Patent Application
20180162197
The present application claims priority to and benefits of Chinese Patent Application No. 201510330148.6, filed with the State Intellectual Property Office (SIPO) of the People's Republic of China on Jun. 15, 2015, the entire content of which is hereby incorporated by reference.
The present disclosure relates to an automobile manufacturing field, and more particularly relates to an air conditioning system for a vehicle and a vehicle having the same.
In the related art, for an air conditioning system of an electric vehicle or a hybrid vehicle, it is general practice to use a heat pump air conditioning system or an air conditioning refrigeration system in combination with a positive temperature coefficient (PTC) thermistor to achieve refrigeration and heating functions of the air conditioning system of the vehicle.
For the heat pump air conditioning system, a component such as a four-way reversing valve is required. The four-way reversing valve shows an unstable performance during its application in the vehicle, and some problems may arise when the four-way reversing valve is at work, such as a direction switching delay or an unfulfilled direction switching, which may further cause an internal leakage and cross flow of the refrigerant in the air conditioning system. Once the four-way reversing valve is failed, it's impossible to achieve the refrigeration and heating functions of the heat pump air conditioning system of the vehicle.
For the air conditioning refrigeration system in combination with PTC, it should be noted that, PTC consumes electric power of the vehicle. To fulfill the requirements of heating, defrosting and demisting of the vehicle, PTC needs the large power, and thus consumes a large part of the electric power of the vehicle. Therefore, while using PTC to heat, the vehicle may waste much electric quantity thereof, which may seriously affect the endurance mileage of the electric vehicle.
The present disclosure aims to solve at least one of the above problems to some extent.
Accordingly, an air conditioning system for a vehicle is provided by the present disclosure. The air conditioning system for the vehicle solves some problems existing in the prior art and caused by the direction switching of the refrigerant, such as a cooling or heating delay, and a poor comfort, and also, the air conditioning system for the vehicle shows a low power consumption.
According to a first aspect of embodiments of the present disclosure, an air conditioning system for a vehicle is provided. The air conditioning system includes: a compressor, including a compressor inlet and a compressor outlet; a first plate heat exchanger, including a pair of first inlet and first outlet communicated with each other, and a pair of second inlet and second outlet communicated with each other, the compressor outlet being connected to the first inlet; a heat radiator, connected between the second inlet and the second outlet of the first plate heat exchanger, disposed inside the vehicle and configured to exchange heat with air inside of the vehicle, a first driving device being provided between the heat radiator and the first plate heat exchanger and configured to drive a first secondary refrigerant; an external air heat exchanger, disposed downstream of the first plate heat exchanger; a second plate heat exchanger, including a pair of third inlet and third outlet communicated with each other, and a pair of fourth inlet and fourth outlet communicated with each other, the third inlet being connected to an inlet of the external air heat exchanger, and the third outlet being connected to an outlet of the external air heat exchanger; a motor radiator, configured to radiate heat of a motor of the vehicle, connected between the fourth inlet and the fourth outlet of the second plate heat exchanger, a second driving device being provided between the motor radiator and the second plate heat exchanger and configured to drive a second secondary refrigerant; a first throttle control assembly, disposed between the first outlet of the first plate heat exchanger and the inlet of the external air heat exchanger, configured to switch on/off a throttling function for a refrigerant flowing from the first plate heat exchanger to the external air heat exchanger; and an internal refrigeration assembly, configured to selectively cool the air inside the vehicle, and disposed between the compressor inlet and the outlet of the external air heat exchanger.
The air conditioning system for the vehicle according to the present disclosure, compared with the heat pump air conditioning system provided with a four-way reversing valve in the prior art, may avoid some problems such as an internal leakage and a cross flow of the refrigerant caused by the failure of the four-way reversing valve, further enable a stable operation thereof, and solve some problems existing in a current air conditioning system, such as a cooling or heating delay, a poor comfort and so on. Moreover, the air conditioning system for the vehicle, distinguished from the air conditioning system using the PTC for heating in the prior art, shows a low power consumption, which can increase an endurance mileage of an electric vehicle and a hybrid vehicle, and thus is very suitable for the electric vehicle and the hybrid vehicle.
According to a second aspect of embodiments of the present disclosure, a controlling method of the air conditioning system for the vehicle is provided. The air conditioning system for the vehicle has four operation modes, including a cooling mode, a heating mode, a cooling-heating compatible mode and a heating-defrosting mode. The controlling method includes:
when starting the cooling mode, switching off the first driving device, the first throttle device, the second on-off valve, the second driving device and the third on-off valve, and switching on the first on-off valve and the second throttle device;
when starting the heating mode, switching on the first driving device, the first throttle device, the second on-off valve, the second driving device and the third on-off valve, and switching off the first on-off valve and the second throttle device;
when starting the cooling-heating compatible mode, switching on the first driving device, the first on-off valve and the second throttle device, and switching off the first throttle device, the second on-off valve, the second driving device and the third on-off valve; and
when starting the heating-defrosting mode, switching on the first driving device, the first on-off valve and the third on-off valve, and switching off the first throttle device, the second on-off valve, the second driving device and the second throttle device.
In summary, with the controlling method according to embodiments of the present disclosure, the air conditioning system for the vehicle can achieve a cooling function, a heating function, a simultaneous cooling-heating function, and a heating-defrosting function, without changing a circulation direction of the refrigerant. And also, the air conditioning system has a simple structure, a high comfort and low energy consumption.
According to a third aspect of embodiments of the present disclosure, a vehicle is provided. The vehicle includes the air conditioning system according to embodiments of the present disclosure. With the air conditioning system according to embodiments of the present disclosure having above advantages, the vehicle including the air conditioning system may be more energy efficient, and show better performances and driving comfort.
Additional aspects and advantages of embodiments of present disclosure will be given in part in the following descriptions, become apparent in part from the following descriptions, or be learned from the practice of the embodiments of the present disclosure.
These and other aspects and advantages of embodiments of the present disclosure will become apparent and more readily appreciated from the following descriptions made with reference to the accompanying drawings, in which:
Reference will be made in detail to embodiments of the present disclosure, where the same or similar elements and the elements having the same or similar functions are denoted by like reference numerals throughout the descriptions. The embodiments described herein with reference to drawings are explanatory, illustrative, and used to generally understand the present disclosure. The embodiments shall not be construed to limit the present disclosure.
In the specification, terms such as “first” and “second” are used herein for purposes of description and are not intended to indicate or imply relative importance or significance or to imply the number of indicated technical features. Thus, the feature defined with “first” and “second” may include one or more of this feature. In the description of the present disclosure, “a plurality of” means at least two, e.g. two, three and so on, unless specified otherwise.
In the description of the present disclosure, it should be understood that, unless specified or limited otherwise, the terms “mounted,” “supported,” “connected,” and “coupled” and variations thereof are used broadly and encompass such as mechanical or electrical mountings, connections and couplings, also can be inner mountings, connections and couplings of two components, and further can be direct and indirect mountings, connections, and couplings, which can be understood by those skilled in the art according to the detail embodiment of the present disclosure.
An air conditioning system 100 for a vehicle according to embodiments of the present disclosure will be described with reference to
As shown in
The external air heat exchanger 72 is disposed downstream of the first plate heat exchanger 2. The first throttle control assembly is disposed between a first outlet 22 of the first plate heat exchanger 2 and an inlet 721 of the external air heat exchanger 72. The first throttle control assembly is configured to switch on/off a throttling function for a refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72. That is, the first throttle control assembly can switch on the throttling function for the refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72, i.e. the refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72 can be throttled via the first throttle control assembly; and the first throttle control assembly can also switch off the throttling function for the refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72, i.e. the refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72 can directly flow through the first throttle control assembly without being throttled.
In an embodiment, the first throttle control assembly includes a first throttle device 5 and a first on-off valve 6 connected in parallel to the first throttle device 5. When the refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72 flows through the first throttle device 5, it may be throttled by the first throttle device 5. When the refrigerant flowing from the first plate heat exchanger 2 to the external air heat exchanger 72 flows through the first on-off valve 6, it won't be throttled.
It should be noted that, the internal refrigeration assembly is configured to selectively cool air inside the vehicle, and disposed between a compressor inlet 11 and an outlet 722 of the external air heat exchanger 72. That is, the internal refrigeration assembly may selectively cool the air inside the vehicle or stop cooling. In an embodiment of the present disclosure, the internal refrigeration assembly includes a second throttle device 8, an internal heat exchanger 9 and a third on-off valve 10. A second throttle inlet 81 of the second throttle device 8 is connected to the outlet 722 of the external air heat exchanger 72, and a second throttle outlet 82 of the second throttle device 8 is connected to an inlet 91 of the internal heat exchanger 9. An outlet 92 of the internal heat exchanger 9 is connected to the compressor inlet 11 of the compressor 1. The internal heat exchanger 9 is configured to exchange heat with the air inside the vehicle.
The third on-off valve 10 has a first end connected to the second throttle inlet 81 of the second throttle device 8 and a second end connected to the outlet 92 of the internal heat exchanger 9. In other words, the second throttle device 8 is connected in series with the internal heat exchanger 9, then the third on-off valve 10 is connected in parallel to a whole structure including the second throttle device 8 and the internal heat exchanger 9 connected to each other in series, and thus the refrigerant may selectively flow through a pipeline where the third on-off valve 10 is located, or flow through another pipeline where the second throttle device 8 and the internal heat exchanger 9 are located. When the refrigerant flows through the pipeline where the third on-off valve 10 is located, the internal refrigeration assembly may not cool the air inside the vehicle. When the refrigerant flows through the pipeline where the second throttle device 8 and the internal heat exchanger 9 are located, the internal refrigeration assembly may cool the air inside the vehicle.
In some embodiments, the compressor 1, the first plate heat exchanger 2, the first throttle device 5, the external air heat exchanger 72, the second throttle device 8 and the internal heat exchanger 9 are connected sequentially end to end to form a circulation loop for the refrigerant. The heat radiator 3 is connected between another pair of inlet and outlet of the first plate heat exchanger 2, to form a circulation loop for a first secondary refrigerant, for exchanging heat with the air inside the vehicle. The first on-off valve 6 is connected in parallel to the first throttle device 5, and thus the refrigerant may selectively flow through a pipeline where the first on-off valve 6 is located or another pipeline where the first throttle device 5 is located. The second plate heat exchanger 71 has a first pair of inlet and outlet connected to two ends of the external air heat exchanger 72 respectively, i.e. the second plate heat exchanger 71 is connected in parallel to the external air heat exchanger 72 via the first pair of inlet and outlet, and a second on-off valve 75 is provided to enable the refrigerant to selectively flow through the second plate heat exchanger 71. The motor radiator 74 is connected to a second pair of inlet and outlet of the second plate heat exchanger 71, i.e. the second plate heat exchanger 71 is connected in parallel to the motor radiator 74 via the second pair of inlet and outlet, to form a circulation loop for a second secondary refrigerant, and thus the refrigerant inside the second plate heat exchanger 71 may be heated by the motor radiator 74. It should be noted that, the first pair of inlet and outlet is spaced and isolated from the second pair of inlet and outlet. Connection relationships among components will be described in detail as follows.
As shown in
The first plate heat exchanger 2 is configured to achieve liquid-liquid or gas-liquid heat exchange. The first plate heat exchanger 2 includes a pair of first inlet 21 and first outlet 22 communicated with each other, and a pair of second inlet 23 and second outlet 24 communicated with each other. A first channel is formed between the first inlet 21 and the first outlet 22, a second channel is formed between the second inlet 23 and the second outlet 24, and the first channel is spaced and isolated from the second channel. The first channel is used for flowing of the refrigerant, and the second channel is used for flowing of the first secondary refrigerant, thus achieving heat exchange between the refrigerant and the first secondary refrigerant. The compressor outlet 12 of the compressor 1 is connected the first inlet 21 of the first plate heat exchanger 2, and the gaseous refrigerant after being compressed by the compressor 1 enters the first plate heat exchanger 2 via the first inlet 21.
The heat radiator 3 is connected between the second inlet 23 and the second outlet 24 of the first plate heat exchanger 2, disposed inside the vehicle and configured to exchange heat with the air inside of the vehicle. In other words, the first secondary refrigerant may first exchange heat with the refrigerant in the first plate heat exchanger 2, then flow into the heat radiator 3 to exchange heat with the air inside the vehicle via the heat radiator 3, finally flow back to the first plate heat exchanger 2 to exchange heat with the refrigerant therein again after completing the heat exchange with the air inside the vehicle, and such above circulation repeats.
The first driving device 4 is provided between the heat radiator 3 and the first plate heat exchanger 2 and configured to drive the first secondary refrigerant. In other words, the first driving device 4 is used for supplying power for the first secondary refrigerant to flow between the first plate heat exchanger 2 and the heat radiator 3. When the first driving device 4 operates, the first secondary refrigerant may be driven to flow between the first plate heat exchanger 2 and the heat radiator 3. When the first driving device 4 is turned off, the first secondary refrigerant may stop flowing between the first plate heat exchanger 2 and the heat radiator 3. In some embodiments, the first driving device 4 may be a first water pump. When the first water pump is supplied with electricity, the first secondary refrigerant may be driven to flow between the first plate heat exchanger 2 and the heat radiator 3, and thus the first driving device 4 has a simple structure and is easy to be implemented.
The first throttle device 5 has two states, namely an on state and an off state, and may be freely switchable between the two states. The first outlet 22 of the first plate heat exchanger 2 is connected to the first throttle inlet 51 of the first throttle device 5. When the first throttle device 5 is switched on, the refrigerant may flow through the first throttle device 5 and be throttled thereby. When the first throttle device 5 is switched off, the refrigerant cannot flow through the first throttle device 5 and cannot be throttled by the first throttle device 5, either.
The first on-off valve 6 is used to selectively unblock or cut off a pipeline where the first on-off valve 6 is located. When the first on-off valve 6 is switched on, the pipeline where the first on-off valve 6 is located is unblocked, and the refrigerant may flow through the pipeline where the first on-off valve 6 is located. When the first on-off valve 6 is switched off, the pipeline where the first on-off valve 6 is located is cut off, and the refrigerant cannot flow through the pipeline where the first on-off valve 6 is located. The first on-off valve 6 is connected in parallel to the first throttle device 5. In other words, an inlet 61 of the first on-off valve 6 is connected to the first throttle inlet 51 of the first throttle device 5, and an outlet 62 of the first on-off valve 6 is connected to the first throttle outlet 52 of the first throttle device 5.
The external air heat exchanger 72 is disposed outside of the vehicle, and configured to exchange heat with air outside the vehicle. The inlet 721 of the external air heat exchanger 72 is connected to the first throttle outlet 52 of the first throttle device 5, i.e. the inlet 721 of the external air heat exchanger 72 is also connected to the outlet 62 of the first on-off valve 6, and thus the refrigerant flowing through the first on-off valve 6 or the first throttle device 5 may enter the external air heat exchanger 72 via the inlet 721 of the external air heat exchanger 72, so as to exchange heat with the air outside of the vehicle. In one embodiment, the external air heat exchanger 72 is a finned heat exchanger, and thus the external air heat exchanger 72 may have a simple structure and a low cost. In another embodiment, the external air heat exchanger 72 is a microchannel heat exchanger, and thus the external air heat exchanger 72 has reduced space occupation and improved heat exchanging efficiency.
The second plate heat exchanger 71 is configured to achieve liquid-liquid or gas-liquid heat exchange. The second plate heat exchanger 71 includes a pair of third inlet 711 and third outlet 712 communicated with each other, and a pair of fourth inlet 713 and fourth outlet 714 communicated with each other. A third channel is formed between the third inlet 711 and the third outlet 712, a fourth channel is formed between the fourth inlet 713 and fourth outlet 714, and the third channel is spaced and isolated from the fourth channel. The third channel is used for flowing of the refrigerant, and the fourth channel is used for flowing of the second secondary refrigerant, thus achieving heat exchange between the refrigerant and the second secondary refrigerant.
In some embodiments, the third inlet 711 is connected to the inlet 721 of the external air heat exchanger 72, i.e. the third inlet 711 is also connected to the outlet 62 of the first on-off valve 6 and the first throttle outlet 52 of the first throttle device 5. The third outlet 712 is connected to the outlet 722 of the external air heat exchanger 72. The second on-off valve 75 is disposed upstream of the second plate heat exchanger 71, configured to selectively unblock or cut off a pipeline where the third inlet 711 and the third outlet 712 of the second plate heat exchanger 71 are located. In other words, the pipeline where the third inlet 711 and the third outlet 712 of the second plate heat exchanger 71 are located is connected in parallel to the external air heat exchanger 72. That is, a pipeline extending out from the first throttle control assembly may have a branching point 700, and be divided into two pipelines at the branching point 700. One of the two pipelines is connected to the inlet 721 of the external air heat exchanger 72, and the other of the two pipelines is connected to the third inlet 711 of the second plate heat exchanger 71. The second on-off valve 75 is disposed between the branching point 700 and the third inlet 711 of the second plate heat exchanger 71, and configured to selectively unblock or cut off the pipeline where the third inlet 711 and the third outlet 712 of the second plate heat exchanger 71 are located, i.e. the third channel of the second plate heat exchanger 71. In other words, when the second on-off valve 75 is switched on, the refrigerant may flow through the pipeline where the second on-off valve 75 is located and enter the third channel of the second plate heat exchanger 71. When the second on-off valve 75 is switched off, the refrigerant cannot flow through the pipeline where the second on-off valve 75 is located and thus cannot enter the second plate heat exchanger 71.
The motor radiator 74 is used as a heat radiating device for a motor of the electric vehicle or the hybrid vehicle. The second secondary refrigerant inside the motor radiator 74 may absorb heat from the motor and then exchange heat with the refrigerant inside the second plate heat exchanger 71. In some embodiments, the motor radiator 74 is connected between the fourth inlet 713 and the fourth outlet 714 of the second plate heat exchanger 71.
In some embodiments, a second driving device 73 is provided between the motor radiator 74 and the second plate heat exchanger 71 and configured to drive the second secondary refrigerant, i.e. the second driving device 73 is used to supply power for the second secondary refrigerant to flow between the second plate heat exchanger 71 and the motor radiator 74. When the second driving device 73 operates, the second secondary refrigerant may be driven to flow between the second plate heat exchanger 71 and the motor radiator 74. When the second driving device is turned off, the second secondary refrigerant may stop flowing between the second plate heat exchanger 71 and the motor radiator 74. In some embodiments, the second driving device 73 is a second water pump. When the second water pump is supplied with electricity, the second secondary refrigerant may be driven to flow between the second plate heat exchanger 71 and the motor radiator 74, and thus the second driving device 73 has a simple structure and is easy to be implemented.
The second throttle inlet 81 of the second throttle device 8 is connected to the outlet 722 of the external air heat exchanger 72, i.e. the second throttle inlet 81 of the second throttle device 8 is also connected to the third outlet 712 of the second plate heat exchanger 71. The second throttle device 8 has two states, namely an on state and an off state, and may be freely switchable between the two states. When the second throttle device 8 is switched on, the refrigerant may flow through the second throttle device 8 and be throttled. When the second throttle device 8 is switched off, the refrigerant cannot flow through the second throttle device 8 and cannot be throttled by the second throttle device 8, either.
The third on-off valve 10 is configured to selectively unblock or cut off a pipeline where the third on-off valve 10 is located. When the third on-off valve 10 is switched on, the pipeline where the third on-off valve 10 is located is unblocked, and thus the refrigerant may flow through the pipeline where the third on-off valve 10 is located. When the third on-off valve 10 is switched off, the pipeline where the third on-off valve 10 is located is cut off, and the refrigerant cannot flow through the pipeline where the third on-off valve 10 is located. The third on-off valve 10 has the first end connected to the second throttle inlet 81 of the second throttle device 8 and the second end connected to the outlet 92 of the internal heat exchanger 9. In other words, an inlet 101 of the third on-off valve 10 is connected to a point between the outlet 722 of the external air heat exchanger 72 and the second throttle inlet 81 of the second throttle device 8, and an outlet 102 of the third on-off valve 10 is connected to a point between the outlet 92 of the internal heat exchanger 9 and the compressor inlet 11 of the compressor 1.
The air conditioning system 100 for the vehicle according to embodiments of the present disclosure, distinguished from the heat pump air conditioning system with a four-way reversing valve in the prior art, may avoid some problems, such as the internal leakage and cross flow of the refrigerant caused by the failure of the four-way reversing valve, further enable a more stable operation thereof, and solve some problems existing in the current air conditioning system, such as a cooling or heating delay, a poor comfort and so on. Moreover, the air conditioning system 100 for the vehicle according to embodiments of the present disclosure, distinguished from the air conditioning system using the PTC to heat in the prior art, shows a low power consumption, which can increase the endurance mileage of the electric vehicle and the hybrid vehicle, and thus is very suitable for the electric vehicle and the hybrid vehicle.
In some embodiments, the air conditioning system 100 for the vehicle further includes a gas-liquid separator 20. The gas-liquid separator 20 is disposed between the internal refrigeration assembly and the compressor 1. In detail, the gas-liquid separator is disposed between the internal heat exchanger 9 and the compressor 1. In some embodiments, an inlet of the gas-liquid separator 20 is connected to the outlet 102 of the third on-off valve 10 and the outlet 92 of the internal heat exchanger 9 respectively, and an outlet of the gas-liquid separator 20 is connected to the compressor inlet 11 of the compressor 1. With the gas-liquid separator 20, the compressor 1 may be protected, which may prevent the liquid refrigerant from entering the compressor 1 and destroying the compressor 1 by an impact of the liquid refrigerant.
In one embodiment of the present disclosure, the internal heat exchanger 9 is a finned heat exchanger or a microchannel heat exchanger, so that the internal heat exchanger 9 may directly exchange heat with the air inside the vehicle, and thus the internal heat exchanger 9 has a simple structure and is easy to be implemented.
In another embodiment of the present disclosure, the internal heat exchanger 9 includes a third plate heat exchanger 93 and an air heat exchanger 94.
In some embodiments, the third plate heat exchanger 93 is configured to achieve liquid-liquid or gas-liquid heat exchange. The third plate heat exchanger 93 includes a pair of fifth inlet 931 and fifth outlet 932 communicated with each other, and a pair of sixth inlet 933 and sixth outlet 934 communicated with each other. A fifth channel is formed between the fifth inlet 931 and the fifth outlet 932, a sixth channel is formed between the sixth inlet 933 and the sixth outlet 934, and the fifth channel is spaced and isolated from the sixth channel. The fifth channel is used for flowing of the refrigerant, and the sixth channel is used for flowing of a third secondary refrigerant, thus achieving heat exchange between the refrigerant and the third secondary refrigerant. The fifth inlet 931 is connected to the second throttle outlet 82 of the second throttle device 8, and the fifth outlet 932 is connected to the compressor inlet 11 of the compressor 1.
The air heat exchanger 94 is connected between the sixth inlet 933 and the sixth outlet 934, disposed inside the vehicle and configured to exchange heat with the air inside the vehicle. In other words, the third secondary refrigerant may first exchange heat with the refrigerant in the third plate heat exchanger 93, then flow into the air heat exchanger 94 to exchange heat with the air inside the vehicle via the air heat exchanger 94, finally flow back to the third plate heat exchanger 93 to exchange heat with the refrigerant again after completing the heat exchange with the air inside the vehicle, and such above circulation repeats. Therefore, the structure of the internal heat exchanger 9 may be diversified for free assembling.
In some embodiments, the air heat exchanger 94 is a finned heat exchanger or a microchannel heat exchanger, and thus the air heat exchanger 94 may directly exchange heat with the air inside the vehicle.
In some embodiments, a third driving device, preferably, a third water pump 95, is provided between the third plate heat exchanger 93 and the air heat exchanger 94, and configured to drive the third secondary refrigerant to flow between the third plate heat exchanger 93 and the air heat exchanger 94. In other words, the third water pump 95 is used for supplying power for the third secondary refrigerant to flow between the third plate heat exchanger 93 and the air heat exchanger 94. When the third water pump 95 operates, the third secondary refrigerant may be driven to flow between the third plate heat exchanger 93 and the air heat exchanger 94. When the third water pump 95 is switched off, the third secondary refrigerant may stop flowing between the third plate heat exchanger 93 and the air heat exchanger 94. Thus, the third driving device has a simple structure and is easy to be implemented.
In some embodiments, a heat exchanging device 96 is connected between the sixth inlet 933 and the sixth outlet 934. Specifically, a three-way valve may be provided at the sixth inlet 933 and the sixth outlet 934 respectively, and thus the heat exchanging device 96 may be in a parallel connection with the air heat exchanger 94. In some embodiments, the heat exchanging device 96 is configured to supply a cold source for a battery of the electric vehicle or the hybrid vehicle, and thus the air conditioning system 100 for the vehicle may cool the air inside the vehicle and assist in cooling the battery at the same time, which may elevate functionality of the air conditioning system 100.
In some embodiments, in order to facilitate adjustment of the refrigerant distribution between the heat exchanging device 96 and the air heat exchanger 94, a flow control device 97 is disposed in at least one of a pipeline where the heat exchanging device 96 is located and a pipeline where the air heat exchanger 94 is located. The flow control device 97 may be an on-off valve or an opening adjustment valve, which may control the refrigerant distribution between the heat exchanging device 96 and the air heat exchanger 94.
The controlling method of the air conditioning system 100 for the vehicle according to embodiments of the present disclosure will be described in detail with reference to
The air conditioning system 100 for the vehicle according to embodiments of the present disclosure has four operation modes, including a cooling mode, a heating mode, a cooling-heating compatible mode and a heating-defrosting mode. The controlling method of the air conditioning system 100 for the vehicle includes following steps.
Firstly, when the cooling mode is started, the first driving device 4, the first throttle device 5, the second on-off valve 75, the second driving device 73 and the third on-off valve 10 are controlled to be switched off, and the first on-off valve 6 and the second throttle device 8 are controlled to be switched on. Such mode may be started at high environment temperature, so as to cool the air inside the vehicle.
The refrigerant has a following circulation path: a gaseous refrigerant with a high temperature and a high pressure flowing out from the compressor 1, sequentially flows through the first channel of the first plate heat exchanger 2 and the first on-off valve 6 and enters the external air heat exchanger 72 to exchange heat with the air outside of the vehicle, so as to be condensed into a liquid refrigerant with a medium temperature and a high pressure; then the liquid refrigerant flowing out from the external air heat exchanger 72, flows through the second throttle device 8 and is throttled by the second throttle device 8 into a liquid refrigerant with a low temperature and a low pressure; the liquid refrigerant with the low temperature and the low pressure enters the internal heat exchanger 9 to exchange heat with the air inside the vehicle, so as to cool the air inside the vehicle and lower the temperature thereof, and the refrigerant also absorbs heat to form a gaseous refrigerant with a low temperature and a low pressure; finally the gaseous refrigerant with the low temperature and the low pressure flows back to the compressor 1 through the gas-liquid separator 20, and thus a circulation of the refrigerant is completed under the cooling mode.
Secondly, when the heating mode is started, the first driving device 4, the first throttle device 5, the second on-off valve 75, the second driving device 73 and the third on-off valve 10 are controlled to be switched on, and the first on-off valve 6 and the second throttle device 8 are controlled to be switched off. Such heating mode may be started in a low environment temperature, so as to heat the air inside the vehicle.
The refrigerant has a following circulation path: a gaseous refrigerant with a high temperature and a high pressure flowing out from the compressor 1, flows through the first channel of the first plate heat exchanger 2 and exchanges heat with the first secondary refrigerant, so as to be cooled and condensed into a liquid refrigerant with a medium temperature and a high pressure, and then the liquid refrigerant with the medium temperature and the high pressure flows through the first throttle device 5 to be throttled and depressurized into a liquid refrigerant with a low temperature and a low pressure; then a part of the liquid refrigerant with the low temperature and the low pressure flows into the external air heat exchanger 72 to absorb heat from the air outside the vehicle so as to be vaporized, the other part of the liquid refrigerant with the low temperature and the low pressure flows into the second plate heat exchanger 71 to absorb heat from the second secondary refrigerant so as to be vaporized, and thus the liquid refrigerant with the low temperature and the low pressure is turned into a gaseous refrigerant with a low temperature and a low pressure; finally the gaseous refrigerant with the low temperature and the low pressure flows through the third on-off valve 10 and further back to the compressor 1 via the gas-liquid separator 20, and thus a circulation of the refrigerant is completed under the heating mode. The second plate heat exchanger 71 is provided for the refrigerant to absorb heat from the motor radiator 74, thus improving the heating efficiency.
The secondary refrigerants have following circulation paths: under the action of the first driving device 4, the first secondary refrigerant flows through the second channel of the first plate heat exchanger 2 and absorbs heat from the gaseous refrigerant with the high temperature and the high pressure to form a secondary refrigerant with a high temperature, then the secondary refrigerant with the high temperature flows through the heat radiator 3 and exchanges heat with the air inside the vehicle to heat the air inside the vehicle, and the secondary refrigerant flows back to the first plate heat exchanger 2 to absorb heat after having released heat, and thus a circulation of the first secondary refrigerant inside the first plate heat exchanger 2 is completed;
under the action of the second driving device 73, the second secondary refrigerant flows through the fourth channel of the second plate heat exchanger 71 and releases heat to the liquid refrigerant with the low temperature and the low pressure to form a secondary refrigerant with a low temperature, then the secondary refrigerant with the low temperature flows through the motor radiator 74 to absorbs heat from the motor, and further flows back to the second plate heat exchanger 71 to exchange heat with the refrigerant again, and thus a circulation of the second secondary refrigerant inside the second plate heat exchanger 71 is completed. Under this operation mod, the second plate heat exchanger 71 may exchange heat by the second secondary refrigerant absorbing heat from the motor, so that the second plate heat exchanger 71 is prevented from frosting under a condition of a low temperature.
Thirdly, when the cooling-heating compatible mode is started, the first driving device 4, the first on-off valve 6 and the second throttle device 8 are controlled to be switched on, and the first throttle device 5, the second on-off valve 75, the second driving device 73 and the third on-off valve 10 are controlled to be switched off. This operation mode may be started in spring and autumn, so as to heat and cool the air inside the vehicle at the same time, thus improving the comfort inside of the vehicle.
The refrigerant has a following circulation path: a gaseous refrigerant with a high temperature and a high pressure flowing out from the compressor 1, flows through the first channel of the first plate heat exchanger 2 to form a gaseous refrigerant with a medium temperature and a high pressure, then the gaseous refrigerant with the medium temperature and the high pressure flows through the first on-off valve 6 and enters the external air heat exchanger 72 to release heat to the air outside of the vehicle, so as to be condensed into a liquid refrigerant with a medium temperature and a high pressure; then the liquid refrigerant flowing out from the external air heat exchanger 72, flows through the second throttle device 8 and is throttled by the second throttle device 8 into a liquid refrigerant with a low temperature and a low pressure; the liquid refrigerant with the low temperature and the low pressure enters the internal heat exchanger 9 to exchange heat with the air inside the vehicle, so as to cool the air inside the vehicle and lower the temperature thereof, and the liquid refrigerant also absorbs heat to form a gaseous refrigerant with a low temperature and a low pressure; finally the gaseous refrigerant with the low temperature and the low pressure flows back to the compressor 1 via the gas-liquid separator 20, and thus a circulation of the refrigerant is completed for a purpose of refrigeration under the cooling-heating compatible mode.
The secondary refrigerant has a following circulation path: under the action of the first driving device 4, the first secondary refrigerant flows through the second channel of the first plate heat exchanger 2 and exchanges heat with the gaseous refrigerant with the high temperature and the high pressure to form a secondary refrigerant with a high temperature, then the secondary refrigerant with the high temperature flows through the heat radiator 3 and exchanges heat with the air inside the vehicle to heat the air inside the vehicle, and the secondary refrigerant flows back to the first plate heat exchanger 2 to exchange heat so as to increase its own temperature after having released heat, and thus a circulation of the first secondary refrigerant inside the first plate heat exchanger 2 is completed.
Fourthly, when the heating-defrosting mode is started, the first driving device 4, the first on-off valve 6 and the third on-off valve 10 are controlling to be switched on, and the first throttle device 5, the second on-off valve 75, the second driving device 73 and the second throttle device 8 are controlled to be switched off. This operation mode may be started in winter having a decreased temperature, and the external air heat exchanger 72 needs to be defrosted. Under this operation mode, the air inside the vehicle can be heated at the same time, during the defrostation of the external air heat exchanger 72.
The refrigerant has a following circulation path: a gaseous refrigerant with a high temperature and a high pressure flowing out from the compressor 1, flows through the first channel of the first plate heat exchanger 2 to exchange a small amount of heat with the first secondary refrigerant to form a gaseous refrigerant with a medium temperature and a high pressure, then the gaseous refrigerant with the medium temperature and the high pressure flows through the first on-off valve 6 and enters the external air heat exchanger 72 which has already frosted up to defrost the external air heat exchanger 72 by a hot gas (the gaseous refrigerant), and the refrigerant may be cooled to form a gaseous refrigerant with a medium temperature and a medium pressure; the gaseous refrigerant with the medium temperature and the medium pressure flows through the third on-off valve 10 and the gas-liquid separator 20 sequentially and further back to the compressor 1 for compression, and thus a circulation of the refrigerant is completed, so that a defrosting effect of the external air heat exchanger 72 in a low-temperature environment is achieved.
The secondary refrigerant has a following circulation path: under the action of the first driving device 4 having a not too large flow, the first secondary refrigerant flows through the second channel of the first plate heat exchanger 2 and exchanges heat from the gaseous refrigerant with the high temperature and the high pressure to form a secondary refrigerant with a high temperature, then the secondary refrigerant with the high temperature flows through the heat radiator 3 and exchanges heat with the air inside the vehicle to heat the air inside the vehicle, and the secondary refrigerant further flows back to the first plate heat exchanger 2 to exchange heat so as to increase its own temperature after having released heat, and thus a circulation of the first secondary refrigerant for simultaneous heating during the defrostation is completed.
In summary, with the controlling method according to the second aspect of embodiments of the present disclosure, without changing the circulation direction of the refrigerant, as shown in
According to the third aspect of embodiments of the present disclosure, a vehicle including the air conditioning system according to the above embodiments of the present disclosure is provided. With the air conditioning system according to embodiments of the present disclosure having above advantages, the vehicle including the air conditioning system may be more energy efficient, and show better performances and driving comfort.
Reference throughout this specification to “one embodiment”, “some embodiments,” “an embodiment”, “a specific example,” or “some examples,” means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. Thus, the appearances of the phrases in various places throughout this specification are not necessarily referring to the same embodiment or example of the present disclosure. Furthermore, the particular features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.
Although explanatory embodiments have been shown and described, it would be appreciated that the above embodiments are explanatory and cannot be construed to limit the present disclosure, and changes, alternatives, and modifications can be made in the embodiments without departing from scope of the present disclosure by those skilled in the art.
| Number | Date | Country | Kind |
|---|---|---|---|
| 201510330148.6 | Jun 2015 | CN | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/CN2016/085168 | 6/7/2016 | WO | 00 |
