively independent, switching between different circuits to heat or cool the passenger compartment and power battery system does not cause significant fluctuations in the outlet air temperature of the vehicle air conditioning system, thereby improving the heating or cooling efficiency of the vehicle air conditioning system and increasing the vehicle's range. Attached Figure Description

[0044] Figure 1 is a structural schematic diagram of a vehicle air conditioning system provided in an embodiment of this application;

[0045] Figure 2 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0046] Figure 3 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0047] Figure 4 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0048] Figure 5 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0049] Figure 6 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0050] Figure 7 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0051] Figure 8 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0052] Figure 9 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0053] Figure 10 is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application;

[0054] Figure 11 is a structural schematic diagram of a vehicle provided in an embodiment of this application;

[0055] Figure 12 is a perspective view of a heat exchanger assembly according to certain embodiments of this application;

[0056] Figure 13 is a cross-sectional schematic diagram of a coaxial tube according to certain embodiments of this application;

[0057] Figure 14 is a structural schematic diagram of an automotive air conditioner according to certain embodiments of this application;

[0058] Figure 15 is a plan view of a vehicle according to some embodiments of this application.

[0059] Explanation of reference numerals in the attached drawings: 1000, Vehicle; 100, Vehicle air conditioning system; 101, First controller; 102, Heating device; 103, First valve; 104, Second valve; 105, One-way valve; 106, Refrigeration device; 107, Third valve; 108, Fourth valve; 109, First heat exchange component; 110, Second heat exchange component; 111a, First air cooler; 1111a, First heat exchange channel; 1112a, First refrigerant pipe; 112a, Second air cooler; 1121a, Second heat exchange channel; 1122a, Second refrigerant pipe; 113a, Heat exchange element; 1131a, First branch channel; 1132a, Second branch channel; 1133a, Coaxial tube; 11331a, Inner tube; 11332a, Outer tube; 114a. U-shaped pipe; 115a, First flat pipe; 116a, Second flat pipe; 117a, Refrigerant pipe pressure plate; 111a, Compressor; 13a, Electronic expansion valve; 14a, Evaporator; 15a, Gas-liquid separator; 20a, Air conditioning unit; 30a, Power battery system; 40a, Passenger compartment; 111, First compressor; 112, Third heat exchange component; 113, Fourth heat exchange component; 114, Second compressor; 115, Regenerator; 117, First gas-liquid separator; 118, Fifth valve; 121, Sixth valve; 122, Second gas-liquid separator; 126, Seventh valve; 10, Heating circuit; 11, First circulation branch; 12, Second circulation branch; 20, Refrigeration circuit; 21, Third circulation branch; 22, Fourth circulation branch;

[0060] 200. Motor system. Detailed Implementation

[0061] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0062] Example 1

[0063] In related technologies, vehicle air conditioning systems typically employ single-system heat pump air conditioning to heat or cool the passenger compartment or the power battery system. However, during the cooling or heating process of the passenger compartment, when the power battery system also requires cooling or heating, the air outlet temperature of the passenger compartment fluctuates significantly, resulting in low cooling / heating efficiency. Therefore, the technical problem this application aims to solve is: how to improve the efficiency of the air conditioning system in new energy vehicles.

[0064] Please refer to Figure 1, which is a schematic diagram of the structure of an in-vehicle air conditioning system provided in some embodiments of this application. It should be noted that the in-vehicle air conditioning system 100 can be applied to a vehicle 1000. Optionally, the vehicle 1000 can be a new energy vehicle, an electric vehicle (pure electric vehicle / battery electric vehicle, PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), etc. This application does not impose specific limitations on this.

[0065] As shown in Figure 1, the vehicle air conditioning system 100 may include an independent heating circuit 10 and a cooling circuit 20. Here, both the heating circuit 10 and the cooling circuit 20 pass through the passenger compartment 40a and the power battery system 30a of the vehicle 1000.

[0066] In practice, the first refrigerant flowing in the heating circuit 10 can be configured to heat the passenger compartment 40a and / or the power battery system 30a. The second refrigerant flowing in the cooling circuit 20 can be configured to cool the passenger compartment 40a and / or the power battery system 30a of the vehicle 1000.

[0067] It is understood that the heating circuit 10 can serve as the heating system of the vehicle air conditioning system 100, heating the passenger compartment 40a and / or the power battery system 30a. The cooling circuit 20 can serve as the cooling system of the vehicle air conditioning system 100, cooling the passenger compartment 40a and / or the power battery system 30a.

[0068] It should be further explained that, since the heating circuit 10 and the cooling circuit 20 are relatively independent, the heating system or cooling system of the vehicle air conditioning system 100 can operate relatively independently. That is to say, the vehicle air conditioning system 100 can heat or cool the passenger compartment 40a independently, or it can heat or cool the battery pack independently, or it can heat or cool the passenger compartment 40a and the battery simultaneously.

[0069] In some embodiments, the refrigerant involved in this application (such as the first refrigerant and the second refrigerant mentioned above) may specifically be carbon dioxide (i.e., CO2), tetrafluoroethane (R134a), tetrafluoroethylene (R1234yf), difluorochloromethane (R22), dichloromethane (R32), etc. In the embodiments of this application, no specific limitation is made.

[0070] Preferably, in some embodiments of this application, the first refrigerant can be CO2. The vehicle air conditioning system 100 uses CO2 as the refrigerant in the heating circuit, resulting in better heating performance and higher heating efficiency.

[0071] In some embodiments of this application, the second refrigerant can be R134a. The vehicle air conditioning system 100 uses R134a as the refrigerant in the refrigeration circuit 20, resulting in better cooling performance and higher cooling efficiency.

[0072] In some embodiments of this application, the vehicle air conditioning system 100 includes independent heating circuit 10 and cooling circuit 20, which can heat or cool the passenger compartment 40a and the power battery system 30a individually or simultaneously. The vehicle air conditioning system 100 can meet the heating or cooling needs of the passenger compartment 40a or the power battery system 30a of the vehicle 1000 through different circuits, namely the heating circuit 10 and the cooling circuit 20. Since the heating circuit 10 and the cooling circuit 20 are relatively independent, switching between different circuits to heat or cool the passenger compartment 40a and the power battery system 30a will not cause significant fluctuations in the outlet air temperature of the vehicle air conditioning system 100, thereby improving the heating or cooling efficiency of the vehicle air conditioning system 100 and increasing the overall vehicle range.

[0073] In some feasible implementations, please refer to Figure 2, which is another structural schematic diagram of an in-vehicle air conditioning system provided in an embodiment of this application. As shown in Figure 2, the in-vehicle air conditioning system 100 may further include a first controller 101, and the heating circuit 10 may include at least a heating device 102, a first circulation branch 11, and a second circulation branch 12. The first controller may be connected to the heating device 102. One end of the first circulation branch 11 and one end of the second circulation branch 12 may be connected to one end of the heating device 102, and the other end of the first circulation branch 11 and the other end of the second circulation branch 12 may be connected to the other end of the heating device 102. Here, the first circulation branch 11 may pass through the passenger compartment 40a of the vehicle 1000, and the second circulation branch 12 may pass through the power battery system 30a.

[0074] In a specific implementation, the first controller 101 is configured to, upon receiving a first heating request from the second controller of the vehicle 1000, control the heating device 102 to generate heat, and cause the first refrigerant flowing in the heating circuit 10 to flow through the first circulation branch 11, so as to carry the heat generated by the heating device 102 to the passenger compartment 40a through the first refrigerant. And / or, the first controller 101 can also be configured to, upon receiving a second heating request from the power battery system 30a, control the heating device 102 to generate heat, and cause the first refrigerant to flow through the second circulation branch 12, so as to carry the heat generated by the heating device 102 to the power battery system 30a through the first refrigerant.

[0075] In other words, if the first controller 101 determines that the passenger compartment 40a of the vehicle 1000 has a heating requirement, it can heat the passenger compartment 40a by using the first refrigerant flowing through the first circulation branch 11. If the first controller 101 determines that the power battery system 30a has a heating requirement, it can heat the power battery system 30a by using the first refrigerant flowing through the second circulation branch 12.

[0076] It should be noted that, in one possible implementation, the second controller of the vehicle 1000 can receive the heating or cooling request selected by the occupants of the vehicle 1000 through the central control display screen or central control panel of the passenger compartment 40a, and can send the received heating or cooling request of the passenger compartment 40a to the first controller 101 of the vehicle air conditioning system 100. Furthermore, the first controller 101 can control the corresponding devices or components according to the received heating or cooling request to achieve heating of the passenger compartment 40a.

[0077] It should also be noted that the power battery system 30a may include at least a battery module. Due to the battery impedance within the battery module, current flowing through the battery during charging and discharging generates heat inside the battery. Additionally, the electrochemical reactions within the battery also generate heat.

[0078] The power battery system 30a may also include a temperature sensor to collect the temperature of the battery module. When the temperature collected by the temperature sensor is greater than a first preset temperature threshold, it indicates that the temperature of the battery module is too high and heat dissipation is required. In this case, the power battery system 30a may send a cooling request to the first controller 101. When the temperature collected by the temperature sensor is less than a second preset temperature threshold, it indicates that the temperature of the battery module is too low and heat dissipation is required. In this case, the power battery system 30a may send a heating request to the first controller 101.

[0079] In some embodiments, the first controller 101 may be an electronic control unit (ECU), a vehicle control unit (VCU), etc., and this application embodiment does not impose specific limitations on this.

[0080] In some embodiments, the second controller may be a VCU, a domain controller, etc., and this application embodiment does not impose specific limitations on this. It should be further noted that, in possible scenarios, the second controller and the first controller 101 described above may be the same controller. That is, in some possible scenarios, the first controller 101 and the second controller may be the same controller of the vehicle air conditioning system 100, or they may be the same controller on the vehicle 1000.

[0081] In some implementations, please refer to Figure 3, which is another structural schematic diagram of a vehicle air conditioning system provided in an embodiment of this application. As shown in Figure 3, the first circulation branch 11 may include at least a first valve 103, and the second circulation branch 12 may include at least a second valve 104. The first valve 103 and the second valve 104 may be connected to the first controller 101 respectively. One end of the first valve 103 and one end of the second valve 104 may be connected to one end of the heating device 102, and the other end of the first valve 103 and the other end of the second valve 104 may be connected to the other end of the heating device 102.

[0082] In specific implementations, in some embodiments, the first controller 101 is configured to open the first valve 103 and close the second valve 104 if it receives a first heating request from the second controller of the vehicle 1000, so that the first refrigerant flows through the first circulation branch 11 and does not flow through the second circulation branch 12, thereby achieving heating of the passenger compartment 40a.

[0083] In some other embodiments, the first controller 101 is also configured to open the second valve 104 and close the first valve 103 if a second heating request is received from the power battery system 30a, so that the first refrigerant flows through the second circulation branch 12 and not through the first circulation branch 11, thereby heating the power battery system 30a.

[0084] In some other embodiments, the first controller 101 is also configured to open the first valve 103 and the second valve 104 if a first heating request and a second heating request are received, so that the first refrigerant flows through the first circulation branch 11 and the second circulation branch 12, thereby enabling simultaneous heating of the passenger compartment 40a and the power battery system 30a.

[0085] The first valve 103 can be a throttling element capable of regulating flow, such as an electronic expansion valve. Some embodiments of this application do not impose specific limitations on the implementation of the first valve.

[0086] The second valve 104 can be an automated basic component capable of controlling fluids, such as a solenoid valve. Some embodiments of this application do not impose specific limitations on the implementation of the second valve.

[0087] In some other implementations, the heating circuit 10 may further include a first switching valve, which may be connected to a first controller 101. The first end of the first switching valve may be connected to one end of the heating device 102, the second end of the first switching valve may be connected to one end of the first circulation branch 11, and the third end of the first switching valve may be connected to one end of the second circulation branch 12.

[0088] In a specific implementation, the first controller 101 is configured to, upon receiving a first heating request, control a first switching valve to allow the first refrigerant to flow through the first circulation branch 11 and not through the second circulation branch 12, thereby heating the passenger compartment 40a. The first controller 101 is also configured to, upon receiving a second heating request, control the first switching valve to allow the first refrigerant to flow through the second circulation branch 12 and not through the first circulation branch 11, thereby heating the power battery system 30a. The first controller 101 is further configured to, upon receiving both the first and second heating requests, control the first switching valve to allow the first refrigerant to flow through both the first circulation branch 11 and the second circulation branch 12, thereby simultaneously heating both the passenger compartment 40a and the power battery system 30a.

[0089] When the first controller 101 receives both a first heating request and a second heating request, that is, when both the passenger compartment 40a and the battery pack of the vehicle 1000 require heating, please refer to Figure 4, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 4, the second circulation branch 12 may further include a one-way valve 105. The inlet end of the one-way valve 105 may be connected to one end of the aforementioned second valve 104, and the outlet end of the one-way valve 105 may be connected to the other end of the aforementioned heating device 102. The one-way valve 105 may be connected to the first controller 101.

[0090] In a specific implementation, the first controller 101 is also configured to open the one-way valve 105 if it receives the first heating request and the second heating request, so as to prevent the first refrigerant flowing through the first circulation branch 11 from flowing back to the second circulation branch 12, thereby avoiding the impact on the heating of the power battery system 30a and improving the heating efficiency of the vehicle air conditioning system 100.

[0091] In some feasible implementations, please refer to Figure 5, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 5, the refrigeration circuit 20 may include at least a refrigeration device 106, a third circulation branch 21, and a fourth circulation branch 22. The refrigeration device 106 may be connected to the first controller 101. One end of the third circulation branch 21 and one end of the fourth circulation branch 22 may be connected to one end of the refrigeration device 106, and the other end of the third circulation branch 21 and the other end of the fourth circulation branch 22 may be connected to the other end of the refrigeration device 106. Here, the third circulation branch 21 may pass through the passenger compartment 40a of the vehicle 1000, and the fourth circulation branch 22 may pass through the power battery system 30a.

[0092] In specific implementations, in some embodiments, the first controller 101 is also configured to, upon receiving a first cooling request from the second controller of the vehicle 1000, control the cooling device 106 to generate heat and cause the second refrigerant flowing in the cooling circuit 20 to flow through the third circulation branch 21, so as to carry the heat generated by the cooling device 106 to the passenger compartment 40a through the second refrigerant.

[0093] In some other embodiments, the first controller 101 may also be used to control the cooling device 106 to generate heat and cause the second refrigerant to flow through the fourth circulation branch 22 if a second cooling request is received from the power battery system 30a, so as to carry the heat generated by the cooling device 106 to the power battery system 30a through the second refrigerant.

[0094] In other words, if the first controller 101 determines that the passenger compartment 40a of the vehicle 1000 has a cooling requirement, it can cool the passenger compartment 40a through the second refrigerant flowing through the third circulation branch 21. If the first controller 101 determines that the power battery system 30a has a cooling requirement, it can cool the power battery system 30a through the second refrigerant flowing through the third circulation branch 21.

[0095] In some implementations, please refer to Figure 6, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 6, the third circulation branch 21 may include at least a third valve 107, and the fourth circulation branch 22 may include at least a fourth valve 108. The third valve 107 and the fourth valve 108 may be connected to the first controller 101 respectively. One end of the third valve 107 and one end of the fourth valve 108 may be connected to one end of the refrigeration device 106, and the other end of the third valve 107 and the other end of the fourth valve 108 may be connected to the other end of the refrigeration device 106.

[0096] In some specific implementations, the first controller 101 is also configured to open the third valve 107 and close the fourth valve 108 if it receives a first cooling request from the second controller of the vehicle 1000, so that the second refrigerant flows through the third circulation branch 21 and does not flow through the fourth circulation branch 22, thereby achieving cooling for the passenger compartment 40a.

[0097] In some other embodiments, the first controller 101 is also configured to open the fourth valve 108 and close the third valve 107 if it receives a second cooling request from the power battery system 30a, so that the second refrigerant flows through the fourth circulation branch 22 and not through the third circulation branch 21, thereby cooling the power battery system 30a.

[0098] In some other embodiments, the first controller 101 is also configured to open the third valve 107 and the fourth valve 108 if it receives the first cooling request and the second cooling request, so that the second refrigerant flows through the third circulation branch 21 and the fourth circulation branch 22, thereby achieving simultaneous cooling of the passenger compartment 40a and the power battery system 30a.

[0099] The third valve 107 and the fourth valve 108 can be throttling elements capable of regulating flow. For example, the third valve 107 can be an evaporator electronic expansion valve, and the fourth valve 108 can be a battery electronic expansion valve. Some embodiments of this application do not impose specific limitations on the implementation of the third valve 107 and the fourth valve 108.

[0100] In some other implementations, the refrigeration circuit 20 may further include a second switching valve, which may be connected to the first controller 101. The first end of the second switching valve may be connected to one end of the refrigeration device 106, the second end of the second switching valve may be connected to one end of the third circulation branch 21, and the third end of the second switching valve may be connected to one end of the fourth circulation branch 22.

[0101] In some specific implementations, the first controller 101 is also configured to control the second switching valve if a first cooling request is received, so that the second refrigerant flows through the third circulation branch 21 and does not flow through the fourth circulation branch 22, thereby achieving cooling for the crew cabin 40a.

[0102] In some other embodiments, the first controller 101 is also configured to control the second switching valve if a second cooling request is received, so that the second refrigerant flows through the fourth circulation branch 22 and not through the third circulation branch 21, thereby achieving cooling for the power battery system 30a.

[0103] In some other embodiments, the first controller 101 is also configured to control the second switching valve if it receives a first cooling request and a second cooling request, so that the second refrigerant flows through the third circulation branch 21 and the fourth circulation branch 22, thereby enabling simultaneous cooling of the passenger compartment 40a and the power battery system 30a.

[0104] In some feasible implementations, please refer to Figure 7, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 7, the first circulation branch 11 may further include a first heat exchange component 109, and the heating circuit 10 does not include a second heat exchange component 110. The refrigeration device 106 may include the second heat exchange component 110 and a compressor (hereinafter referred to as the first compressor 111 for easy distinction), and the refrigeration circuit 20 does not include the first heat exchange component 109. One end of the first heat exchange component 109 may be connected to one end of the heating device 102, and the other end of the first heat exchange component 109 may be connected to one end of the first valve 103, and the other end of the first valve 103 may be connected to the other end of the heating device 102. One end of the second heat exchange component 110 may be connected to one end of the third circulation branch 21, and the other end of the second heat exchange component 110 may be connected to one end of the first compressor 111, and the other end of the first compressor 111 may be connected to the other end of the third circulation branch 21.

[0105] In a specific implementation, the first heat exchange component 109 can absorb the heat generated by the heating device 102 and carry the absorbed heat to the passenger compartment 40a. The first compressor 111 is configured to deliver compressed second refrigerant to the second heat exchange component 110 if it receives a first cooling request from the passenger compartment 40a and / or a second cooling request from the power battery system 30a. Here, the compressed second refrigerant is a high-temperature, high-pressure gaseous state. The second heat exchange component 110 is configured to absorb the heat from the compressed second refrigerant.

[0106] It should be noted that the first heat exchange component 109 may be located in the passenger compartment 40a of the vehicle 1000 to carry heat to the passenger compartment 40a and thus heat the passenger compartment 40a.

[0107] The first heat exchange component 109 and the second heat exchange component 110 can be components that exchange heat with the external environment (such as air). In the embodiments of this application, the first heat exchange component 109 can be an in-vehicle air cooler, an indoor condenser, etc., and the second heat exchange component 110 can be an outdoor condenser, an outdoor heat exchanger, etc. The embodiments of this application do not impose specific limitations on the implementation of the first heat exchange component 109 and the second heat exchange component 110.

[0108] The vehicle air conditioning system 100 may also include an in-vehicle blower, which may be located in front of the aforementioned first heat exchange component 109. In actual operation, when the passenger compartment 40a requires heating, i.e., when the first refrigerant flows through the first circulation branch 11, the first refrigerant, when flowing through the first heat exchange component 109, can exchange heat with the airflow blown out by the in-vehicle blower, thereby releasing a large amount of heat and blowing it into the passenger compartment 40a to heat the passenger compartment 40a.

[0109] The first compressor 111 can be an electric compressor, and this application does not impose specific restrictions on it.

[0110] In the above implementation, the heating circuit 10 of the vehicle air conditioning system 100 only passes through the first heat exchange component 109, while passing through the second heat exchange component 110, which reduces flow resistance and thus improves the heating efficiency of the vehicle air conditioning system 100. Furthermore, the cooling circuit 20 of the vehicle air conditioning system 100 only passes through the second heat exchange component 110 and not through the first heat exchange component 109, which also reduces flow resistance and thus improves the cooling efficiency of the vehicle air conditioning system 100.

[0111] In some feasible implementations, please refer to Figure 8, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 8, the heating circuit 10 may further include a third heat exchange component 112, which may be included in the motor circulation circuit of the motor system 200 of the vehicle 1000. One end of the third heat exchange component 112 may be connected to the other end of the first circulation branch 11, and the other end of the third heat exchange component 112 may be connected to the other end of the heating device 102.

[0112] In practice, the third heat exchange component 112 can be used to absorb the heat generated by the motor system 200 through the motor circulation loop and heat the first refrigerant.

[0113] The third heat exchange component 112 can be a component that exchanges heat with the external environment (such as air, motor system, etc.). In the embodiments of this application, the third heat exchange component 112 can be a heat absorption plate heat exchanger, and the embodiments of this application do not impose specific limitations on it.

[0114] In some feasible implementations, please refer to Figure 9, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 9, the aforementioned third circulation branch 21 may further include a fourth heat exchange component 113. One end of the fourth heat exchange component 113 may be connected to the other end of the third valve 107, and the other end of the fourth heat exchange component 113 may be connected to the other end of the first electric compressor 111.

[0115] In actual operation, when the crew cabin 40a has a cooling requirement, i.e., the second refrigerant flows through the third circulation branch 21, the second refrigerant flows through the fourth heat exchange component 113. The fourth heat exchange component 113 can be used to exchange heat with the second refrigerant to obtain a low-temperature and low-pressure gaseous state, thereby achieving cooling for the crew cabin 40a.

[0116] It should be noted that the fourth heat exchange component 113 may be located in the passenger compartment 40a of the vehicle 1000 to carry heat to the passenger compartment 40a and thus achieve cooling of the passenger compartment 40a.

[0117] The fourth heat exchange component 113 can be a component that exchanges heat with the external environment (such as air). In some embodiments of this application, the fourth heat exchange component 113 can be an evaporator, and this application does not specifically limit this.

[0118] In some feasible implementations, please refer to Figure 10, which is another structural schematic diagram of an in-vehicle air conditioning system provided by some embodiments of this application. As shown in Figure 10, the heating device may include a compressor (hereinafter referred to as the second compressor 114 for easy distinction), a regenerator 115, and a pressure and temperature sensor (hereinafter abbreviated as PT). The heating circuit 10 may also include PT116 and a first gas-liquid separator 117, and the second circulation branch 12 may also include a fifth valve 118, PT119, a temperature sensor (hereinafter abbreviated as T), and a sixth valve 121. The refrigeration device may also include PT127, which may be connected to the first compressor 111 and the second heat exchange component 110 respectively. The refrigeration circuit 20 may also include a second gas-liquid separator 122, the third circulation branch 21 may also include PT123, and the fourth circulation branch 22 may also include T124, PT125, and a seventh valve 126. PT116, PT119, T120, PT123, T124, and PT125 can be connected to the first controller 101 respectively.

[0119] In a specific implementation, the second compressor 114 is configured to supply compressed first refrigerant to the regenerator 115 upon receiving a first heating request and / or a second heating request. Here, the compressed first refrigerant is a high-temperature, high-pressure gaseous state. The regenerator 115 can be used to absorb the heat from the compressed first refrigerant.

[0120] A gas-liquid separator can be used to filter out liquid refrigerant, supplying only gaseous refrigerant to the compressor.

[0121] The PT (pressure sensor) involved in this application is configured to collect parameters of the refrigerant flowing through the circuit, such as pressure and temperature. The T (temperature sensor) involved in this application is configured to collect the temperature of the refrigerant flowing through the circuit.

[0122] When the crew compartment 40a requires heating, the refrigerant circulation path is as follows: second compressor 114, PT126, regenerator 115, first heat exchange component 109, first valve 103, third heat exchange component 112, first gas-liquid separator 117, PT116, regenerator 115, second compressor 114.

[0123] When the power battery system 30a requires heating, the refrigerant circulation path is as follows: second compressor 114, PT126, regenerator 115, second valve 104, fifth valve 118, PT119, T120, sixth valve 121, one-way valve 105, third heat exchange component 112, first gas-liquid separator 117, PT116, regenerator 115, second compressor 114.

[0124] When the crew compartment 40a requires cooling, the refrigerant circulation path is as follows: first compressor 111, second heat exchange component 110, third valve 107, fourth heat exchange component 113, PT123, second gas-liquid separator 122, first compressor 111.

[0125] When the power battery system 30a requires cooling, the refrigerant circulation path is as follows: first compressor 111, second heat exchange component 110, fourth valve 108, T124, PT125, seventh valve 126, second gas-liquid separator 122, first compressor 111.

[0126] When the first refrigerant flowing in the heating circuit 10 is CO2, the second compressor 114 can be a CO2 electric compressor, and this application embodiment does not impose specific limitations on this.

[0127] It should be added that when the crew compartment 40a needs to be heated, the first controller 101 can adjust the opening of the first valve 103 in real time according to the refrigerant parameters collected by PT126 and PT116 to meet the actual heating requirements of the crew compartment 40a.

[0128] When the power battery system 30a needs to be heated, the first controller 101 can adjust the opening of the sixth valve 121 in real time according to the parameters of the refrigerant collected by PT126, PT116, and PT119 to meet the actual heating requirements of the power battery system 30a.

[0129] When the crew compartment 40a requires cooling, the first controller 101 can adjust the opening of the third valve 107 in real time according to the refrigerant parameters collected by PT127 and PT123 to meet the actual cooling needs of the crew compartment 40a.

[0130] When the power battery system 30a requires cooling, the first controller 101 can adjust the opening of the fourth valve 108 in real time according to the refrigerant parameters collected by PT127 and PT125 to meet the actual cooling needs of the power battery system 30a.

[0131] The fifth valve 118, the sixth valve 121, and the seventh valve 126 can be throttling elements capable of adjusting flow rate. For example, the fifth valve 118 and the seventh valve 126 can be variable large-diameter throttling valves, and the sixth valve 121 can be a battery electronic expansion valve. The embodiments of this application do not impose specific limitations on the implementation of the fifth valve 118, the sixth valve 121, and the seventh valve 126.

[0132] This application also provides a vehicle 1000. Please refer to Figure 11, which is a structural schematic diagram of a vehicle 1000 provided in some embodiments of this application. As shown in Figure 11, the vehicle 1000 may include the vehicle air conditioning system 100 described in the above embodiments. The vehicle 1000 may also include multiple wheels, seats, vehicle power supply, electrical equipment, etc.

[0133] Example 2

[0134] In related technologies, vehicle air conditioning systems include air coolers. To increase the vehicle's heat exchange capacity, two air coolers are typically connected in series. However, when the vehicle is in a cold environment and the air conditioning is operating for heating, because the two air coolers are connected in series, cold air enters the two air coolers sequentially. This results in an uneven workload for the two air coolers, causing one of the air coolers to bear a heavier load, leading to a reduction in its lifespan.

[0135] In view of this, this application provides a second heat exchange component 110. Please refer to Figures 12, 13 and 14. The second heat exchange component 110 of this application embodiment is used in a vehicle air conditioning system 100. The second heat exchange component 110 includes a first air cooler 111a, a second air cooler 112a and a heat exchange element 113a. The heat exchange element 113a forms a first branch channel 1131a and a second branch channel 1132a that are thermally coupled to each other. The outlet of the compressor 111 of the vehicle air conditioning system 100 is connected to the inlet of the second air cooler 112a through the first branch channel 1131a, and the outlet of the second air cooler 112a is connected to the inlet of the first air cooler 111a through the second branch channel 1132a.

[0136] Thus, the outlet of the compressor 111 in the vehicle air conditioning system 100 is connected to the inlet of the second air cooler 112a through the first branch channel 1131a, allowing the high-temperature, high-pressure refrigerant in the compressor 111 to enter the second air cooler 112a; the outlet of the second air cooler 112a is connected to the inlet of the first air cooler 111a through the second branch channel 1132a, allowing the first air cooler 111a to connect to the second air cooler 112a, and the first branch channel 1131a and the second branch channel 1132a can... Thermal coupling is performed so that the medium-temperature, high-pressure refrigerant flowing out of the outlet of the second air cooler 112a can be reheated in the heat exchanger 113a before entering the first air cooler 111a. This allows the high-temperature, high-pressure refrigerant in the first air cooler 111a to preheat the low-temperature air, thereby reducing the load on the first air cooler 111a, extending the service life of the first air cooler 111a, and making the outlet air temperature of the first air cooler 111a more uniform when the low-temperature air undergoes secondary heat exchange in the first air cooler 111a.

[0137] Specifically, the second heat exchange component 110 includes a first air cooler 111a, a second air cooler 112a, and a heat exchange element 113a. The heat exchange element 113a can be a coaxial tube 1133a, which can be circular or square, etc. The coaxial tube 1133a includes an inner tube 11331a and an outer tube 11332a, which are spaced apart and not connected to each other. A first diversion channel 1131a is formed in the inner tube 11331a, which connects to the outlet of the compressor 111 in the vehicle air conditioning system 100 and the inlet of the second air cooler 112a, allowing the high-temperature, high-pressure refrigerant flowing from the compressor 111 to flow into the second air cooler 112a. A second diversion channel 1132a is formed in the outer tube 11332a, which connects the outlet of the second air cooler 112a and the inlet of the first air cooler 111a. This allows the medium-temperature, high-pressure refrigerant in the second air cooler 112a to be reheated in the second diversion channel 1132a before flowing into the first air cooler 111a. Thus, by forming the first diversion channel 1131a in the inner tube 11331a of the coaxial tube 1133a and the second diversion channel 1132a in the outer tube 11332a of the coaxial tube 1133a, the structure of the heat exchanger 113a is simplified, and the space occupied by the heat exchanger 113a is reduced. Furthermore, when the medium-temperature and high-pressure refrigerant flows through the coaxial tube 1133a, it can exchange heat in the outer tube 11332a and the inner tube 11331a of the coaxial tube 1133a, forming a high-temperature and high-pressure refrigerant that flows into the first air cooler 111a.

[0138] The first air cooler 111a includes a first heat exchange channel 1111a and a first refrigerant pipe 1112a. The first refrigerant pipe 1112a can be fixedly connected around the first air cooler 111a by any of the following connection methods: bolt connection, riveting, welding, etc. The second air cooler 112a includes a second heat exchange channel 1121a and a second refrigerant pipe 1122a. The second refrigerant pipe 1122a can be fixedly connected around the second air cooler 112a by any of the following connection methods: bolt connection, riveting, welding, etc. Thus, by providing a first heat exchange channel 1111a and a first refrigerant pipe 1112a in the first air cooler 111a, and a second heat exchange channel 1121a and a second refrigerant pipe 1122a in the second air cooler 112a, with the first refrigerant pipe 1112a surrounding the first heat exchange channel 1111a and the second refrigerant pipe 1122a surrounding the second heat exchange channel 1121a, the heat exchange area when low-temperature air flows through the first air cooler 111a and the second air cooler 112a can be increased, thereby improving the heat exchange efficiency of the second heat exchange component 110.

[0139] It should be noted that the first air cooler 111a and the second air cooler 112a can be plate-fin microchannel heat exchangers, shell-and-tube heat exchangers, etc. The first heat exchange channel 1111a is formed in the middle of the first air cooler 111a, and the second heat exchange channel 1121a is formed in the middle of the second air cooler 112a. Both the first heat exchange channel 1111a and the second heat exchange channel 1121a enable cold air to exchange heat with the high-temperature and high-pressure gaseous refrigerant when passing through the heat exchange channel.

[0140] The first refrigerant pipe 1112a is used to transport refrigerant to the first air cooler 111a for heat exchange, and the second refrigerant pipe 1122a is used to transport refrigerant to the second air cooler 112a for heat exchange. The refrigerant can be tetrafluoroethane-based, tetrafluoropropylene-based, or carbon dioxide-based refrigerant, etc., and the heat exchange component can be a second heat exchange component 110 with general properties that meet pressure resistance requirements, such as tetrafluoroethane-based, tetrafluoropropylene-based, or carbon dioxide-based refrigerant.

[0141] During heat exchange between the first air cooler 111a and the second air cooler 112a, the high-temperature, high-pressure refrigerant can enter the second refrigerant pipe 1122a through the inner tube 11331a of the coaxial tube 1133a, and after heat exchange with the second heat exchange channel 1121a, the high-temperature, high-pressure refrigerant can become a medium-temperature, high-pressure refrigerant. At this time, the low-temperature air flowing through the second heat exchange channel 1121a is heated, and the low-temperature air flowing through the second heat exchange channel 1121a is preheated by the first air cooler 111a.

[0142] Then, the medium-temperature, high-pressure refrigerant flows from the second refrigerant pipe 1122a into the outer pipe 11332a of the coaxial pipe 1133a, and exchanges heat with the high-temperature, high-pressure refrigerant flowing into the inner pipe 11331a. Afterward, it flows from the outer pipe 11332a of the coaxial pipe 1133a into the first refrigerant pipe 1112a, where it exchanges heat with the low-temperature air in the first heat exchange channel 1111a. At this point, the high-temperature, high-pressure condensate, after heat exchange, becomes medium-temperature, high-pressure refrigerant and flows out from the first refrigerant pipe 1112a.

[0143] Please refer to Figure 12. The second heat exchange component 110 also includes a U-shaped tube 114a, through which the first diversion channel 1131a is connected to the inlet of the second air cooler 112a.

[0144] Thus, by connecting the inlet of the first branch channel 1131a and the first air cooler 111a through the U-shaped tube 114a, the refrigerant can be guided from the coaxial tube 1133a into the first air cooler 111a. Furthermore, when the refrigerant flows through the U-shaped tube 114a, the pressure change of the refrigerant can be reduced, so that the refrigerant can maintain its original pressure to the maximum extent.

[0145] Specifically, the second heat exchange component 110 also includes a U-shaped tube 114a, which can be a circular or square tube. One end of the U-shaped tube 114a can be connected to the first branch channel 1131a via a threaded connection, welding, or other connection method, and the other end of the U-shaped tube 114a can be connected to the inlet of the second air cooler 112a via a threaded connection, welding, or other connection method. That is, the U-shaped tube 114a can be connected to the second refrigerant pipe 1122a, thereby allowing the inner pipe 11331a to communicate with the second refrigerant pipe 1122a. It should be noted that at the connection between the U-shaped tube 114a and the inner pipe 11331a, the U-shaped tube 114a can seal the outer pipe 11332a, thereby preventing the refrigerant in the outer pipe 11332a from re-entering the U-shaped tube 114a. In this way, the U-shaped tube 114a can be used to guide the high-temperature and high-pressure gaseous refrigerant in the inner tube 11331a into the second refrigerant tube 1122a.

[0146] Please refer to Figure 12. In some embodiments, the second heat exchange component 110 further includes a first flat tube 115a, and the outlet of the second air cooler 112a is connected to the second diversion channel 1132a through the first flat tube 115a.

[0147] Thus, by providing a first flat tube 115a on the second heat exchange component 110, and by connecting the outlet of the second air cooler 112a and the second diversion channel 1132a through the first flat tube 115a, the medium-temperature and high-pressure refrigerant of the second air cooler 112a can re-enter the coaxial tube 1133a for heating through the first flat tube 115a.

[0148] Specifically, the second heat exchange component 110 also includes a first flat tube 115a, which can be elliptical or square. The outlet of the second air cooler 112a and the second branch channel 1132a can be connected through the first flat tube 115a. That is, the second refrigerant pipe 1122a includes an inlet for high-temperature and high-pressure refrigerant and an outlet for medium-temperature and high-pressure refrigerant. The inlet of the second refrigerant pipe 1122a is located at the end away from the U-shaped tube 114a and close to the closed end of the outer tube 11332a. The first flat tube 115a can connect the outlet of the second refrigerant pipe 1122a and the second branch channel 1132a. That is, the second refrigerant pipe 1122a can be connected to the outer tube 11332a of the coaxial tube 1133a through the first flat tube 115a.

[0149] Please refer to Figure 12. In some embodiments, the second heat exchange component 110 further includes a second flat tube 116a, and the second diversion channel 1132a is connected to the inlet of the first air cooler 111a through the second flat tube 116a.

[0150] Thus, the refrigerant pipe also includes a second flat pipe 116a, so that the second branch channel 1132a is connected to the inlet of the first air cooler 111a through the second flat pipe 116a, which can allow the high-temperature and high-pressure refrigerant that has been reheated through the second branch channel 1132a to flow into the first air cooler 111a, thereby increasing the temperature of the refrigerant entering the first air cooler 111a.

[0151] Specifically, the second heat exchange component 110 further includes a second flat tube 116a, which can be elliptical or square. The first refrigerant pipe 1112a contains the inlet for the inflow of high-temperature and high-pressure refrigerant. The inlet of the first refrigerant pipe 1112a is located near the inlet of the coaxial pipe 1133a and can communicate with the second flat tube 116a, thereby enabling the first refrigerant pipe 1112a to communicate with the second branch channel 1132a through the second flat tube 116a, that is, the first refrigerant pipe 1112a can communicate with the outer tube 11332a of the coaxial pipe 1133a through the second flat tube 116a.

[0152] Referring to Figure 12, in some embodiments, the second heat exchange component 110 further includes a refrigerant pipe clamp 117a, which is used to fix the coaxial pipe 1133a and the first refrigerant pipe 1112a.

[0153] Thus, by providing a refrigerant pipe pressure plate 117a on the second heat exchange component 110, and allowing the coaxial pipe 1133a and the first refrigerant pipe 1112a to pass through the refrigerant pipe pressure plate 117a, the refrigerant pipe pressure plate 117a can fix the coaxial pipe 1133a between the first air cooler 111a and the second air cooler 112a, making the structure of the second heat exchange component 110 compact and reducing the space occupied by the second heat exchange component 110.

[0154] Specifically, the refrigerant pipe also includes a refrigerant pipe clamping plate 117a, which can be rectangular in shape. Two through holes are formed on the refrigerant pipe clamping plate 117a, the diameters of which are respectively adapted to the diameters of the coaxial pipe 1133a and the second refrigerant pipe 1122a, so that the coaxial pipe 1133a and the second refrigerant pipe 1122a pass through the two through holes, thereby securing the coaxial pipe 1133a and the second refrigerant pipe 1122a.

[0155] Please refer to Figures 12 and 14. The second heat exchange component 110 in this embodiment includes the second heat exchange component 110 and compressor 111 proposed in the above embodiments.

[0156] Specifically, the vehicle air conditioning system 100 can be used to dissipate heat from components, spaces, etc. that require heat dissipation. The vehicle air conditioning system 100 includes a second heat exchange component 110, a compressor 111, an electronic expansion valve 13a, an evaporator 14a, and a gas-liquid separator 15a. The first air cooler 111a and the evaporator 14a are connected through the electronic expansion valve 13a, and the evaporator 14a is connected to the inlet of the compressor 111 through the gas-liquid separator 15a. The compressor 111 can compress low-temperature, low-pressure refrigerant into high-temperature refrigerant and deliver the high-temperature, high-pressure refrigerant to the second heat exchange component 110; the electronic expansion valve 13a can throttle and reduce the pressure of the flowing high-temperature, high-pressure refrigerant into medium-temperature, low-pressure refrigerant and connect it to the evaporator 14a and the first air cooler 111a in the second heat exchange component 110; the evaporator 14a can evaporate the liquid refrigerant into a gaseous state and send the gaseous refrigerant to the gas-liquid separator 15a; the gas-liquid separator 15a can separate the gaseous refrigerant and the liquid refrigerant and send the gaseous refrigerant to the compressor 111.

[0157] Please refer to Figures 12 and 15. The vehicle 1000 of this application embodiment includes the heat exchange component proposed in the above embodiments and / or the vehicle air conditioning system 100 proposed in the above embodiments.

[0158] Specifically, the vehicle 1000 includes an air conditioning unit 20a and a power battery system 30a. The air conditioning unit 20a is used to heat the passenger compartment of the vehicle 1000; the power battery system 30a provides power for the vehicle 1000's operation. According to the second heat exchange component 110 and heat exchanger system of this application embodiment, the efficiency of heat generation in the passenger compartment can be improved, quickly raising the temperature inside the compartment to a preset temperature in cold environments, or it can exchange heat with the coolant of the power battery system 30a to heat the power battery system 30a.

[0159] For example, when the vehicle 1000 is in a cold environment, it is necessary to start the air conditioning unit 20a to heat the cold air and to heat the power battery system 30a inside the vehicle 1000. At this time, the second heat exchange component 110 is in a condensation working state, that is, the cold air in the second heat exchange component 110 needs to exchange heat with the high-temperature and high-pressure gaseous refrigerant in the air cooler, and the resulting warm air is sent into the passenger compartment to exchange heat with the coolant of the power battery system 30a to heat the battery. The high-temperature, high-pressure gaseous refrigerant first flows from the inner tube 11331a of the coaxial tube 1133a into the second refrigerant tube 1122a. After passing through the second refrigerant tube 1122a, the high-temperature, high-pressure gaseous refrigerant exchanges heat with the low-temperature air in the second heat exchange channel 1121a and becomes a medium-temperature, high-pressure gaseous refrigerant. Then, the medium-temperature, high-pressure gaseous refrigerant flows from the second refrigerant tube 1122a into the outer tube 11332a and exchanges heat with the high-temperature, high-pressure gaseous refrigerant in the inner tube 11331a. After being heated back to high-temperature, high-pressure gaseous refrigerant, it flows into the first refrigerant tube 1112a. Finally, it exchanges heat with the low-temperature air in the first heat exchange channel 1111a in the first refrigerant tube 1112a.

[0160] It should be noted that, for the above-described embodiments of the vehicle air conditioning system 100 and vehicle 1000, for the sake of simplicity, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential to this application.

[0161] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps is not limited to the steps listed, but may optionally include steps not listed, or may optionally include other steps inherent to these processes, methods, products, or apparatuses.

[0162] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0163] Although this application has been described herein in conjunction with various embodiments, those skilled in the art, by reviewing the accompanying drawings, the disclosure, and the appended claims, will understand and implement other variations of the disclosed embodiments in carrying out this application. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude multiple instances. While different dependent claims may recite certain measures, this does not imply that these measures cannot be combined to produce a good effect.

[0164] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principle and implementation method of an in-vehicle air conditioning system and vehicle of this application. The descriptions of the embodiments above are intended to help understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation method and application scope based on the idea of ​​an in-vehicle air conditioning system and vehicle of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0165] Those skilled in the art will recognize that, in one or more of the examples above, the functions described in this application can be implemented using hardware, software, firmware, or any combination thereof. When implemented in software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or codes on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transmission of a computer program from one place to another. Storage media can be any available medium accessible to a general-purpose or special-purpose computer.

[0166] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above description is only a specific embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solution of this application should be included within the scope of protection of this application.

Claims

1. A vehicle air conditioning system (100), wherein, The vehicle air conditioning system (100) includes: A heating circuit (10) configured to heat the passenger compartment (40a) of the vehicle (1000) and / or the power battery system (30a) of the vehicle (1000); and A cooling circuit (20) configured to cool the passenger compartment (40a) and / or the power battery system (30a); The heating circuit (10) and the cooling circuit (20) are independent of each other, and both the heating circuit (10) and the cooling circuit (20) pass through the passenger compartment (40a) and the power battery system (30a) of the vehicle (1000).

2. The vehicle air conditioning system (100) according to claim 1, wherein, The vehicle air conditioning system (100) also includes a first controller (101); The heating circuit (10) includes at least a heating device (102), a first circulation branch (11), and a second circulation branch (12). The heating device (102) is connected to the first controller (101). One end of the first circulation branch (11) and one end of the second circulation branch (12) are both connected to one end of the heating device (102). The other end of the first circulation branch (11) and the other end of the second circulation branch (12) are both connected to the other end of the heating device (102). The first circulation branch (11) passes through the passenger compartment (40a), and the second circulation branch (12) passes through the power battery system (30a).

3. The vehicle air conditioning system (100) according to claim 2, wherein, The first controller (101) is configured to, upon receiving a first heating request from the second controller of the vehicle (1000), control the heating device (102) to generate heat and cause the first refrigerant flowing in the heating circuit (10) to flow through the first circulation branch (11) to carry the heat generated by the heating device (102) to the passenger compartment (40a) via the first refrigerant; and / or, The first controller (101) is also configured to, if a second heating request is received from the power battery system (30a), control the heating device (102) to generate heat and cause the first refrigerant to flow through the second circulation branch (12) so as to carry the heat generated by the heating device (102) to the power battery system (30a) through the first refrigerant.

4. The vehicle air conditioning system (100) according to claim 3, wherein, The first circulation branch (11) includes at least a first valve (103), and the second circulation branch (12) includes at least a second valve (104). The first valve (103) and the second valve (104) are respectively connected to the first controller (101).

5. The vehicle air conditioning system (100) according to claim 4, wherein, The first controller (101) is also configured to, upon receiving the first heating request, open the first valve (103) and close the second valve (104) such that the first refrigerant flows through the first circulation branch (11) and not through the second circulation branch (12); or, The first controller (101) is also configured to, upon receiving the second heating request, open the second valve (104) and close the first valve (103) so that the first refrigerant flows through the second circulation branch (12) and not through the first circulation branch (11); or, The first controller (101) is also configured to open the first valve (103) and the second valve (104) if it receives the first heating request and the second heating request, so that the first refrigerant flows through the first circulation branch (11) and the second circulation branch (12).

6. The vehicle air conditioning system (100) according to claim 3, wherein, The refrigeration circuit (20) includes at least a refrigeration device (106), a third circulation branch (21), and a fourth circulation branch (22). The refrigeration device (106) is connected to the first controller (101). One end of the third circulation branch (21) and one end of the fourth circulation branch (22) are both connected to one end of the refrigeration device (106). The other end of the third circulation branch (21) and the other end of the fourth circulation branch (22) are both connected to the other end of the refrigeration device (106). The third circulation branch (21) passes through the passenger compartment (40a), and the fourth circulation branch (22) passes through the power battery system (30a).

7. The vehicle air conditioning system (100) according to claim 6, wherein, The first controller (101) is also configured to, upon receiving a first cooling request from a second controller of the vehicle (1000), control the cooling device (106) to generate heat and cause the second refrigerant flowing in the cooling circuit (20) to flow through the third circulation branch (21) to carry the heat generated by the cooling device (106) to the passenger compartment (40a) via the second refrigerant; and / or, The first controller (101) is also configured to, if it receives a second cooling request from the power battery system (30a), control the cooling device (106) to generate heat and cause the second refrigerant to flow through the fourth circulation branch (22) so as to carry the heat generated by the cooling device (106) to the power battery system (30a) through the second refrigerant.

8. The vehicle air conditioning system (100) according to claim 7, wherein, The third circulation branch (21) includes at least a third valve (107), and the fourth circulation branch (22) includes at least a fourth valve (108). The third valve (107) and the fourth valve (108) are respectively connected to the first controller (101).

9. The vehicle air conditioning system (100) according to claim 8, wherein, The first controller (101) is also configured to, upon receiving the first cooling request, open the third valve (107) and close the fourth valve (108) so that the second refrigerant flows through the third circulation branch (21) but not through the fourth circulation branch (22); or, The first controller (101) is also configured to, upon receiving the second cooling request, open the fourth valve (108) and close the third valve (107) so that the second refrigerant flows through the fourth circulation branch (22) and not through the third circulation branch (21); or, The first controller (101) is also configured to open the third valve (107) and the fourth valve (108) if it receives the first cooling request and the second cooling request, so that the second refrigerant flows through the third circulation branch (21) and the fourth circulation branch (22).

10. The vehicle air conditioning system (100) according to any one of claims 7-9, wherein, The first circulation branch (11) includes at least a first valve (103) and a first heat exchange component (109). One end of the first heat exchange component (109) is connected to one end of the heating device (102), and the other end of the first heat exchange component (109) is connected to one end of the first valve (103). The other end of the first valve (103) is connected to the other end of the heating device (102). The first heat exchange component (109) is configured to absorb the heat generated by the heating device (102) and carry the absorbed heat to the crew compartment (40a).

11. The vehicle air conditioning system (100) according to any one of claims 7-9, wherein, The refrigeration device (106) includes: a second heat exchange component (110) and a compressor (111). One end of the second heat exchange component (110) is connected to one end of the third circulation branch (21), and the other end of the second heat exchange component (110) is connected to one end of the compressor (111). The other end of the compressor (111) is connected to the other end of the third circulation branch (21). The compressor (111) is configured to deliver compressed second refrigerant to the second heat exchange component (110) if the first cooling request and / or the second cooling request is received. The second heat exchange component (110) is configured to absorb the heat of the compressed second refrigerant.

12. The vehicle air conditioning system (100) according to claim 11, wherein, The second heat exchange component (110) includes a heat exchange element (113a), a first air cooler (111a), and a second air cooler (112a). The heat exchange element (113a) forms a first branch channel (1131a) and a second branch channel (1132a) that are thermally coupled to each other. The outlet of the compressor (111) of the vehicle air conditioning system (100) is connected to the inlet of the second air cooler (112a) through the first branch channel (1131a), and the outlet of the second air cooler (112a) is connected to the inlet of the first air cooler (111a) through the second branch channel (1132a).

13. The vehicle air conditioning system (100) according to claim 12, wherein, The heat exchanger (113a) includes a coaxial tube (1133a), which includes an inner tube (11331a) and an outer tube (11332a). The first flow channel (1131a) is formed in the inner tube (11331a), and the second flow channel (1132a) is formed in the outer tube (11332a).

14. The vehicle air conditioning system (100) according to any one of claims 12-13, wherein, The heat exchanger (113a) includes a coaxial tube (1133a), which includes an inner tube (11331a) and an outer tube (11332a). The first air cooler (111a) includes a first heat exchange channel (1111a) and a first refrigerant pipe (1112a) surrounding the first heat exchange channel (1111a). The first refrigerant pipe (1112a) is connected to the outer tube (11332a). The second air cooler (112a) includes a second heat exchange channel (1121a) and a second refrigerant pipe (1122a) surrounding the second heat exchange channel (1121a). The second refrigerant pipe (1122a) is connected to the inner tube (11331a).

15. The vehicle air conditioning system (100) according to claim 13 or 14, wherein, The second heat exchange component (110) also includes a refrigerant pipe clamp (117a), which is used to fix the coaxial pipe (1133a).

16. The vehicle air conditioning system (100) according to any one of claims 12-15, wherein, The second heat exchange component (110) also includes a U-shaped tube (114a), through which the first diversion channel (1131a) and the inlet of the second air cooler (112a) are connected.

17. The vehicle air conditioning system (100) according to any one of claims 12-16, wherein, The second heat exchange component (110) further includes a first flat tube (115a), and the outlet of the second air cooler (112a) is connected to the second diversion channel (1132a) through the first flat tube (115a).

18. The vehicle air conditioning system (100) according to any one of claims 12-17, wherein, The second heat exchange component (110) further includes a second flat tube (116a), and the second branch channel (1132a) is connected to the inlet of the first air cooler (111a) through the second flat tube (116a).

19. The vehicle air conditioning system (100) according to any one of claims 12-18 further includes an electronic expansion valve (13a), an evaporator (14a) and a gas-liquid separator (15a), wherein the first air cooler (111a) and the evaporator (14a) are connected through the electronic expansion valve (13a), and the evaporator (14a) is connected to the inlet of the compressor (111) through the gas-liquid separator (15a).

20. The vehicle air conditioning system (100) according to any one of claims 12-19, further comprising an air conditioning unit (20a); The air that has exchanged heat with the second air cooler (112a) is adapted to exchange heat with the air in the air conditioning unit (20a) to heat the passenger compartment (40a) of the vehicle (1000).

21. The vehicle air conditioning system (100) according to any one of claims 12-20, wherein, The air that has exchanged heat with the second air cooler (112a) is suitable for exchanging heat with the coolant of the power battery system (30a) to heat the power battery system (30a).

22. The vehicle air conditioning system (100) according to any one of claims 10-21, wherein, The second circulation branch (12) includes at least a second valve (104) and a one-way valve (105). The inlet end of the one-way valve (105) is connected to one end of the second valve (104), and the outlet end of the one-way valve (105) is connected to the other end of the heating device (102).

23. The vehicle air conditioning system (100) according to claim 22, wherein, The heating circuit (10) further includes a third heat exchange component (112), one end of which is connected to the other end of the first circulation branch (11), and the other end of which is connected to the other end of the heating device (102). The third heat exchange component (112) is configured to absorb the heat generated by the motor system of the vehicle (1000) and heat the first refrigerant.

24. A vehicle (1000) comprising an on-board air conditioning system (100) as claimed in any one of claims 1-23.

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