Automobile air conditioning system and automobile
By introducing a separate design for the dehumidification impeller and the heating core in the automotive air conditioning system, the problems of high energy consumption and evaporator condensation in traditional automotive air conditioning systems are solved, achieving efficient energy management and dehumidification effect.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- YINWANG INTELLIGENT TECHNOLOGIES CO LTD
- Filing Date
- 2024-12-16
- Publication Date
- 2026-06-25
AI Technical Summary
In traditional automotive air conditioning systems, the evaporator needs to handle both latent heat and sensible heat loads simultaneously, resulting in high energy consumption and a tendency for condensation to form on the evaporator surface, producing an unpleasant odor.
The dehumidification impeller and the warm air core are used to handle latent heat and sensible heat loads separately. The evaporator mainly handles the sensible heat load, while the warm air core is used to heat and regenerate the dehumidification impeller. The structural design is simplified and energy consumption is reduced.
It achieves separate processing of latent heat and sensible heat load, reduces energy consumption, reduces the risk of evaporator condensation, and improves dehumidification efficiency and vehicle range.
Smart Images
Figure CN2024139657_25062026_PF_FP_ABST
Abstract
Description
Automotive air conditioning systems and automobiles Technical Field
[0001] This application relates to the field of vehicle technology, specifically to an automotive air conditioning system and an automobile. Background Technology
[0002] Air conditioning units are widely used in automobiles to provide a suitable temperature environment in the passenger cabin, meeting passengers' needs for cooling, heating, or dehumidification. Traditional automotive air conditioning units use evaporators for cooling and dehumidification. The evaporator must simultaneously handle both the latent heat and sensible heat loads of the air intake, resulting in high energy consumption. Especially in heating and dehumidification operations, the air intake needs to be cooled and dehumidified before being heated, leading to energy waste and affecting the vehicle's mileage. Furthermore, using evaporators for dehumidification easily causes condensation on the evaporator surface, leading to bacterial growth and unpleasant odors. Summary of the Invention
[0003] In view of this, this application provides an automotive air conditioning system and an automobile to solve the problems of high energy consumption and odor caused by the use of evaporators for cooling and dehumidification in traditional automotive air conditioning systems.
[0004] The first aspect of this application provides an automotive air conditioning system, including an air handling channel, a regeneration channel, a first driving device, an evaporator, a dehumidifying impeller, and a heater core. The first driving device is disposed in the air handling channel and is used to drive the air flow within the air handling channel. The evaporator is disposed in the air handling channel and is used to cool the air within the air handling channel. At least a portion of the dehumidifying impeller is disposed in the air handling channel, and at least another portion of the dehumidifying impeller is disposed in the regeneration channel. The dehumidifying impeller is used to dehumidify the air within the air handling channel. At least a portion of the heater core is disposed in the air handling channel, and at least another portion of the heater core is disposed in the regeneration channel. The heater core is used to heat the air within the air handling channel and the regeneration channel. The heater core and the dehumidifying impeller are arranged sequentially along the air flow direction within the regeneration channel.
[0005] In this application, after air from the external environment or the passenger cabin enters the air handling duct, it can be dehumidified by a dehumidifying wheel to handle the latent heat load, and cooled by an evaporator to handle the sensible heat load, thus achieving separate handling of latent and sensible heat loads. The evaporator is primarily used to handle the sensible heat load, and its evaporation temperature can be set relatively high, thereby improving the energy efficiency of the automotive air conditioning system and reducing its energy consumption. Furthermore, the high evaporation temperature makes condensation less likely on the evaporator surface, reducing the risk of bacterial growth and minimizing odors.
[0006] In addition, since the evaporator is mainly used to handle the sensible heat load in the air, it can be controlled to operate during refrigeration and dehumidification or refrigeration conditions to lower the temperature of the air passing through it; and it can be controlled to not operate during heating and dehumidification or heating conditions to prevent the temperature of the air passing through it from dropping. This reduces the energy consumption and time required for the subsequent heater core to heat the air in the air handling channel, further reducing the energy consumption of the vehicle's thermal management system and improving the heating efficiency of the cabin.
[0007] Furthermore, at least a portion of the heater core is disposed within the air handling channel, and at least another portion is disposed within the regeneration channel. This allows the heater core to heat the air within the air handling channel while simultaneously heating the air in the regeneration channel, utilizing its heat to regenerate the dehumidifier impeller. This further reduces the energy consumption of the automotive air conditioning system and improves the vehicle's range. Moreover, the automotive air conditioning system of this application enables the reuse of the heater core, eliminating the need for an additional heating device in the regeneration channel. This improves the utilization efficiency of the heater core, reduces the structural complexity of the automotive air conditioning system, and lowers manufacturing costs.
[0008] In one possible design, the regeneration channel is located outside the air handling channel, the regeneration channel has a regeneration inlet and a regeneration outlet, the regeneration inlet and the regeneration outlet are connected to the external environment, and the warm air core is located between the regeneration inlet and the dehumidification impeller.
[0009] In this structure, air from the external environment enters the regeneration channel through the regeneration inlet. It is first heated by the warm air core before passing through the dehumidifying impeller. This ensures that the air in the regeneration channel carries away the moisture from the dehumidifying impeller, which is then discharged into the external environment through the regeneration outlet, thus regenerating the dehumidifying impeller. Furthermore, the regeneration channel and the air handling channel do not interfere with each other. When the automotive air conditioning system does not require dehumidification, it is only necessary to stop the dehumidifying impeller from operating, reducing the structural complexity and control difficulty of the automotive air conditioning system.
[0010] In one possible design, the regeneration channel is located outside the air handling channel, the regeneration channel has a regeneration inlet and a regeneration outlet, the regeneration inlet is connected to the air handling channel, the regeneration outlet is connected to the external environment, and the warm air core is located between the regeneration inlet and the dehumidification impeller.
[0011] In this structure, air from the air handling channel enters the regeneration channel through the regeneration inlet. It is first heated by the heater core before passing through the dehumidifier impeller. This ensures that the air in the regeneration channel carries away moisture from the dehumidifier impeller and is then discharged to the external environment through the regeneration outlet, thus regenerating the dehumidifier impeller. Simultaneously, the regeneration channel is connected to the air handling channel. A portion of the air in the air handling channel can enter the regeneration channel through the regeneration inlet under the drive of the first drive device, thereby driving the airflow within the regeneration channel. This eliminates the need for a separate drive device, further reducing the structural complexity of the automotive air conditioning system and lowering costs. Furthermore, during heating and dehumidification operation, the air heated by the heater core in the air handling channel can enter the regeneration channel through the regeneration inlet, reducing the energy consumption and time required for the heater core to heat the air in the regeneration channel, further reducing the energy consumption of the automotive thermal management system and improving the heating efficiency of the air in the regeneration channel.
[0012] In one possible design, the automotive air conditioning system further includes a second drive unit disposed within the regeneration channel. This second drive unit drives the airflow within the regeneration channel, allowing air from the external environment to enter through the regeneration inlet and simultaneously allowing the humid air that has carried away moisture from the dehumidifying impeller to exit through the regeneration outlet, thus ensuring the regeneration effect of the dehumidifying impeller. When the automotive air conditioning system has no dehumidification requirement, the second drive unit can be stopped to further reduce energy consumption, and the control is simple and convenient.
[0013] In one possible design, the regeneration channel includes a first channel and a second channel that are interconnected. The first channel is located inside the air handling channel, and the second channel is located outside the air handling channel. The first channel has a regeneration inlet that is connected to the air handling channel, and the second channel has a regeneration outlet that is connected to the external environment. At least a portion of the warm air core is located in the first channel, at least a portion of the dehumidifying impeller is located in the second channel, and the regeneration inlet is located between the dehumidifying impeller and the warm air core.
[0014] In this structure, after the air in the air handling channel is dehumidified by the dehumidifying rotor, a portion of the dry air can enter the first channel through the regeneration inlet and be heated by the warm air core. This ensures that the dry air entering the second channel has a higher temperature, thus better removing moisture from the dehumidifying rotor and allowing it to be discharged into the external environment through the regeneration outlet, improving the regeneration effect of the dehumidifying rotor. Simultaneously, the first channel is connected to the air handling channel, allowing a portion of the air in the air handling channel to enter the first channel through the regeneration inlet under the drive of the first drive device. This drives the airflow within the regeneration channel, eliminating the need for a separate drive device and further reducing the structural complexity of the automotive air conditioning system, thereby lowering costs.
[0015] In one possible design, the regeneration channel has a first opening for connecting the first channel and the second channel, the warm air core is disposed between the regeneration inlet and the first opening, and the regeneration channel has a second regeneration damper for opening or closing the first opening.
[0016] When the automotive air conditioning system requires dehumidification, the second regeneration damper can be controlled to open the first opening. The heater core is positioned between the regeneration inlet and the first opening, ensuring that the air entering the first channel is first heated by the heater core before entering the second channel through the first opening. This further ensures that the dry air entering the second channel has a higher temperature, thus better removing moisture from the dehumidification impeller and improving its regeneration efficiency. When the automotive air conditioning system does not require dehumidification, the second regeneration damper can be controlled to close the first opening, preventing treated air in the air handling channel from being discharged into the external environment through the first opening, thus avoiding energy waste and further reducing energy consumption. Simultaneously, the first channel can be connected to the air handling channel, allowing the heater core in the first channel to continue heating the air in the air handling channel, improving the cabin's heating efficiency and further reusing the heater core, increasing its utilization rate and efficiency. This structure is simple, easy to control, and can further reduce costs.
[0017] In one possible design, a second opening is provided in the regeneration channel, which is used to connect the first channel and the air handling channel. The second opening is located between the warm air core and the first opening. The regeneration channel is provided with a third regeneration damper, which is used to open or close the second opening.
[0018] When the automotive air conditioning system does not require dehumidification, the third regeneration damper can be controlled to open the second opening, allowing the air heated by the warm air core in the first channel to continue to be discharged through the second opening. This facilitates rapid mixing with the air in the air handling channel, achieving temperature regulation and improving temperature control efficiency. When the automotive air conditioning system requires dehumidification, the third regeneration damper can be controlled to close the second opening. This prevents the heated air from being discharged through the second opening, allowing it to enter the second channel through the first opening. This further ensures that the dry air entering the second channel has a higher temperature, thus better removing moisture from the dehumidification impeller and improving its regeneration effect. This structure is simple, easy to control, and can further reduce costs.
[0019] In one possible design, the regeneration channel is provided with a first opening and a second opening; the first opening is used to connect the first channel and the second channel, the second opening is used to connect the first channel and the air handling channel, the second opening is located between the warm air core and the first opening, and the regeneration channel is provided with a fourth regeneration damper, the fourth regeneration damper is used to switch between the first opening and the second opening to close the first opening or the second opening.
[0020] When the automotive air conditioning system requires dehumidification, the fourth regenerative damper can be controlled to close the second opening, thus preventing air heated by the heater core in the first channel from escaping through the second opening. Simultaneously, the first opening opens, allowing the heated air to enter the second channel, further ensuring the incoming dry air has a higher temperature. When the automotive air conditioning system does not require dehumidification, the fourth regenerative damper can be controlled to close the first opening, allowing air heated by the heater core in the first channel to continue escaping through the second opening. This facilitates rapid mixing with the air in the air handling channel, achieving temperature regulation and fully utilizing the heater core to heat the air in the air handling channel, improving temperature regulation efficiency. Simultaneously, the second opening opens, preventing treated air in the air handling channel from being discharged into the external environment through the first opening, thus reducing energy waste and further lowering energy consumption. In this structure, the fourth regenerative damper can simultaneously control the opening and closing of the first and second openings to meet multiple functional requirements of the automotive air conditioning system, making control more convenient and further reducing the structural complexity and cost of the automotive air conditioning system.
[0021] In one possible design, the regeneration channel is provided with a first regeneration damper, which is used to open or close the regeneration inlet.
[0022] When the automotive air conditioning system requires dehumidification, the first regeneration damper can be controlled to open the regeneration inlet, allowing air from the air handling duct to enter the regeneration duct and regenerate the dehumidification impeller. When the automotive air conditioning system does not require dehumidification, the first regeneration damper can be controlled to close the regeneration inlet, thus preventing treated air from being discharged into the external environment through the regeneration inlet and wasting energy, further reducing energy consumption.
[0023] In one possible design, the dehumidifying impeller, the evaporator, and the warm air core are arranged sequentially along the air flow direction within the air handling channel.
[0024] In this structure, the air entering the air handling channel can first be dehumidified by the dehumidifying wheel to form dry air, and then cooled by the evaporator and / or heated by the warm air core, thereby further reducing the risk of condensation on the evaporator surface and making it less likely to produce odors.
[0025] In one possible design, the evaporator, the dehumidifying impeller, and the warm air core are arranged sequentially along the air flow direction within the air handling channel.
[0026] In this structure, the air entering the air handling duct is first cooled by an evaporator, then dehumidified by a dehumidifying rotor. The dehumidified air is then heated by a heater core or directly delivered into the cabin through the duct outlet. Because the air temperature decreases and its relative humidity increases after passing through the evaporator, the dehumidification efficiency of the dehumidifying rotor is improved when the cooled air is dehumidified, thus enhancing the overall dehumidification efficiency of the cabin.
[0027] In one possible design, the automotive air conditioning system further includes a temperature damper disposed in the air handling duct. The temperature damper is used to regulate the flow rate of air passing through the heater core in the air handling duct, so that when the heater core is working, part or all of the air in the air handling duct is heated by the heater core. The unheated air and the heated air are mixed before the outlet of the air handling duct, thereby obtaining air at the required temperature, achieving temperature regulation, and providing a suitable temperature environment for the passenger cabin.
[0028] In one possible design, the heating core is at least one of a condenser or an electric heater to ensure that the heating core has the function of heating air and to improve the design freedom of the automotive air conditioning system.
[0029] In one possible design, the air handling duct includes a duct inlet and a duct outlet, the duct inlet being connected to the external environment and / or the cabin exhaust vent, and the duct outlet including at least one air outlet, at least one of the air outlets being connected to a corresponding cabin air inlet.
[0030] The air handling duct inlet connects to the external environment and / or the cabin exhaust vent, allowing air from the outside environment and / or the cabin to enter the air handling duct for dehumidification, cooling, or heating. At least one air handling duct outlet connects to the cabin air inlet, allowing the treated air in the air handling duct to enter the cabin to meet passengers' needs for dehumidification, cooling, or heating.
[0031] In one possible design, the automotive air conditioning system also includes a filter element disposed within the air handling passage.
[0032] The filter element can filter out impurities in the air handling channel, preventing impurities from accumulating in the air handling channel and causing blockages in the dehumidification impeller, evaporator, heater core, and channel outlet. This facilitates the cleaning and maintenance of the automotive air conditioning system and improves the reliability of the automotive air conditioning system.
[0033] A second aspect of this application provides a vehicle, which includes a passenger cabin and the vehicle air conditioning system described in any of the above embodiments, and the vehicle air conditioning system is connected to the passenger cabin. Since the vehicle air conditioning system has the above-mentioned technical effects, the vehicle including this vehicle air conditioning system should also possess the above-mentioned technical effects, and will not be described further here.
[0034] It should be understood that the above general description and the following detailed description are merely exemplary and do not limit this application. Attached Figure Description
[0035] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0036] Figure 1 is a structural schematic diagram of a car provided in an embodiment of this application;
[0037] Figure 2 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in a specific embodiment;
[0038] Figure 3 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0039] Figure 4 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0040] Figure 5 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0041] Figure 6 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0042] Figure 7 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0043] Figure 8 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0044] Figure 9 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment;
[0045] Figure 10 is a schematic diagram of the automotive air conditioning system provided in this application in another specific embodiment;
[0046] Figure 11 is a schematic diagram of the automotive air conditioning system provided in this application in another specific embodiment;
[0047] Figure 12 is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0048] Reference numerals: 100-Automobile; 10-Automobile air conditioning system; 1-Air handling duct; 11-Channel inlet; 12-Channel outlet; 121-First air outlet; 122-Second air outlet; 123-Third air outlet; 124-First damper; 125-Second damper; 126-Third damper; 2-Regeneration duct; 2a-First duct; 2b-Second duct; 21-Regeneration inlet; 22-Regeneration outlet; 23-First opening; 24-Second opening; 25-First regeneration damper; 26-Second regeneration damper; 27-Third regeneration damper; 28-Fourth regeneration damper; 3-First drive unit; 4-Evaporator; 5-Dehumidifier impeller; 6-Heat air core; 7-Second drive unit; 8-Temperature damper; 9-Filter element; 20-Passenger cabin.
[0049] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. Detailed Implementation
[0050] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0051] In the description of this application, unless otherwise expressly specified and limited, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; unless otherwise specified or explained, the term "multiple" refers to two or more; the terms "connected," "fixed," etc., should be interpreted broadly. For example, "connected" can be a fixed connection, a detachable connection, an integral connection, or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0052] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.
[0053] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.
[0054] Air conditioning units are widely used in automobiles to provide a suitable temperature environment in the passenger cabin, meeting the cooling, heating, or dehumidification needs of passengers. In traditional automobile air conditioning units, evaporators are used for cooling and dehumidification. The evaporator must simultaneously handle the latent heat load and sensible heat load of the air intake.
[0055] Latent heat, short for latent heat of phase change, refers to the heat absorbed or released per unit mass of a substance during a phase change to another under isothermal and isobaric conditions. Latent heat load refers to the cooling load required to remove latent heat, primarily the load related to water vapor condensation in moist air, such as the cooling load required for dehumidification. Sensible heat, on the other hand, refers to the heat that, when added or removed, causes a change in the temperature of a substance without a phase change. Sensible heat load refers to the cooling load required to remove sensible heat, primarily the load that causes a temperature change, such as the cooling load required for cooling.
[0056] When using an evaporator for dehumidification, the evaporation temperature needs to be set relatively low to ensure effective dehumidification, exceeding the cooling load required for cooling, resulting in high dehumidification energy consumption. Especially in heating dehumidification mode, the air intake needs to be cooled and dehumidified before being heated, leading to energy waste and affecting the vehicle's mileage. Furthermore, using an evaporator for dehumidification easily causes condensation on the evaporator surface, leading to bacterial growth and unpleasant odors.
[0057] To address the aforementioned technical problems, this application provides an automotive air conditioning system that can be applied to various types of vehicles, without limiting the types of vehicles to this application.
[0058] Please refer to Figure 1, which is a schematic diagram of the structure of a car provided in an embodiment of this application.
[0059] As shown in Figure 1, the car 100 includes a passenger cabin 20 and a car air conditioning system 10. The car air conditioning system 10 is connected to the passenger cabin 20 and can regulate the humidity and temperature in the passenger cabin 20 to provide a suitable temperature environment for the passenger cabin 20 and meet the needs of passengers for dehumidification, cooling or heating.
[0060] Please refer to Figure 2, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in a specific embodiment.
[0061] As shown in Figure 2, the automotive air conditioning system 10 includes an air handling channel 1, a regeneration channel 2, a first drive unit 3, an evaporator 4, a dehumidifying impeller 5, and a heating core 6.
[0062] As shown in Figure 2, the air handling duct 1 includes a duct inlet 11 and a duct outlet 12. The duct inlet 11 connects to the external environment and / or the cabin exhaust vent, allowing air from the external environment and / or the cabin to enter the air handling duct 1 for dehumidification, cooling, or heating. The duct outlet 12 connects to the cabin air inlet, allowing the treated air from the air handling duct 1 to enter the cabin, meeting the passengers' needs for dehumidification, cooling, or heating.
[0063] Further, as shown in Figure 2, the passageway outlet 12 includes at least one air outlet, which is connected to a corresponding air inlet in the passenger cabin. Exemplarily, in the specific embodiment shown in Figure 2, the passageway outlet 12 includes three air outlets: a first air outlet 121, a second air outlet 122, and a third air outlet 123. These outlets can be connected to multiple corresponding air inlets in the passenger cabin, allowing air from the air handling passageway 1 to be blown into the passenger cabin through the corresponding outlets, thus regulating the cabin environment and achieving different functions. For example, the first air outlet 121 can be connected to the passenger cabin as a defrosting vent for defrosting car windows; the second air outlet 122 can be used as a face vent; and the third air outlet 123 can be used as a foot vent, etc., to meet different passenger needs. Of course, in some other embodiments, the number of air outlets in the passageway outlet 12 can also be one, two, four, five, six, etc., and can be set according to actual needs, without limitation here.
[0064] Furthermore, as shown in Figure 2, dampers can be installed at the air outlets. For example, corresponding first dampers 124, second dampers 125, and third dampers 126 can be installed at the first air outlet 121, the second air outlet 122, and the third air outlet 123, so that the air conditioning controller of the vehicle air conditioning system 10 can control the opening or closing of the first air outlet 121, the second air outlet 122, and the third air outlet 123 through the first dampers 124, the second dampers 125, and the third dampers 126, thereby facilitating the adjustment of the air outlet direction of the vehicle air conditioning system 10 and the air volume distribution between different air outlets.
[0065] As shown in Figure 2, the first driving device 3 is disposed in the air handling channel 1 and is used to drive the airflow within the air handling channel 1. The first driving device 3 can be controlled by an air conditioning controller, which is simple and convenient. Specifically, the first driving device 3 can be a fan, blower, or regular fan. In this embodiment, the first driving device 3 is a blower to ensure effective airflow within the air handling channel 1. Of course, the first driving device 3 can also be other devices with driving mechanisms; the specific configuration can be determined according to actual needs and is not limited here.
[0066] As shown in Figure 2, at least a portion of the dehumidifying rotor 5 is disposed in the air handling channel 1, thereby adsorbing moisture from the air in the air handling channel 1 for dehumidification, making the air delivered into the cabin through the channel outlet 12 drier, thus achieving the dehumidification function of the cabin. At least another portion of the dehumidifying rotor 5 is disposed in the regeneration channel 2, so that the air in the regeneration channel 2 can pass through at least a portion of the dehumidifying rotor 5 during its flow, carrying away some of the moisture on the dehumidifying rotor 5, preventing the dehumidifying rotor 5 from becoming saturated with moisture, completing the regeneration of the dehumidifying rotor 5, and thus maintaining the high-efficiency dehumidification capacity of the dehumidifying rotor 5.
[0067] The dehumidification impeller 5 can employ solid adsorption or liquid absorption dehumidification methods. Of course, other methods can also be used, which can be configured according to actual needs and are not shown here. Furthermore, the dehumidification impeller 5 can be driven by a motor or other drive device, and the air conditioning controller can control the operating status of the dehumidification impeller 5 via the motor.
[0068] As shown in Figure 2, the evaporator 4 is installed in the air handling passage 1. During the evaporation of the refrigerant inside the evaporator 4, it can absorb heat from the surrounding air, thereby enabling the evaporator 4 to cool the air in the air handling passage 1. The air passing through the evaporator 4 can exchange heat with the evaporator 4 to lower its temperature. The cooled air is then directly sent into the cabin through the passage outlet 12 to form cold air, which can lower the cabin temperature and thus achieve the cooling function of the cabin.
[0069] As shown in Figure 2, at least a portion of the heater core 6 is disposed in the air handling channel 1. During operation, the heater core 6 releases a large amount of heat, thereby heating the air within the air handling channel 1 and raising its temperature. The heated air is then delivered into the passenger cabin through the channel outlet 12, forming hot air and further raising the cabin temperature, thus achieving the cabin heating function. At least another portion of the heater core 6 is disposed in the regeneration channel 2, so that the heater core 6 can also heat the air within the regeneration channel 2, raising its temperature.
[0070] As shown in Figure 2, the regeneration channel 2 includes a regeneration inlet 21 and a regeneration outlet 22. The regeneration inlet 21 is connected to the external environment or air handling channel 11, allowing air from the external environment or air handling channel 11 to enter the regeneration channel. The regeneration outlet 22 is connected to the external environment, allowing the humid air that has carried away moisture from the dehumidifying impeller 5 within the regeneration channel 2 to be discharged, ensuring the regeneration effect of the dehumidifying impeller 5.
[0071] Along the air flow direction in the regeneration channel 2, the warm air core 6 and the dehumidifying impeller 5 are arranged in sequence, so that the air in the regeneration channel 2 can be heated by the warm air core 6 in sequence during the flow, and then pass through the dehumidifying impeller 5, so that the high temperature air can carry away the moisture on the dehumidifying impeller 5, realize the regeneration of the dehumidifying impeller 5, and ensure the dehumidification effect of the car air conditioning system 10.
[0072] In this embodiment, as shown in Figure 2, after the air from the external environment or the cabin enters the air handling channel 1, it can be dehumidified by the dehumidification wheel 5 to handle the latent heat load in the air, and cooled by the evaporator 4 to handle the sensible heat load in the air, thereby realizing the separate handling of latent heat load and sensible heat load.
[0073] The evaporator 4 is mainly used to handle the sensible heat load in the air. The evaporation temperature in the evaporator 4 can be set relatively high, thereby improving the energy efficiency of the automotive air conditioning system 10 and reducing its energy consumption. Furthermore, the high evaporation temperature in the evaporator 4 makes it less prone to condensation on its surface, thus reducing the risk of bacterial growth and minimizing the generation of odors.
[0074] In addition, since the evaporator 4 is mainly used to handle the sensible heat load in the air, the evaporator 4 can be controlled to work during cooling and dehumidification or cooling conditions to reduce the temperature of the air passing through the evaporator 4; during heating and dehumidification or heating conditions, the evaporator can be controlled not to work to prevent the temperature of the air passing through the evaporator 4 from dropping. This reduces the energy consumption and time required for the subsequent heater core 6 to heat the air in the air handling channel 1, further reducing the energy consumption of the automotive thermal management system 10 and improving the heating efficiency of the cabin.
[0075] Furthermore, at least a portion of the heater core 6 is disposed within the air handling channel 1, and at least another portion is disposed within the regeneration channel 2. This allows the heater core 6 to heat the air within the air handling channel 1 during operation, while simultaneously allowing air within the regeneration channel 2 to pass through and be heated by the heat from the heater core 6, thus regenerating the dehumidifier rotor 5. This further reduces the energy consumption of the automotive air conditioning system 10 and improves the vehicle's range. Moreover, the automotive air conditioning system of this application enables the reuse of the heater core 6, eliminating the need for an additional heating device in the regeneration channel 2. This improves the utilization efficiency of the heater core 6, reduces the structural complexity of the automotive air conditioning system 10, and lowers manufacturing costs.
[0076] The evaporation temperature in the evaporator 4 can be controlled by the air conditioner controller according to actual needs, so as to save energy and improve energy efficiency.
[0077] In one specific embodiment, as shown in FIG2, the automotive air conditioning system 10 further includes a filter element 9, which is disposed in the air handling channel 1.
[0078] In this embodiment, as shown in Figure 2, the filter element 9 can filter out impurities in the air in the air handling channel 1, preventing impurities from accumulating in the air handling channel 1 and causing blockage of the dehumidification wheel 5, evaporator 4, heater core 6 and channel outlet 12, which facilitates the cleaning and maintenance of the automotive air conditioning system 10 and improves the reliability of the automotive air conditioning system.
[0079] For example, the filter element 9 can be installed at the channel inlet 11 so that the filter element 9 can pre-filter the air entering the air handling channel 1, so as to avoid the accumulation of impurities on the surface of the subsequent dehumidification wheel 5, evaporator 4 and heater core 6 during the air handling process, thereby further improving the reliability of the automotive air conditioning system 10.
[0080] In one specific embodiment, the automotive air conditioning system 10 may further include a sterilization and disinfection device, which is installed in the air handling duct 1 to sterilize and disinfect the air entering the passenger cabin, thereby ensuring the cleanliness of the air in the passenger cabin and guaranteeing the safety of the passengers in the passenger cabin.
[0081] The sterilization and disinfection device includes at least one of the following: negative ion purifier, ultraviolet sterilization device, and photocatalytic sterilization device. Of course, the sterilization and disinfection device can also be other devices with sterilization and disinfection functions. The specific device can be set according to actual needs and is not limited here.
[0082] In one specific embodiment, as shown in Figure 2, the regeneration channel 2 is located outside the air handling channel 1, and both the regeneration inlet 21 and the regeneration outlet 22 of the regeneration channel 2 are connected to the external environment. The warm air core 6 is located between the regeneration inlet 21 and the dehumidifying impeller 5.
[0083] In this embodiment, as shown in Figure 2, air from the external environment enters the regeneration channel 2 through the regeneration inlet 21. It is first heated by the warm air core 6, and then passes through the dehumidifying impeller 5. This ensures that the air in the regeneration channel 2 can remove moisture from the dehumidifying impeller and discharge it into the external environment through the regeneration outlet 22, thus regenerating the dehumidifying impeller 5. Furthermore, the regeneration channel 2 and the air handling channel 1 do not interfere with each other. When the automotive air conditioning system 10 has no dehumidification requirement, it is only necessary to control the dehumidifying impeller 5 to stop working, which reduces the structural complexity and control difficulty of the automotive air conditioning system 10.
[0084] As shown in Figure 2, a second drive device 7 can be installed in the regeneration channel 2 to drive the airflow within the regeneration channel 2. This allows air from the external environment to enter the regeneration channel 2 through the regeneration inlet 21, while simultaneously allowing the humid air that has carried away moisture from the dehumidifying impeller 5 to exit through the regeneration outlet 22, ensuring the regeneration effect of the dehumidifying impeller 5. When the automotive air conditioning system 10 has no dehumidification requirement, the second drive device 7 can be stopped to further reduce energy consumption, and the control is simple and convenient.
[0085] Specifically, the second drive device 7 can be controlled by the air conditioning controller. In some embodiments, the second drive device 7 can be a fan, blower, or regular fan. The second drive device 7 can be located anywhere within the regeneration channel, for example, near the regeneration inlet 21, near the regeneration outlet 22, or between the heater core 6 and the dehumidifier impeller 5, etc., depending on actual needs and without limitation. In this embodiment, the second drive device 7 is a fan, located between the heater core 6 and the dehumidifier impeller 5, to further reduce the structural complexity of the automotive air conditioning system 10 and lower costs.
[0086] Of course, the second drive device 7 can also be other drive devices, and the specific settings can be made according to actual needs. No restrictions are imposed here.
[0087] Please refer to Figure 3, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0088] As shown in Figure 3, in another specific embodiment, the regeneration channel 2 is located outside the air handling channel 1, the regeneration inlet 21 of the regeneration channel 2 is connected to the air handling channel 1, and the regeneration outlet 2 is connected to the external environment. The warm air core 6 is located between the regeneration inlet 21 and the dehumidifying impeller 5.
[0089] In this embodiment, as shown in Figure 3, the air in the air handling channel 1 enters the regeneration channel 2 through the regeneration inlet 21. It is first heated by the heater core 6 and then passes through the dehumidifier wheel 5. This ensures that the air in the regeneration channel 2 can remove moisture from the dehumidifier wheel and discharge it to the external environment through the regeneration outlet 22, thus regenerating the dehumidifier wheel 5. Simultaneously, the regeneration channel 2 is connected to the air handling channel 1. A portion of the air in the air handling channel 1 can enter the regeneration channel 2 through the regeneration inlet 21 under the drive of the first drive device 3, thereby driving the airflow within the regeneration channel 2. This eliminates the need for a separate drive device, further reducing the structural complexity of the automotive air conditioning system 10 and lowering costs. Furthermore, during heating and dehumidification operation, the air in the air handling channel 1, heated by the heater core 6, can enter the regeneration channel through the regeneration inlet 1. This reduces the energy consumption and time required for the heater core 6 to heat the air in the regeneration channel 2, further reducing the energy consumption of the automotive thermal management system 10 and improving the heating efficiency of the air in the regeneration channel 2.
[0090] Of course, as shown in Figure 3, a second drive device 7 can also be installed in the regeneration channel 2 to drive the air in the regeneration channel 2 to flow faster, which helps to remove moisture from the dehumidifying impeller 5 more quickly and further ensure the efficient dehumidification capacity of the dehumidifying impeller 5. The specific settings can be configured according to actual needs and are not limited here.
[0091] Please refer to Figure 4, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0092] As shown in Figure 4, in another specific embodiment, the regeneration channel 2 includes a first channel 2a and a second channel 2b that are interconnected. The first channel 2a is located inside the air handling channel 1, and the second channel 2b is located outside the air handling channel 1. The first channel 2a has a regeneration inlet 21 that communicates with the air handling channel 1, and the second channel 2b has a regeneration outlet 22 that communicates with the external environment. At least a portion of the warm air core 6 is located in the first channel 2a, at least a portion of the dehumidifying impeller 5 is located in the second channel 2b, and the regeneration inlet 21 is located between the dehumidifying impeller 5 and the warm air core 6.
[0093] In this embodiment, as shown in Figure 4, after the air in the air handling channel 1 is dehumidified by the dehumidifying impeller 5, a portion of the dry air can enter the first channel 2a through the regeneration inlet 21 and be heated by the warm air core 6, so that the dry air entering the second channel 2b has a higher temperature, thereby better removing the moisture from the dehumidifying impeller 5 and discharging it into the external environment through the regeneration outlet 22, improving the regeneration effect of the dehumidifying impeller 5. Simultaneously, the first channel 2a is connected to the air handling channel 1, and a portion of the air in the air handling channel 1 can enter the first channel 2a through the regeneration inlet 21 under the drive of the first drive device 3, thereby driving the airflow in the regeneration channel 2. This eliminates the need for a separate drive device, further reducing the structural complexity of the automotive air conditioning system 10 and lowering costs.
[0094] As shown in Figures 3 and 4, when the regeneration channel 2 is connected to the air handling channel 1 through the regeneration inlet 21, a first regeneration damper 25 can be set at the regeneration inlet 21 to open or close the regeneration inlet 25. The structure is simple and the control is convenient.
[0095] Please also refer to Figure 5, which is a structural schematic diagram of the automotive air conditioning system provided in this application in another specific embodiment.
[0096] When the automotive air conditioning system 10 requires dehumidification, as shown in Figures 3 and 4, the first regeneration damper 25 can be controlled to open the regeneration inlet 21, allowing air from the air handling channel 1 to enter the regeneration channel 2 through the regeneration inlet 21, thereby regenerating the dehumidification rotor 5. When the automotive air conditioning system 10 does not require dehumidification, as shown in Figure 5, the first regeneration damper 25 can be controlled to close the regeneration inlet 21, thus preventing the treated air in the air handling channel 1 from being discharged into the external environment through the regeneration inlet 21, which would waste energy and further reduce energy consumption.
[0097] The first regeneration damper 25 can be controlled by the air conditioning controller, which is simple and convenient.
[0098] Further, please refer to Figure 6, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0099] As shown in Figure 6, a first opening 23 is provided in the regeneration channel 2, which connects the first channel 2a and the second channel 2b. The warm air core 6 is disposed between the regeneration inlet 21 and the first opening 23. The regeneration channel 2 is provided with a second regeneration damper 26, which is used to open or close the first opening 23.
[0100] In this embodiment, as shown in Figure 6, when the car air conditioning system 10 has a dehumidification requirement, the second regeneration damper 26 can be controlled to open the first opening 23. The warm air core 6 is located between the regeneration inlet 21 and the first opening 23, which can ensure that the air entering the first channel 2a can be heated by the warm air core 6 before entering the second channel 2b through the first opening 23. This further ensures that the dry air entering the second channel 2b has a higher temperature, so as to better remove the moisture on the dehumidification wheel 5 and improve the regeneration effect of the dehumidification wheel 5.
[0101] Please also refer to Figure 7, which is a schematic diagram of the automotive air conditioning system provided in this application in another specific embodiment. As shown in Figure 7, when the automotive air conditioning system 10 has no dehumidification requirement, the second regeneration damper 26 can be controlled to close the first opening 23, thereby preventing the treated air in the air handling channel 1 from being discharged into the external environment through the first opening 23, thus avoiding energy waste and further reducing energy consumption. At the same time, the first channel 2a can be connected to the air handling channel 1, so that the heater core 6 located in the first channel 2a can continue to heat the air in the air handling channel 1, improving the heating efficiency of the cabin, and further realizing the reuse of the heater core 6, improving the reuse rate of the heater core 6, thereby further improving the utilization efficiency of the heater core 6. This structure is simple, easy to control, and can further reduce costs.
[0102] The second regeneration damper 26 can be controlled by the air conditioning controller, which is simple and convenient.
[0103] Furthermore, as shown in Figure 7, a second opening 24 is also provided in the regeneration channel 2. The second opening 24 is used to connect the first channel 2a and the air handling channel 1. The second opening 24 is located between the warm air core 6 and the first opening 23. The regeneration channel 2 is provided with a third regeneration damper 27, which is used to open or close the second opening 24.
[0104] In this embodiment, as shown in Figure 7, when the car air conditioning system 10 has no dehumidification requirement, the third regeneration damper 27 can be controlled to open the second opening 24 so that the air heated by the warm air core 2 in the first channel 2a can continue to be discharged through the second opening 24, which facilitates rapid mixing with the air in the air handling channel 1, thereby achieving temperature regulation of the air in the air handling channel 1 and improving temperature regulation efficiency.
[0105] When the automotive air conditioning system 10 requires dehumidification, the third regeneration damper 27 can be controlled to close the second opening 24. This prevents the air heated by the warm air core 6 in the first channel 2a from being discharged through the second opening 24, allowing the heated air to enter the second channel 2b through the first opening 23. This further ensures that the dry air entering the second channel 2b has a higher temperature, thus better removing moisture from the dehumidification rotor 5 and improving the regeneration effect of the dehumidification rotor 5. This structure is simple, easy to control, and can further reduce costs.
[0106] The third regeneration damper 27 can be controlled by the air conditioning controller, which is simple and convenient.
[0107] Please refer to Figure 8, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0108] In another specific embodiment, as shown in FIG8, the regeneration channel 2 is provided with a first opening 23 and a second opening 24. The first opening 23 is used to connect the first channel 2a and the second channel 2b, and the second opening 24 is used to connect the first channel 2a and the air handling channel 1. The second opening 24 is located between the warm air core 6 and the first opening 23. The regeneration channel 2 is provided with a fourth regeneration damper 28, which is used to switch between the first opening 23 and the second opening 24 to close either the first opening 23 or the second opening 24.
[0109] In this embodiment, as shown in Figure 8, when the automotive air conditioning system 10 requires dehumidification, the fourth regenerative damper 28 can be controlled to close the second opening 24, thereby preventing the air heated by the heater core 6 in the first channel 2a from being discharged from the second opening 24. At the same time, the first opening 23 is opened so that the heated air can enter the second channel 2b through the first opening 23, further ensuring that the dry air entering the second channel 2b has a higher temperature.
[0110] Please also refer to Figure 9, which is a schematic diagram of the automotive air conditioning system provided in this application in another specific embodiment. As shown in Figure 9, when the automotive air conditioning system 10 has no dehumidification requirement, the fourth regeneration damper 28 can be controlled to close the first opening 23, so that the air heated by the warm air core 2 in the first channel 2a can continue to be discharged through the second opening 24, which facilitates rapid mixing with the air in the air handling channel 1, achieving temperature regulation, and can make full use of the warm air core 6 to heat the air in the air handling channel 1, improving the temperature regulation efficiency. At the same time, the second opening 24 is open to prevent the air processed in the air handling channel 1 from being discharged into the external environment through the first opening 23, causing energy waste and further reducing energy consumption.
[0111] In this structure, the fourth regenerative damper 28 can simultaneously control the opening and closing of the first opening 23 and the second opening 24 to meet the multiple functional requirements of the automotive air conditioning system 10, making control more convenient and further reducing the structural complexity of the automotive air conditioning system 10 and lowering costs.
[0112] The fourth regeneration damper 28 can be controlled by the air conditioning controller, which is simple and convenient.
[0113] Please refer to Figure 10, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0114] In one specific embodiment, as shown in FIG10, the automotive air conditioning system 10 further includes a temperature damper 8, which is disposed in the air handling passage 1. The temperature damper 8 is used to regulate the flow rate of air in the air handling passage 1 through the heater core 6, so that when the heater core 6 is working, part or all of the air in the air handling passage 1 is heated by the heater core 6. The unheated air and the heated air mix before the passage outlet 12 of the air handling passage 1, thereby obtaining air at the desired temperature, achieving temperature regulation, and providing a suitable temperature environment for the passenger cabin.
[0115] For example, as shown in Figure 10, in the operation of heating and dehumidification or heating, the opening of the temperature damper 8 can be adjusted to the maximum, pointing to full heat, so that the air in the air handling channel 1 can be heated by the warm air core 6 and then directly sent into the cabin through the channel outlet 12 to achieve rapid heating.
[0116] Please refer to Figure 11, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0117] For example, as shown in Figure 11, in the operation of refrigeration and dehumidification or refrigeration, the opening of the temperature damper 8 can be adjusted to the minimum, pointing to full cooling, so that the air in the air handling channel 1 can bypass the warm air core 6, so that the air cooled by the evaporator 4 can be directly sent into the cabin through the channel outlet 12 to achieve rapid cooling.
[0118] Please refer to Figure 12, which is a schematic diagram of the structure of the automotive air conditioning system provided in this application in another specific embodiment.
[0119] For example, as shown in Figure 12, the opening of the temperature-reducing damper 8 can be adjusted to a suitable position according to the needs of passengers in the cabin, so that part of the air in the air handling channel 1 is heated by the warm air core 6, and the other part of the air is cooled by the evaporator 4 and is not heated by the warm air core 6. The unheated air and the heated air are mixed in front of the channel outlet 12 of the air handling channel 1, so as to obtain the air at the required temperature, realize temperature regulation, and provide a suitable temperature environment for the cabin.
[0120] The airflow through the warm air core 6 in the air handling channel 1 can be adjusted by controlling the opening of the temperature damper 8 through the air conditioner controller. The specific settings can be made according to actual needs and are not limited here.
[0121] In addition, in the specific embodiment shown in Figure 11, when the first channel 2a of the regeneration channel 2 is located within the air handling channel 1, and the regeneration inlet 21 on the first channel 2a is located between the dehumidifying rotor 5 and the warm air chip 6, the regeneration channel 2 can also be equipped with a first regeneration damper 25. This allows the first regeneration damper 25 to work together with the temperature damper 8 to regulate the airflow through the warm air core 6 within the air handling channel 1, thereby improving the accuracy of temperature regulation. The specific configuration can be adjusted according to actual needs and is not limited here.
[0122] In one specific embodiment, as shown in Figures 2 to 10, the dehumidifying impeller 5, the evaporator 4, and the warm air core 6 are arranged sequentially along the air flow direction in the air handling channel 1.
[0123] In this embodiment, as shown in Figures 2 to 10, the air entering the air handling channel 1 can first be dehumidified by the dehumidifying wheel 5 to form dry air, and then cooled by the evaporator 4, and / or heated by the warm air core 6, thereby further reducing the risk of condensation on the surface of the evaporator 4, thus making it less likely to produce odors.
[0124] In another specific embodiment, as shown in Figures 11 and 12, the evaporator 4, the dehumidifying impeller 5, and the warm air core 6 are arranged sequentially along the air flow direction in the air handling channel 1.
[0125] In this embodiment, as shown in Figures 11 and 12, the air entering the air handling duct 1 can first be cooled by the evaporator 4, and then dehumidified by the dehumidifying rotor 5. The dehumidified air is then heated by the warm air core 6 or directly sent into the passenger cabin through the duct outlet 12. Because the temperature of the air passing through the evaporator 4 is lowered and its relative humidity is increased, the dehumidification efficiency of the dehumidifying rotor 5 is improved when the cooled air is dehumidified by the dehumidifying rotor 5, thereby improving the dehumidification efficiency of the passenger cabin.
[0126] In the above embodiments, the heater core 6 can be at least one of a condenser or an electric heater to ensure that the heater core 6 has the function of heating air and to improve the design freedom of the automotive air conditioning system 10.
[0127] For example, when the heater core 6 is a condenser, it can be connected to the refrigerant circuit in the car, thereby utilizing the waste heat of the refrigerant circuit to heat the air in the air handling channel 1 and the regeneration channel 2, further reducing energy consumption and improving the vehicle's range.
[0128] For example, when the warm air core 6 is an electric heater, it is easy to adjust the heating temperature of the air and improve the accuracy of the adjustment.
[0129] For example, when the heater core 6 is composed of a condenser and an electric heater, it helps to reduce energy consumption while improving the accuracy of air temperature regulation.
[0130] The electric heater mentioned above can be an electric heating device such as a positive temperature coefficient thermistor. Of course, the warm air core 6 can also be other heating devices. The specific settings can be made according to actual needs, and there are no restrictions here.
[0131] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.
[0132] The above descriptions are merely specific implementations of the embodiments of this application, but the protection scope of the embodiments of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the embodiments of this application should be covered within the protection scope of the embodiments of this application. Therefore, the protection scope of the embodiments of this application should be determined by the protection scope of the claims.
Claims
1. An automotive air conditioning system, characterized in that, Includes an air handling duct, a regeneration duct, a first drive unit, an evaporator, a dehumidifying impeller, and a warm air core; The first driving device is disposed in the air handling channel and is used to drive the air flow in the air handling channel; The evaporator is disposed in the air handling channel and is used to cool the air in the air handling channel; At least a portion of the dehumidifying impeller is disposed in the air handling channel, and at least another portion of the dehumidifying impeller is disposed in the regeneration channel; the dehumidifying impeller is used to dehumidify the air in the air handling channel; At least a portion of the warm air core is disposed in the air handling channel, and at least another portion of the warm air core is disposed in the regeneration channel; the warm air core is used to heat the air in the air handling channel and the regeneration channel; The warm air core and the dehumidifying impeller are arranged sequentially along the airflow direction within the regeneration channel.
2. The automotive air conditioning system according to claim 1, characterized in that, The regeneration channel is located outside the air handling channel; The regeneration channel is equipped with a regeneration inlet and a regeneration outlet, and the regeneration inlet and the regeneration outlet are connected to the external environment; The warm air core is located between the regeneration inlet and the dehumidification impeller.
3. The automotive air conditioning system according to claim 1, characterized in that, The regeneration channel is located outside the air handling channel; The regeneration channel is provided with a regeneration inlet and a regeneration outlet. The regeneration inlet is connected to the air handling channel, and the regeneration outlet is connected to the external environment. The warm air core is located between the regeneration inlet and the dehumidification impeller.
4. The automotive air conditioning system according to any one of claims 1 to 3, characterized in that, The automotive air conditioning system also includes a second drive device, which is disposed in the regeneration channel and is used to drive the airflow within the regeneration channel.
5. The automotive air conditioning system according to claim 1, characterized in that, The regeneration channel includes a first channel and a second channel that are interconnected, with the first channel located inside the air handling channel and the second channel located outside the air handling channel; The first channel is provided with a regeneration inlet, which is connected to the air handling channel; The second channel is equipped with a regeneration outlet, which is connected to the external environment; At least a portion of the warm air core is disposed in the first channel; At least a portion of the dehumidifying impeller is disposed in the second channel; The regeneration inlet is located between the dehumidification impeller and the warm air core.
6. The automotive air conditioning system according to claim 5, characterized in that, The regeneration channel is provided with a first opening, which is used to connect the first channel and the second channel. The warm air core is disposed between the regeneration inlet and the first opening; The regeneration channel is provided with a second regeneration damper, which is used to open or close the first opening.
7. The automotive air conditioning system according to claim 6, characterized in that, The regeneration channel is also provided with a second opening, which is used to connect the first channel and the air handling channel. The second opening is located between the warm air core and the first opening; The regeneration channel is provided with a third regeneration damper, which is used to open or close the second opening.
8. The automotive air conditioning system according to claim 5, characterized in that, The regeneration channel is provided with a first opening and a second opening; the first opening is used to connect the first channel and the second channel, and the second opening is used to connect the first channel and the air handling channel. The second opening is located between the warm air core and the first opening; The regeneration channel is provided with a fourth regeneration damper, which is used to switch between a first opening and a second opening to close either the first opening or the second opening.
9. The automotive air conditioning system according to any one of claims 3 to 8, characterized in that, The regeneration channel is provided with a first regeneration damper, which is used to open or close the regeneration inlet.
10. The automotive air conditioning system according to any one of claims 1 to 9, characterized in that, Along the air flow direction within the air handling channel, the dehumidifying impeller, the evaporator, and the warm air core are arranged sequentially.
11. The automotive air conditioning system according to any one of claims 1 to 9, characterized in that, The evaporator, the dehumidifying impeller, and the warm air core are arranged sequentially along the air flow direction within the air handling channel.
12. The automotive air conditioning system according to any one of claims 1 to 11, characterized in that, The automotive air conditioning system also includes a temperature damper, which is disposed in the air handling channel and is used to regulate the flow rate of air passing through the heater core in the air handling channel.
13. The automotive air conditioning system according to any one of claims 1 to 12, characterized in that, The warm air core is at least one of a condenser or an electric heater.
14. The automotive air conditioning system according to any one of claims 1 to 13, characterized in that, The air handling channel includes a channel inlet and a channel outlet; The passageway entrance is connected to the external environment and / or the cabin exhaust vent; The passageway outlet includes at least one air outlet, and at least one of the air outlets is connected to the cabin air inlet.
15. The automotive air conditioning system according to any one of claims 1 to 14, characterized in that, The automotive air conditioning system also includes a filter element, which is disposed within the air handling channel.
16. A car, characterized in that, The vehicle includes a passenger cabin and an automotive air conditioning system as described in any one of claims 1 to 15, wherein the automotive air conditioning system is connected to the passenger cabin.