WO2018233259A1 - 一种电动汽车、电动汽车热泵空调总成及其控制方法 - Google Patents

一种电动汽车、电动汽车热泵空调总成及其控制方法 Download PDF

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Publication number
WO2018233259A1
WO2018233259A1 PCT/CN2017/118106 CN2017118106W WO2018233259A1 WO 2018233259 A1 WO2018233259 A1 WO 2018233259A1 CN 2017118106 W CN2017118106 W CN 2017118106W WO 2018233259 A1 WO2018233259 A1 WO 2018233259A1
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WIPO (PCT)
Prior art keywords
vehicle
heat exchanger
heat pump
pump air
action
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2017/118106
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English (en)
French (fr)
Inventor
李俊峰
陈华英
韩雷
李潇
郭爱斌
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Gree Electric Appliances Inc of Zhuhai
Gree Wuhan Electric Appliances Co Ltd
Original Assignee
Gree Electric Appliances Inc of Zhuhai
Gree Wuhan Electric Appliances Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gree Electric Appliances Inc of Zhuhai, Gree Wuhan Electric Appliances Co Ltd filed Critical Gree Electric Appliances Inc of Zhuhai
Priority to EP17914313.6A priority Critical patent/EP3643993B1/en
Priority to US16/500,227 priority patent/US11254186B2/en
Publication of WO2018233259A1 publication Critical patent/WO2018233259A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00735—Control systems or circuits characterised by their input, i.e. by the detection, measurement or calculation of particular conditions, e.g. signal treatment, dynamic models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00821—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being ventilating, air admitting or air distributing devices
    • B60H1/00835—Damper doors, e.g. position control
    • B60H1/00849—Damper doors, e.g. position control for selectively commanding the induction of outside or inside air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H1/00899—Controlling the flow of liquid in a heat pump system
    • B60H1/00907—Controlling the flow of liquid in a heat pump system where the flow direction of the refrigerant changes and an evaporator becomes condenser
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00935—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising four way valves for controlling the fluid direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00942—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising a plurality of heat exchangers, e.g. for multi zone heating or cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating devices
    • B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
    • B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
    • B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
    • B60H2001/00961—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices comprising means for defrosting outside heat exchangers

Definitions

  • the present application relates to the technical field of automobile air conditioner production, and in particular relates to an electric vehicle, an electric vehicle heat pump air conditioner assembly and a control method thereof.
  • the refrigeration unit and the heating part of the air-conditioning assembly of the conventional internal combustion engine vehicle are two separate systems, the refrigeration part is cooled by the compressor, and the heating part is realized by the waste heat of the internal combustion engine. Since the electric vehicle has eliminated the internal combustion engine, it is impossible to use the waste heat of the internal combustion engine to achieve heating.
  • heat pump type air conditioners are used in electric vehicles.
  • Conventional heat pump type air conditioners usually include a compressor, a four-way valve, an external heat exchanger, a throttle valve, and an in-vehicle heat exchanger that constitute a refrigerant circuit.
  • the indoor heat exchanger is used as an evaporator, and when heating is required, the indoor heat exchanger is used as a condenser by the commutation of the four-way valve.
  • the outdoor heat exchanger used as the evaporator is easy to frost, and the heat exchange efficiency of the outdoor heat exchanger after frosting is greatly reduced, and the operating efficiency of the entire air conditioning system is greatly reduced, which requires removal.
  • Frost job the conventional heat pump type air conditioner is operated by a refrigeration cycle when defrosting, that is, the outdoor heat exchanger is used as a condenser, and the indoor heat exchanger is used as an evaporator. At this time, it is not possible to blow air into the driving, which makes the inside of the vehicle during defrosting. There is no heat supplement, so the temperature inside the car will be significantly lower and the comfort will be poor.
  • the present application provides an electric vehicle heat pump air conditioning assembly so that the heat pump air conditioning system can still be in the vehicle when it is in the defrosting mode.
  • the hot air is conveyed to avoid the temperature drop inside the car, ensuring ride comfort and speeding up the defrosting speed.
  • the present application also provides a control method for the above-described electric vehicle heat pump air conditioner assembly.
  • the present application also provides an electric vehicle having the above-described electric vehicle heat pump air conditioner assembly.
  • the electric vehicle heat pump air conditioner assembly comprises a heat pump air conditioning system and an HVAC box.
  • the four ports of the four-way valve respectively pass through the first line and the compressor row.
  • the gas port is connected, communicates with the heat exchanger outside the vehicle through the second pipeline, communicates with the suction port of the compressor through the third pipeline, and communicates with the heat exchanger in the vehicle through the fourth pipeline, the outside of the vehicle.
  • the heat exchanger and the in-vehicle heat exchanger are connected in series through a fifth pipeline to form a refrigerant circuit, and the heat pump air conditioning system further includes a defrosting branch and a defrosting solenoid valve, and one end of the defrosting branch
  • the fifth conduit is in communication, and the other end is in communication with the third conduit.
  • the defrosting solenoid valve is disposed on the defrosting branch and is used to control the opening and closing of the defrosting branch.
  • the heat exchanger is located in the HVAC box, and the HVAC box is further provided with an auxiliary heater, the auxiliary heater is located on the leeward side of the in-vehicle heat exchanger, and is in the heat pump air conditioning system In the frost mode, the defrosting solenoid valve is opened, and the HVAC box is directed to the vehicle Blower, and the auxiliary heater is turned on.
  • the HVAC box is provided with a cold and warm damper
  • the cold and warm damper is located on the leeward side of the in-vehicle heat exchanger, and when the cold and warm damper is in the first position, the intake air passes through the auxiliary heater;
  • the cold and warm damper is in the second position, a part of the intake air passes through the auxiliary heater, and when the cold and warm damper is in the third position, the intake air does not pass through the auxiliary heater.
  • the in-vehicle heat exchanger includes a first in-vehicle heat exchanger and a second in-vehicle heat exchanger connected in parallel, and the first in-vehicle heat exchanger passes through the first inflow branch and the fifth tube
  • the road is connected to communicate with the fourth pipeline through the first outflow branch
  • the second in-vehicle heat exchanger is connected to the fifth pipeline through the second inflow branch, and passes through the second outflow branch and the
  • the fourth pipeline is connected, and the first inflow branch is provided with a first throttle element, and the second inflow branch is provided with a second throttle element.
  • the fifth pipeline is further connected with a flasher in series, and the flasher is connected to the air inlet of the compressor.
  • the air inlet of the HVAC box is provided with an adjusting member, and when the adjusting member is in the first position, the air inlet of the HVAC is blocked from the outside of the vehicle and communicates with the cab; In the second position, the air inlet of the HVAC is simultaneously communicated with the outside of the vehicle and the cab; when the adjusting member is in the third position, the air inlet of the HVAC communicates with the outside of the vehicle and is blocked from the cab.
  • the auxiliary heater is a PTC heater.
  • the method for controlling an electric vehicle heat pump air conditioner assembly disclosed in the first aspect of the present application, when the heat pump air conditioning system is in a defrosting mode, the exhaust port of the compressor and the external heat exchanger Connected, the defrosting solenoid valve is opened, so that the refrigerant passes directly through the defrosting branch and the third line directly to the air inlet of the compressor after passing through the outdoor heat exchanger, and The HVAC tank is blown into the vehicle to turn on the auxiliary heater.
  • a method for controlling an electric vehicle heat pump air conditioner assembly disclosed in a second aspect of the present application when the heat pump air conditioning system is in a defrosting mode, the exhaust port of the compressor and the external heat exchanger In communication, the defrosting solenoid valve is opened, the HVAC box supplies air to the vehicle, the auxiliary heater is turned on, and the cold and warm damper is in the first position.
  • Outer control method according to the third aspect of the electric vehicle disclosed heat pump assembly, collection exterior environment temperature T, and is compared with a preset refrigerant temperature t 1, when the outer T 1 ⁇ T, the operation is performed A, the The action A is: making the first in-vehicle heat exchanger and the second in-vehicle heat exchanger both as evaporators, and the first throttling element and the second throttling element are both open Maximum value.
  • the outside temperature T of the vehicle is collected, and compared with the preset heating temperature t 2 , wherein t 2 ⁇ t 1 , if T is outside ⁇ t 2 , then action B is performed, and the action B is:
  • Both the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are used as a condenser, and the opening degrees of the first throttle element and the second throttle element are both maximum values.
  • the vehicle is collected with a preset temperature T and t 0 is the mode-switching temperature comparison
  • the action is C:
  • the first in-vehicle heat exchanger and the second in-vehicle heat exchanger are both used as an evaporator, and the opening of the first throttling element is a maximum value, and the opening degree of the second throttling element is a minimum value;
  • T is ⁇ t 0 and the heat pump air conditioning system is not in the demisting mode, then action D is performed, the action D being: making the first in-vehicle heat exchanger and the second car
  • the inner heat exchangers each serve as a condenser, and the opening of the first throttle element is a minimum value, and the opening degree of the second throttle element is a maximum value.
  • the action E is performed, the action E is: connecting the exhaust port of the compressor to the external heat exchanger, the first throttle The opening of the element and the second throttle element are both minimum values, the defrosting solenoid valve is opened, the HVAC box supplies air to the interior of the vehicle, and the auxiliary heater is turned on.
  • the action F is: switching the air inlet of the HVAC box to outside loop.
  • the action F is: switching the air inlet of the HVAC box to outside loop.
  • the action K is performed, and the action K is: turning on the auxiliary heater.
  • the electric vehicle disclosed in the present application employs the electric vehicle heat pump air conditioner assembly disclosed in any of the above.
  • the HVAC tank supplies air to the vehicle, and the auxiliary heater When it is turned on, the air is sent to the vehicle after being heated by the auxiliary heater, which enables the heat to be transferred into the vehicle during the defrosting of the heat pump system, ensuring proper temperature inside the vehicle, improving ride comfort, and at the same time,
  • the defrosting solenoid valve is opened, and the high-temperature and high-pressure refrigerant discharged from the compressor enters the heat exchanger outside the vehicle and directly returns to the compressor for compression again, which can rapidly increase the temperature of the heat exchanger outside the vehicle and accelerate the temperature. Frost process.
  • the HVAC box body is controlled to blow air into the vehicle, and the auxiliary heater is turned on.
  • the defrosting solenoid valve is opened at the same time to speed up the defrosting process.
  • the electric vehicle disclosed in the present application adopts the electric vehicle heat pump air conditioner assembly described above, the electric vehicle has the technical advantages corresponding to the above-described heat pump air conditioner assembly, and will not be further described herein.
  • FIG. 1 is a schematic diagram of a cycle of a high-power refrigeration/heating mode system of an electric vehicle heat pump air conditioner assembly disclosed in a first embodiment of the present application;
  • FIG. 2 is a schematic diagram of a small power refrigeration (or low power refrigeration defogging) cycle of an electric vehicle heat pump air conditioner assembly disclosed in the first embodiment of the present application;
  • FIG. 3 is a schematic diagram of a low-power heating (or low-power heating and defogging) cycle of an electric vehicle heat pump air conditioner assembly disclosed in the first embodiment of the present application;
  • FIG. 4 is a schematic diagram of a cycle in a defrosting state of an electric vehicle heat pump air conditioner assembly disclosed in the first embodiment of the present application;
  • FIG. 5 is a schematic diagram of a refrigeration/heating mode system cycle of an electric vehicle heat pump air conditioner assembly disclosed in a second embodiment of the present application;
  • FIG. 6 is a schematic diagram of a refrigeration/heating mode system cycle of an electric vehicle heat pump air conditioner assembly disclosed in a third embodiment of the present application;
  • FIG. 7 is a schematic diagram of a control flow of an electric vehicle heat pump air conditioner assembly disclosed in the present application.
  • One of the cores of the present application is to provide an electric vehicle heat pump air conditioner assembly so that when the heat pump air conditioning system is in the defrosting mode, hot air can still be delivered to the vehicle to avoid a drop in the temperature inside the vehicle and ensure ride comfort.
  • Another core of the present application is to provide a control method for the above-described electric vehicle heat pump air conditioner assembly.
  • Still another core of the present application is to provide an electric vehicle having the above-described electric vehicle heat pump air conditioner assembly.
  • the electric vehicle heat pump air conditioner assembly disclosed in the embodiment of the present application includes a heat pump air conditioning system 10 and a HVAC box (Heating, Ventilation and Air Conditioning).
  • the in-vehicle heat exchanger of the heat pump air conditioning system 10 is located in the HVAC tank 20, and an auxiliary heater 24 is disposed in the HVAC tank 20, and the auxiliary heater 24 is located on the leeward side of the in-vehicle heat exchanger, and the air conditioner is defrost In the mode, the HVAC tank 20 blows air into the vehicle, and the auxiliary heater 24 is turned on.
  • the heat pump air conditioning system 10 includes the compressor 11, the outdoor heat exchanger 13, and the in-vehicle heat exchanger, the four-way The four ports of the valve 12 are respectively communicated with the exhaust port of the compressor 11 through the first line, communicate with the outside heat exchanger 13 through the second line, and communicate with the suction port of the compressor 11 through the third line.
  • the fourth pipeline is connected to the in-vehicle heat exchanger, and the external heat exchanger 13 and the in-vehicle heat exchanger are connected in series through the fifth pipeline, and thus the entire refrigerant circuit is formed.
  • a defrosting branch is also provided. As shown in FIG. 1 to FIG. 4, one end of the defrosting branch is connected with the fifth pipeline, and the other end is connected with the third pipeline, and the defrosting branch is further A defrosting solenoid valve 16 is provided.
  • the defrosting solenoid valve 16 functions to control the opening and closing of the defrosting branch. In the defrosting mode, the defrosting solenoid valve 16 is in an open state.
  • the HVAC box supplies air to the vehicle, the auxiliary heater is turned on, and the air is sent to the vehicle after being heated by the auxiliary heater. Inside, this makes it possible to transfer heat to the inside of the vehicle during the defrosting of the heat pump system, to ensure proper temperature inside the vehicle and to improve ride comfort.
  • the defrosting solenoid valve is opened and discharged by the compressor. The high-temperature and high-pressure refrigerant enters the heat exchanger outside the vehicle and directly returns to the compressor for compression again. This can quickly increase the temperature of the heat exchanger outside the vehicle and accelerate the defrosting process.
  • the in-vehicle heat exchanger comprises two, respectively a first in-vehicle heat exchanger 15a and a second in-vehicle heat exchanger 15b, as shown in Figures 1 to 4, the first in-vehicle heat exchanger 15a and the second
  • the in-vehicle heat exchangers 15b are arranged in parallel, wherein the first heat exchanger is in communication with the fifth pipeline through the first inflow branch, and communicates with the fourth pipeline through the first outflow branch, the second in-vehicle heat exchanger 15b
  • the second inflow branch communicates with the fifth pipeline, and communicates with the fourth pipeline through the second outflow branch.
  • the first inflow branch is provided with a first throttle element 14a
  • the second inflow branch is provided with a second section. Flow element 14b.
  • the air inlet of the HVAC box 20 is provided with an adjusting member 21, which can be referred to as an inner and outer circulation damper.
  • the adjusting member 21 has three adjusting positions. When in the first position, the air inlet of the HVAC is blocked from the outside of the vehicle. And connected to the cab, when the whole vehicle realizes the inner circulation of the gas; when in the second position, the air inlet of the HVAC is simultaneously connected with the inside and outside of the vehicle, and the circulation mode of the entire vehicle gas is the inner circulation. When the vehicle is in the third position, the air inlet of the HVAC communicates with the outside of the vehicle and is blocked from the cab. At this time, the entire vehicle realizes the outer circulation of the gas.
  • the HVAC tank 20 is also provided with a cold and warm damper 23.
  • the auxiliary heater 24 is disposed in the gas passage of the HVAC tank 20, and the cold and warm damper 23 also has three Adjusting the position, when it is in the first position, the intake air all passes through the auxiliary heater 24 to achieve auxiliary heating of the auxiliary gas by the auxiliary heater 24; when the cold and warm damper 23 is in the second position, a part of the intake air passes through the auxiliary heater 24, in order to achieve partial heating of the auxiliary heater 24 to obtain a suitable temperature; when the cold and warm damper 23 is in the third position, the intake air does not pass through the auxiliary heater 24 to avoid the auxiliary heater 24 heating the gas. .
  • the type of the auxiliary heater 24 in the embodiment of the present application is not limited.
  • the auxiliary heater 24 is recommended to use a PTC heater.
  • the so-called windward side and leeward side are defined as follows. Taking the indoor heat exchanger as an example, the side that meets the incoming wind in the HVAC for the first time is the windward side of the indoor heat exchanger or the windward side, correspondingly, The other side of the indoor heat exchanger is the leeward side or the leeward side.
  • the hollow arrows at the various inlet and outlet positions of the HVAC indicate the flow direction of the gas.
  • the solid line represents the passage of refrigerant
  • the dotted line represents the pipeline cut-off
  • no refrigerant passes.
  • the refrigerant passes through the compressor 11 and passes through the four-way valve 12, and then goes outside the vehicle.
  • the heat exchanger 13 performs condensation heat release, and the first throttle element 14a and the second throttle element 14b are both opened to respective opening degrees, and the refrigerant flowing out of the vehicle heat exchanger 13 enters the first interior heat exchanger 15a and the first
  • the two in-vehicle heat exchangers 15b perform evaporation heat exchange, and finally the refrigerant returns to the compressor 11 through the four-way valve 12 to complete a cycle.
  • the two in-vehicle heat exchangers are used as evaporators during the cooling process, which can effectively improve the cooling capacity of the heat pump air-conditioning assembly and increase the speed of the air temperature adjustment in the vehicle, thereby improving the user experience.
  • the HVAC tank 20 is subjected to air treatment, and the air is drawn by the air blower into the air passage through the air inlet, cooled by the first in-vehicle heat exchanger 15a and the second in-vehicle heat exchanger 15b, and then selectively passed through the cold and warm damper 23
  • the auxiliary heater 24 is further heated or not heated, and then sent to the air outlet of the HVAC box 20.
  • the treated comfortable air can reach different positions (blowing, blowing or Defogging)
  • the adjusting member 21 at the air inlet can be manually or automatically selected to be in the first position, the second position or the third position to achieve internal circulation, internal or external circulation or external circulation
  • the auxiliary heater 24 can be heated by the PTC.
  • the device may also be implemented by other heat sources, such as electric vehicle motor waste heat, battery pack waste heat, and the like.
  • the front windshield can be demisted.
  • the cold and warm damper 23 can be placed in the first position as needed.
  • the second position or the third position is to achieve further heating and drying of all the air, further drying of part of the air or no further heating of the air.
  • the four-way valve 12 is reversed at this time, and the flow direction of the refrigerant after flowing out of the compressor 11 is opposite to that in the high-power cooling mode.
  • the refrigerant passes through the compressor 11 to work, it passes through the four-way valve 12, and then to the in-vehicle heat exchanger for condensation and heat release, and the first throttle element 14a and the second throttle element 14b are both opened to the corresponding opening degree, and the first interior is
  • the refrigerant flowing out of the heat exchanger 15a and the second in-vehicle heat exchanger 15b enters the outdoor heat exchanger 13 for evaporative heat exchange, and finally the refrigerant is returned to the compressor 11 through the four-way valve 12 to complete a cycle.
  • the two in-vehicle heat exchangers are used as condensers in the high-power heating process, which can effectively improve the heating capacity of the heat pump air-conditioning assembly, improve the speed of the air temperature adjustment in the vehicle, and thus enhance the user's use.
  • the two in-vehicle heat exchangers are used as condensers in the high-power heating process, which can effectively improve the heating capacity of the heat pump air-conditioning assembly, improve the speed of the air temperature adjustment in the vehicle, and thus enhance the user's use.
  • the HVAC tank 20 is subjected to air treatment, and the air is drawn by the air blower into the air passage through the air inlet, heated by the first in-vehicle heat exchanger 15a and the second in-vehicle heat exchanger 15b, and then selectively passed through the cold and warm damper 23
  • the auxiliary heater 24 is further heated or not heated, and then sent to the air outlet of the HVAC box 20.
  • the treated comfortable air can reach different positions (blowing, blowing or Defogging and defrosting), the adjusting member 21 at the air inlet can be manually or automatically selected to be in the first position, the second position or the third position, in order to achieve internal circulation, internal or external circulation or external circulation, and the auxiliary heater 24 can be PTC heaters can also be implemented with other heat sources, such as electric motor motor waste heat, battery pack waste heat, and the like.
  • the front windshield can be demisted.
  • the cold and warm damper 23 can be placed in the first position as needed.
  • the second position or the third position is to achieve further heating and drying of all the air, further drying of part of the air or no further heating of the air.
  • the heat pump air conditioning system 10 operates in a cooling mode, and the refrigerant passes through the four-way valve 12 after being subjected to work by the compressor 11, and then to the outside heat exchanger 13 for condensation and heat release, the first section.
  • the flow element 14a is opened to the corresponding opening degree, the second throttle element 14b is completely closed, and the refrigerant flowing out of the outdoor heat exchanger 13 enters only the first in-vehicle heat exchanger 15a for evaporation heat exchange, and finally the refrigerant passes through four.
  • the valve 12 is returned to the compressor 11 to complete a cycle.
  • the HVAC tank 20 is subjected to air treatment, and the air is drawn by the air blower into the air passage through the air inlet, cooled by the first in-vehicle heat exchanger 15a, and then further heated by the auxiliary heater 24 through the cold and warm damper 23 or not. Heating, and then sent to the air outlet of the HVAC box 20, according to the switch settings of different air outlets in the car, the treated comfortable air can reach different positions (blowing, blowing or defogging), adjustment at the air inlet
  • the piece 21 can be manually or automatically selected to be in the first position, the second position or the third position in order to achieve an inner loop, an inner or outer loop or an outer loop.
  • the front windshield can be demisted, and of course, the cold and warm damper 23 can be placed as needed.
  • a position, a second position or a third position to achieve further heating and drying of all of the air, further drying of part of the air or no further heating of the air.
  • the shutdown processing of the heat pump air-conditioning system 10 can be performed only.
  • the gas entering through the outer circulation can be blown to the windshield.
  • the low-power heating mode as shown in FIG. 3, the heat pump air-conditioning system 10 operates according to the heating mode, and the refrigerant passes through the four-way valve 12 after being worked by the compressor 11, and then condenses and releases heat to the in-vehicle heat exchanger, first
  • the throttle element 14a is completely closed
  • the second throttle element 14b is opened to the corresponding opening degree
  • the refrigerant flowing out of the second heat exchanger enters only the outdoor heat exchanger 13 for evaporation heat transfer
  • the refrigerant passes through the four-way.
  • Valve 12 returns to compressor 11 to complete a cycle.
  • the HVAC tank 20 is subjected to air treatment, and the air is drawn by the air blower into the air passage through the air inlet, heated by the second in-vehicle heat exchanger 15b, and then further heated by the auxiliary heater 24 through the cold and warm damper 23 or not. Heating, and then sent to the air outlet of the HVAC box 20, according to the switch settings of different air outlets in the car, the treated comfortable air can reach different positions (blowing, blowing or defogging), adjustment at the air inlet
  • the piece 21 can be manually or automatically selected to be in the first position, the second position or the third position in order to achieve an inner loop, an inner or outer loop or an outer loop.
  • the low-power cooling mode and the low-power heating mode are generally used when the outside temperature is neither too high nor too low. In this case, the cooling and heating modes are easily alternated due to cooling and heating. Different in-vehicle heat exchangers are in operation, which avoids the situation that the condensed water condensed on the heat exchanger inside the vehicle is reheated into the vehicle during the cooling process, avoiding fogging of the window and the front windshield. Ensure driving safety.
  • the defrosting mode of the heat exchanger 13 outside the vehicle as shown in FIG. 4, the refrigerant discharged from the exhaust port of the compressor 11 enters the heat exchanger 13 for condensing and releasing heat to convert the heat exchanger 13 outside the vehicle.
  • the defrosting solenoid valve 16 is opened, and the refrigerant flowing out of the outdoor heat exchanger 13 passes through the defrosting branch and the defrosting solenoid valve 16 and returns to the compressor 11 to complete a cycle.
  • the auxiliary heater 24 provided in the HVAC tank 20 is opened to continuously supply heat to the interior of the vehicle during the defrosting of the heat pump air conditioning system 10. The air is drawn by the fan through the air inlet and enters the air duct.
  • the treated comfortable air After being heated by the auxiliary heat exchanger, it is sent to the air outlet of the HVAC box 20. According to the switch settings of different air outlets in the vehicle, the treated comfortable air can reach different air.
  • the position, the adjustment member 21 at the air inlet can be manually or automatically selected to be in the first position, the second position or the third position in order to achieve internal circulation, internal or external circulation or external circulation.
  • the heat pump air conditioning system 10 is switched to the high power heating mode, and the auxiliary heater 24 is turned off.
  • a control method for the above-mentioned electric vehicle heat pump air conditioner assembly is also disclosed in the present application.
  • the heat pump air conditioner when the heat pump air conditioner is in a defrosting mode (external heat exchanger 13 defrosting) mode, The HVAC tank 20 is blown into the vehicle, the auxiliary heater 24 is turned on, and the cold and warm damper 23 is in the first position, that is, all the gases are heated by the auxiliary heater 24 to ensure the heat pump air conditioning system 10
  • the vehicle can be continuously supplied with heat, and at the same time, the exhaust port of the compressor 11 is communicated with the outdoor heat exchanger 13, and the defrosting solenoid valve 16 is opened to The refrigerant is directly returned to the intake port of the compressor 11 via the defrosting branch and the third line after passing through the outside heat exchanger.
  • the method further comprises: collecting the temperature outside the vehicle exterior T, and comparing with the preset cooling temperature being t 1 , and if T is outside ⁇ t 1 , performing action A, the action A is: making the first Both the in-vehicle heat exchanger 15a and the second in-vehicle heat exchanger 15b serve as evaporators, and the opening degrees of the first throttle element 14a and the second throttle element 14b are both maximum, meaning that high power is entered.
  • an action F is also required, which is to switch the air inlet of the HVAC box 20 to an outer loop.
  • the vehicle is collected with a preset temperature T and t 0 is the mode-switching temperature comparison, if the T ⁇ t 0, action is performed C, C is the action: the first An in-vehicle heat exchanger 15a and the second in-vehicle heat exchanger 15b both function as evaporators, and the opening of the first throttle element 14a is a maximum value, and the opening degree of the second throttle element 14b is a minimum value.
  • F is the action: that the HVAC housing inlet 20 to the outer loop; inner if T ⁇
  • the action D is: making the first in-vehicle heat exchanger 15a and the second in-vehicle heat exchanger 15b both as condensers, and
  • the opening of the throttle element 14a is a minimum value, and the opening degree of the second throttle element 14b is a maximum value, that is, entering a low power heating mode.
  • Action H the action H is: reversing the four-way valve 12, and the first in-vehicle heat exchanger 15a and the second in-vehicle heat exchanger 15b are both used as evaporators, and The opening of the throttle element 14a is the maximum value, and the opening degree of the second throttle element 14b is the minimum value, so that the air inlet of the HVAC box 20 is switched to the outer loop.
  • the auxiliary heater 24 can also be turned on. The air after the dehumidification treatment of the heat exchanger is further heated and dried.
  • t 1, t 2, t 0 are set according to the actual situation, usually, 29 °C ⁇ t 1 ⁇ 32 °C, ⁇ t 0 °C 2 ⁇ 5 °C, 22 °C ⁇ t 0 ⁇ 25 ° C.
  • the control method controls the electric vehicle heat pump air conditioner to perform the specific action E, and the action E is: connecting the exhaust port of the compressor 11 with the external heat exchanger 13 , the first throttle The opening degree of the element 14a and the second throttle element 14b are both minimum values, the defrosting solenoid valve 16 is opened, the HVAC box 20 blows air into the vehicle, and the auxiliary heater 24 is turned on, meaning that the vehicle is entered. External heat exchanger 13 defrosting mode.
  • the second embodiment is also provided in the present application. Compared with the electric vehicle heat pump air conditioner assembly in the first embodiment, the second embodiment is different in that the structure of the HVAC box 20 is changed, and the cold and warm damper 23 and the corresponding are eliminated.
  • the air duct is designed to reduce the air inlet resistance, and the heat pump air conditioning system 10 and its operation mode are identical to those in the first embodiment.
  • a third embodiment is also provided in the present application.
  • the distinguishing feature of the third embodiment is that the modification of the heat pump air conditioning system 10 is connected in series on the fifth line as compared with the electric vehicle heat pump air conditioner assembly in the first embodiment.
  • the flasher 18 and the flasher 18 are connected to the air inlet of the compressor 11 to realize the air supply and the increase of the air during heating.
  • the compressor 11 can be a single-stage compressor 11 or a double-pole or multi-stage compression. Machine 11.
  • an electric vehicle is disclosed in the present application, which employs the electric vehicle heat pump air conditioner assembly disclosed in any of the above embodiments.
  • the electric vehicle Since the above-mentioned electric vehicle heat pump air conditioner assembly is adopted, the electric vehicle has the technical advantages corresponding to the above heat pump air conditioner assembly, and will not be further described herein.

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Abstract

一种电动汽车热泵空调总成及其控制方法和一种采用上述电动汽车热泵空调总成的电动汽车。该热泵空调总成包括热泵空调系统（10）和HVAC箱体（20），热泵空调系统（10）的车内换热器（15a、15b）位于HVAC箱体（20）中，HVAC箱体（20）中还设置有辅助加热器（24），辅助加热器（24）位于车内换热器（15a、15b）的背风侧，热泵空调系统（10）中设置有将车外换热器（13）的冷媒出口与压缩机（11）的吸气口连通的化霜支路，且在热泵空调系统（10）处于化霜模式时，HVAC箱体（20）向车内送风，且辅助加热器（24）开启，化霜支路开启。该汽车热泵空调总成在热泵系统化霜时依然可以实现向车内输送热量，保证车内具有合适的温度，提升乘坐舒适性，并且化霜支路的设置可以有效提高化霜效率。

Description

一种电动汽车、电动汽车热泵空调总成及其控制方法
相关申请
本申请要求2017年06月19日申请的，申请号为201710464346.0，名称为“一种电动汽车、电动汽车热泵空调总成及其控制方法”的中国专利申请的优先权，在此将其全文引入作为参考。
技术领域
本申请涉及汽车空调生产技术领域，特别涉及一种电动汽车、电动汽车热泵空调总成及其控制方法。
背景技术
传统内燃机汽车的空调总成制冷部分和制热部分是分开的两个独立系统，制冷部分采用压缩机制冷，而制热部分是利用内燃机的废热实现。电动汽车由于取消了内燃机，因此无法利用内燃机的废热实现制热。
随着技术的发展，传统热泵型空调被应用于电动汽车中，传统热泵型空调通常包括构成冷媒回路的压缩机、四通阀、车外换热器、节流阀以及车内换热器，在需要进行制冷时，室内换热器作为蒸发器使用，在需要进行制热时，通过四通阀的换向使室内换热器作为冷凝器使用。
然而，在冬季气温较低时，作为蒸发器使用的室外换热器容易结霜，结霜后的室外换热器换热效率大幅下降，整个空调系统的运行效率大大降低，这就需要进行除霜作业。目前传统热泵型空调除霜时是运行制冷循环，也就是说，室外换热器作为冷凝器，室内换热器会作为蒸发器使用，此时不能向驾驶内吹风，这使得化霜期间车内没有热量补充，因此车内温度会显著下将，舒适性较差。
发明内容
针对目前电动汽车化霜过程较慢且化霜期间车内没有热量补充的问题，本申请提供一种电动汽车热泵空调总成，以便能够在热泵空调系统处于化霜模式时，仍然能够向车内输送热风，避免车内温度的下降，保证乘坐舒适性，同时加快化霜速度。
本申请还提供了一种上述电动汽车热泵空调总成的控制方法。
本申请同时还提供了一种具有上述电动汽车热泵空调总成的电动汽车。
为达到上述目的，本申请提供的电动汽车热泵空调总成，包括热泵空调系统和HVAC箱 体，所述热泵空调系统中，四通阀的四个接口分别通过第一管路与压缩机的排气口连通，通过第二管路与车外换热器连通，通过第三管路与所述压缩机的吸气口连通，通过第四管路与车内换热器连通，所述车外换热器与所述车内换热器通过第五管路串联以形成冷媒回路，所述热泵空调系统中还包括化霜支路和化霜电磁阀，所述化霜支路的一端与所述第五管路连通，另一端与所述第三管路连通，所述化霜电磁阀设置在所述化霜支路上，并用于控制所述化霜支路的通断，所述车内换热器位于所述HVAC箱体中，所述HVAC箱体中还设置有辅助加热器，所述辅助加热器位于所述车内换热器的背风侧，且在所述热泵空调系统处于化霜模式时，所述化霜电磁阀开通，所述HVAC箱体向车内送风，且所述辅助加热器开启。
优选的，所述HVAC箱体内设置有冷暖风门，所述冷暖风门位于所述车内换热器的背风侧，所述冷暖风门处于第一位置时，进气全部通过所述辅助加热器；所述冷暖风门处于第二位置时，一部分进气通过所述辅助加热器，所述冷暖风门处于第三位置时，进气全部不通过所述辅助加热器。
优选的，所述车内换热器包括并联的第一车内换热器和第二车内换热器，所述第一车内换热器通过第一流入支路与所述第五管路连通，通过第一流出支路与所述第四管路连通，所述第二车内换热器通过第二流入支路与所述第五管路连通，通过第二流出支路与所述第四管路连通，且所述第一流入支路上设置有第一节流元件，所述第二流入支路上设置有第二节流元件。
优选的，所述第五管路上还串联有闪蒸器，且所述闪蒸器与所述压缩机的补气口相连。
优选的，所述HVAC箱体的进风口处设置有调节件，且所述调节件处于第一位置时，所述HVAC的进风口与车外阻隔并与驾驶室相通；所述调节件处于第二位置时，所述HVAC的进风口同时与车外和驾驶室相通；所述调节件处于第三位置时，所述HVAC的进风口与车外相通并与驾驶室阻隔。
优选的，所述辅助加热器为PTC加热器。
本申请中第一方面所公开的一种电动汽车热泵空调总成的控制方法，在所述热泵空调系统处于化霜模式时，使所述压缩机的排气口与所述车外换热器连通，所述化霜电磁阀开启，以使冷媒经过所述车外换热器后直接经由所述化霜支路和所述第三管路直接回流至所述压缩机的进气口，并使所述HVAC箱体向车内送风，开启所述辅助加热器。
本申请中第二方面所公开的一种电动汽车热泵空调总成的控制方法，在所述热泵空调系统处于化霜模式时，使所述压缩机的排气口与所述车外换热器连通，所述化霜电磁阀开启，所述HVAC箱体向车内送风，开启所述辅助加热器，并使所述冷暖风门处于第一位置。
本申请第三方面所公开的电动汽车热泵空调总成的控制方法，采集车外环境温度T 外，并与预设制冷温度为t 1比较，若T 外≥t 1，则执行动作A，所述动作A为：使所述第一车内换热器和所述第二车内换热器均作为蒸发器，且所述第一节流元件和所述第二节流元件开度均为 最大值。
优选的，采集车外环境温度T 外，并与预设制热温度为t 2比较，其中t 2＜t 1，若T 外≤t 2，则执行动作B，所述动作B为：使所述第一车内换热器和所述第二车内换热器均作为冷凝器，且所述第一节流元件和所述第二节流元件开度均为最大值。
优选的，若t 2＜T 外＜t 1，则采集车内温度T 内并与预设模式切换温度为t 0比较，若T 内≥t 0，则执行动作C，所述动作C为：使所述第一车内换热器和所述第二车内换热器均作为蒸发器，且所述第一节流元件开度为最大值，所述第二节流元件的开度为最小值；若T 内＜t 0，且所述热泵空调系统未处于除雾模式时，则执行动作D，所述动作D为：使所述第一车内换热器和所述第二车内换热器均作为冷凝器，且所述第一节流元件的开度为最小值，所述第二节流元件的开度为最大值。
优选的，在所述热泵空调系统处于化霜模式时，执行动作E，所述动作E为：使所述压缩机的排气口与所述车外换热器连通，所述第一节流元件和所述第二节流元件的开度均为最小值，所述化霜电磁阀开启，所述HVAC箱体向车内送风，并开启所述辅助加热器。
优选的，在T 外≥t 1且所述热泵空调系统处于除雾模式时，除执行所述动作A，还执行动作F，所述动作F为：使所述HVAC箱体的进风口切换为外循环。
优选的，在T 外≤t 2且所述热泵空调系统处于除雾模式时，除执行所述动作B，还执行动作F，所述动作F为：使所述HVAC箱体的进风口切换为外循环。
优选的，在t 2＜T 外＜t 1且T 内≥t 0时，若所述热泵空调系统处于除雾模式，除执行所述动作C，还执行动作F，所述动作F为：使所述HVAC箱体的进风口切换为外循环；在t 2＜T 外＜t 1且T 内＜t 0时，若所述热泵空调系统处于除雾模式，则执行动作H，所述动作H为：使四通阀换向，并使所述第一车内换热器和所述第二车内换热器均作为蒸发器，且所述第一节流元件的开度为最大值，所述第二节流元件的开度为最小值，使所述HVAC箱体的进风口切换为外循环。
优选的，在t 2＜T 外＜t 1且T 内＜t 0时，若所述热泵空调系统处于除雾模式，还执行动作K，所述动作K为：开启所述辅助加热器。
优选的，29℃≤t 1≤32℃，0℃≤t 2≤5℃，22℃≤t 0≤25℃。
本申请所公开的电动汽车采用如上任意一项中所公开的电动汽车热泵空调总成。
本申请中所公开的电动汽车热泵空调总成中，由于在HVAC箱体中设置了辅助换热器，并且在热泵空调系统处于化霜模式时，HVAC箱体向车内送风，辅助加热器开启，空气经过辅助加热器加热之后被送入到车内，这使得在热泵系统化霜时依然可以实现向车内输送热量，保证车内具有合适的温度，提升乘坐舒适性，同时，在化霜模式下，化霜电磁阀开启，由压缩机排出的高温高压制冷剂进入车外换热器后直接回流至压缩机内再次进行压缩，这可以迅速提高车外换热器的温度，加快化霜进程。
本申请中所公开的热泵空调总成的控制方法中，由于对上述热泵空调总成进行控制，因此在热泵空调系统处于化霜时控制HVAC箱体向车内送风，并开启辅助加热器，以实现在空调化霜期间对车内进行持续供热，同时开通化霜电磁阀，以加快化霜进程。
本申请所公开的电动汽车由于采用了上述电动汽车热泵空调总成，因此该电动汽车兼具上述热泵空调总成相应的技术优点，本文中对此不再进行赘述。
附图说明
图1为本申请第一实施例中所公开的电动汽车热泵空调总成的大功率制冷/制热模式系统循环示意图；
图2为本申请第一实施例中所公开的电动汽车热泵空调总成小功率制冷(或小功率制冷除雾)循环示意图；
图3为本申请第一实施例中所公开的电动汽车热泵空调总成小功率制热(或小功率制热除雾)循环示意图；
图4为本申请第一实施例中所公开的电动汽车热泵空调总成化霜状态下的循环示意图；
图5为本申请第二实施例中所公开的电动汽车热泵空调总成的制冷/制热模式系统循环示意图；
图6为本申请第三实施例中所公开的电动汽车热泵空调总成的制冷/制热模式系统循环示意图；
图7为本申请所公开的电动汽车热泵空调总成的控制流程示意图。
附图标记：
10-热泵空调系统；
11-压缩机；
12-四通阀；
13-车外换热器；
14a-第一节流元件；
14b-第二节流元件；
15a-第一车内换热器；
15b-第二车内换热器；
16-化霜电磁阀；
17-补气电磁阀；
18-闪蒸器；
19-节流元件；
20-HVAC箱体；
21-调节件；
22-循环风机；
23-冷暖风门；
24-辅助加热器；
25-吹脚风门；
26-吹面风门；
27-除雾/除霜风门。
具体实施方式
本申请的核心之一是提供一种电动汽车热泵空调总成，以便能够在热泵空调系统处于化霜模式时，仍然能够向车内输送热风，避免车内温度的下降，保证乘坐舒适性。
本申请的另一核心在于提供一种上述电动汽车热泵空调总成的控制方法。
本申请的再一核心还在于提供一种具有上述电动汽车热泵空调总成的电动汽车。
为了使本技术领域的人员更好地理解本申请方案，下面结合附图和具体实施方式对本申请作进一步的详细说明。
请同时参考附图1至6，本申请实施例中所公开的电动汽车热泵空调总成，包括热泵空调系统10和HVAC箱体(Heating，Ventilation and Air Conditioning供热通风与空气调节箱体)，热泵空调系统10的车内换热器位于该HVAC箱体20中，HVAC箱体20中设置了辅助加热器24，该辅助加热器24位于车内换热器的背风侧，在空调处于化霜模式时，HVAC箱体20向车内送风，辅助加热器24开启，在第一实施例中，热泵空调系统10包括压缩机11、车外换热器13以及车内换热器，四通阀12的四个接口分别通过第一管路与压缩机11的排气口连通，通过第二管路与车外换热器13连通，通过第三管路与压缩机11的吸气口连通，通过第四管路与车内换热器连通，车外换热器13与车内换热器通过第五管路串联，至此，整个冷媒回路得以形成。
在此基础上，还设置了化霜支路，如图1至图4中所示，化霜支路的一端与第五管路连通，另一端与第三管路连通，化霜支路上还设置有化霜电磁阀16，化霜电磁阀16的作用在于控制化霜支路的通断，在化霜模式时，化霜电磁阀16处于开通状态。
由于在HVAC箱体中设置了辅助换热器，并且在热泵空调系统处于化霜模式时，HVAC箱体向车内送风，辅助加热器开启，空气经过辅助加热器加热之后被送入到车内，这使得在热泵系统化霜时依然可以实现向车内输送热量，保证车内具有合适的温度，提升乘坐舒适性，同时，在化霜模式下，化霜电磁阀开启，由压缩机排出的高温高压制冷剂进入车外换热器后直接回流至压缩机内再次进行压缩，这可以迅速提高车外换热器的温度，加快化霜进程。
车内换热器包括两个，分别为第一车内换热器15a和第二车内换热器15b，如图1至图4 中所示，第一车内换热器15a和第二车内换热器15b并联设置，其中，第一换热器通过第一流入支路与第五管路连通，通过第一流出支路与第四管路连通，第二车内换热器15b通过第二流入支路与第五管路连通，通过第二流出支路与第四管路连通，第一流入支路上设置有第一节流元件14a，第二流入支路上设置有第二节流元件14b。
HVAC箱体20的进风口出设置有调节件21，该调节件21可称为内外循环风门，该调节件21具体有三个调节位置，当处于第一位置时，HVAC的进风口与车外阻隔，并与驾驶室连通，这时整个车辆实现的是气体的内循环；当处于第二位置时，HVAC的进风口同时与车内和车外连通，这时整个车辆气体的循环方式为内循环加外循环；当处于第三位置时，HVAC的进风口与车外连通，并与驾驶室阻隔，这时整个车辆实现的是气体的外循环。除此之外，HVAC箱体20内还设置有冷暖风门23，如图1至图4中所示，辅助加热器24设置在HVAC箱体20的气体通道内，该冷暖风门23也具有三个调节位置，当其处于第一位置时，进气全部通过辅助加热器24，以实现辅助加热器24对全部气体的辅助加热；当冷暖风门23处于第二位置时，一部分进气通过辅助加热器24，以实现辅助加热器24对部分气体的加热，以获得合适的温度；当冷暖风门23处于第三位置时，进气全部不通过辅助加热器24，以避免辅助加热器24对气体进行加热。
需要进行说明的是，本申请实施例中辅助加热器24的类型不受限制，在本案中，辅助加热器24推荐采用PTC加热器。所谓迎风侧和背风侧是按照如下方式进行定义的，以室内换热器为例，首次与HVAC内的来风相遇的一侧为室内换热器的迎风侧或称为上风侧，相应的，室内换热器的另外一侧就为背风侧或称为下风侧，图1至图6中，HVAC各个入口和出口位置的空心箭头所表示的内容为气体的流向。
以下对上述第一实施例中所公开的汽车热泵空调的几种主要的工作模式进行说明。
大功率制冷模式，请参考图1，在热泵系统中，实线代表有冷媒通过，虚线代表管路截断，没有冷媒通过，冷媒经过压缩机11做功后经过四通阀12，然后到车外换热器13进行冷凝放热，第一节流元件14a和第二节流元件14b均开启至相应开度，由车外换热器13流出的冷媒进入到第一车内换热器15a和第二车内换热器15b内进行蒸发换热，最后冷媒再通过四通阀12回到压缩机11内完成一个循环。可见，制冷过程中两个车内换热器均被作为蒸发器来使用，这可以有效提高热泵空调总成的制冷能力，提升车内空气温度调节的速度，进而提升用户的使用感受。
HVAC箱体20中进行空气处理，空气经过风机牵引由进风口进入风道，经过第一车内换热器15a和第二车内换热器15b进行冷却，再经过冷暖风门23选择性的经过辅助加热器24的进一步加热或不加热，然后送到HVAC箱体20的出风口，根据车内不同风口的开关设置，经过处理后的舒适空气就可以到达不同的位置(吹脚、吹面或者除雾)，进风口处的调节件21可以人工或者自动选择打到处于第一位置、第二位置还是第三位置，以便实现内循环、内 外循环或外循环，辅助加热器24可以为PTC加热器，或者也可利用其它热源实现，例如电动车电机废热、电池组废热等。
在大功率制冷模式下，若将调节件21打到第三位置，并将除雾风门打开，就可以实现前挡玻璃除雾，当然，根据需要还可使冷暖风门23处于第一位置、第二位置或第三位置，以实现对全部空气进一步加热干燥、对部分空气进一步干燥或者不对空气进一步加热。
大功率制热模式，请同样参考图1，与大功率制冷模式相比，此时的四通阀12进行换向，冷媒流出压缩机11后的流向与大功率制冷模式时相反，具体的，冷媒经过压缩机11做功后经过四通阀12，然后到车内换热器进行冷凝放热，第一节流元件14a和第二节流元件14b均开启至相应开度，由第一车内换热器15a和第二车内换热器15b流出的冷媒进入到车外换热器13进行蒸发换热，最后冷媒再通过四通阀12回到压缩机11内完成一个循环。可见，大功率制热过程中两个车内换热器均被作为冷凝器来使用，这可以有效提高热泵空调总成的制热能力，提升车内空气温度调节的速度，进而提升用户的使用感受。
HVAC箱体20中进行空气处理，空气经过风机牵引由进风口进入风道，经过第一车内换热器15a和第二车内换热器15b进行加热，再经过冷暖风门23选择性的经过辅助加热器24的进一步加热或不加热，然后送到HVAC箱体20的出风口，根据车内不同风口的开关设置，经过处理后的舒适空气就可以到达不同的位置(吹脚、吹面或者除雾除霜)，进风口处的调节件21可以人工或者自动选择打到处于第一位置、第二位置还是第三位置，以便实现内循环、内外循环或外循环，辅助加热器24可以为PTC加热器，或者也可利用其它热源实现，例如电动车电机废热、电池组废热等。
在大功率制冷模式下，若将调节件21打到第三位置，并将除雾风门打开，就可以实现前挡玻璃除雾，当然，根据需要还可使冷暖风门23处于第一位置、第二位置或第三位置，以实现对全部空气进一步加热干燥、对部分空气进一步干燥或者不对空气进一步加热。
小功率制冷模式，如图2中所示，热泵空调系统10按照制冷模式运行，冷媒经过压缩机11做功后经过四通阀12，然后到车外换热器13进行冷凝放热，第一节流元件14a开启至相应开度，第二节流元件14b完全关闭，由车外换热器13流出的冷媒只进入到第一车内换热器15a内进行蒸发换热，最后冷媒再通过四通阀12回到压缩机11内完成一个循环。
HVAC箱体20中进行空气处理，空气经过风机牵引由进风口进入风道，经过第一车内换热器15a进行冷却，再经过冷暖风门23选择性的经过辅助加热器24的进一步加热或不加热，然后送到HVAC箱体20的出风口，根据车内不同风口的开关设置，经过处理后的舒适空气就可以到达不同的位置(吹脚、吹面或者除雾)，进风口处的调节件21可以人工或者自动选择打到处于第一位置、第二位置还是第三位置，以便实现内循环、内外循环或外循环。
在小功率制冷模式下，若将调节件21打到第二位置或第三位置，并将除雾风门打开，就可以实现前挡玻璃除雾，当然，根据需要还可使冷暖风门23处于第一位置、第二位置或第三 位置，以实现对全部空气进一步加热干燥、对部分空气进一步干燥或者不对空气进一步加热。
除此之外，在小功率制冷模式时，且处于前挡玻璃除雾状态下，若经过湿度传感器的检测，进入HVAC的空气本身湿度不大，还可以进行热泵空调系统10的停机处理，仅通过外循环进入的气体对前挡玻璃吹送即可。
小功率制热模式，如图3中所示，热泵空调系统10按照制热模式运行，冷媒经过压缩机11做功后经过四通阀12，然后到车内换热器进行冷凝放热，第一节流元件14a完全关闭，第二节流元件14b开启至相应开度，由第二换热器内流出的冷媒只进入到车外换热器13内进行蒸发换热，最后冷媒再通过四通阀12回到压缩机11内完成一个循环。
HVAC箱体20中进行空气处理，空气经过风机牵引由进风口进入风道，经过第二车内换热器15b进行加热，再经过冷暖风门23选择性的经过辅助加热器24的进一步加热或不加热，然后送到HVAC箱体20的出风口，根据车内不同风口的开关设置，经过处理后的舒适空气就可以到达不同的位置(吹脚、吹面或者除雾)，进风口处的调节件21可以人工或者自动选择打到处于第一位置、第二位置还是第三位置，以便实现内循环、内外循环或外循环。
小功率制冷模式和小功率制热模式一般是外界温度既不是很高也不是很低的情况下采用的，在这种情况下，制冷和制热模式容易交替进行，由于制冷时和制热时是不同的车内换热器在工作，这就避免了在制冷过程中凝结在车内换热器上的冷凝水被重新加热进入车内的情况出现，避免车窗和前挡玻璃起雾，保证驾驶安全。
车外换热器13化霜模式，如图4中所示，由压缩机11排气口排出的冷媒进入到车外换热器13进行冷凝放热，以便对车外换热器13进行化霜处理，化霜电磁阀16开启，由车外换热器13流出的冷媒通过化霜支路和化霜电磁阀16后回到压缩机11内完成一个循环。同时，HVAC箱体20内所设置的辅助加热器24开启，以便在热泵空调系统10化霜过程中能够持续对车内进行供热。空气经过风机牵引由进风口进入风道，经过辅助换热器的加热后，送到HVAC箱体20的出风口，根据车内不同风口的开关设置，经过处理后的舒适空气就可以到达不同的位置，进风口处的调节件21可以人工或者自动选择打到处于第一位置、第二位置还是第三位置，以便实现内循环、内外循环或外循环。
化霜模式结束后，热泵空调系统10转为大功率制热模式，辅助加热器24关闭。
请参考图7，本申请中还公开了一种对上述电动汽车热泵空调总成的控制方法，在该控制方法中，当热泵空调处于化霜(车外换热器13化霜)模式时，使HVAC箱体20向车内送风，开启所述辅助加热器24，并使所述冷暖风门23处于第一位置，即全部气体均经过辅助加热器24的加热，以便保证在热泵空调系统10处于化霜模式时，能够对车内进行连续供热，与此同时，使所述压缩机11的排气口与所述车外换热器13连通，所述化霜电磁阀16开启，以使冷媒经过所述车外换热器后直接经由所述化霜支路和所述第三管路直接回流至所述压缩机11的进气口。
进一步的，在该控制方法中，还包括采集车外环境温度T 外，并与预设制冷温度为t 1比较，若T 外≥t 1，则执行动作A，该动作A为：使第一车内换热器15a和所述第二车内换热器15b均作为蒸发器，且第一节流元件14a和所述第二节流元件14b开度均为最大值，意即进入大功率制冷模式，在该种模式下，若有除雾需求，则还需执行动作F，该动作F为：使HVAC箱体20的进风口切换为外循环。
采集车外环境温度T 外，并与预设制热温度为t 2比较，其中t 2＜t 1，若T 外≤t 2，则执行动作B，该动作B为：使第一车内换热器15a和第二车内换热器15b均作为冷凝器，且第一节流元件14a和所述第二节流元件14b开度均为最大值，意即进入大功率制热模式，在该种模式下，若有除雾需求，则还需执行动作F，该动作F为：使HVAC箱体20的进风口切换为外循环。
若t 2＜T 外＜t 1，则采集车内温度T 内并与预设模式切换温度为t 0比较，若T 内≥t 0，则执行动作C，该动作C为：使所述第一车内换热器15a和所述第二车内换热器15b均作为蒸发器，且第一节流元件14a开度为最大值，所述第二节流元件14b的开度为最小值，意即进入小功率制冷模式，在该种模式下，若有除雾需求，则还需执行动作F，该动作F为：使HVAC箱体20的进风口切换为外循环；若T 内＜t 0，且热泵空调系统10未处于除雾模式时，则执行动作D，该动作D为：使第一车内换热器15a和第二车内换热器15b均作为冷凝器，且第一节流元件14a的开度为最小值，第二节流元件14b的开度为最大值，意即进入小功率制热模式，在该种模式下，若有除雾需求，则还需执行动作H，该动作H为：使四通阀12换向，并使第一车内换热器15a和所述第二车内换热器15b均作为蒸发器，且第一节流元件14a的开度为最大值，第二节流元件14b的开度为最小值，使HVAC箱体20的进风口切换为外循环，当然，还可开启辅助加热器24对经过第一换热器除湿处理后的空气进一步加热干燥。
需要进行说明的是，本申请中t 1、t 2、t 0均是根据实际情况进行设定，通常情况下，29℃≤t 1≤32℃，0℃≤t 2≤5℃，22℃≤t 0≤25℃。
当热泵空调处于化霜模式时，该控制方法控制上述电动汽车热泵空调具体执行动作E，动作E为：使压缩机11的排气口与所述车外换热器13连通，第一节流元件14a和第二节流元件14b的开度均为最小值，化霜电磁阀16开启，所述HVAC箱体20向车内送风，并开启所述辅助加热器24，意即进入上述车外换热器13化霜模式。
本申请中还提供了第二实施例，与第一实施例中的电动汽车热泵空调总成相比，第二实施例的区别在于，HVAC箱体20结构的更改，取消了冷暖风门23及相应的风道，以便降低进风阻力，热泵空调系统10及其运行模式与实施例一中完全相同。
本申请中还提供了第三实施例，与第一实施例中的电动汽车热泵空调总成相比，第三实施例的区别特征在于，热泵空调系统10的更改，在第五管路上串联有闪蒸器18，闪蒸器18与压缩机11的补气口相连，以便实现在制热时能够实现补气增焓，当然，压缩机11可以采 用单级压缩机11也可采用双极或多级压缩机11。
除此之外，本申请中还公开了一种电动汽车，该电动汽车采用了上述任意一实施例中所公开的电动汽车热泵空调总成。
由于采用了上述电动汽车热泵空调总成，因此该电动汽车兼具上述热泵空调总成相应的技术优点，本文中对此不再进行赘述。
以上对本申请所提供的电动汽车、电动汽车热泵空调总成及其控制方法进行了详细介绍。本文中应用了具体个例对本申请的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本申请的方法及其核心思想。应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请原理的前提下，还可以对本申请进行若干改进和修饰，这些改进和修饰也落入本申请权利要求的保护范围内。

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  1. 一种电动汽车热泵空调总成，其特征在于，包括热泵空调系统(10)和HVAC箱体(20)，所述热泵空调系统(10)中，四通阀(12)的四个接口分别通过第一管路与压缩机(11)的排气口连通，通过第二管路与车外换热器(13)连通，通过第三管路与所述压缩机(11)的吸气口连通，通过第四管路与车内换热器连通，所述车外换热器(13)与所述车内换热器通过第五管路串联以形成冷媒回路，所述热泵空调系统(10)中还包括化霜支路和化霜电磁阀(16)，所述化霜支路的一端与所述第五管路连通，另一端与所述第三管路连通，所述化霜电磁阀(16)设置在所述化霜支路上，并用于控制所述化霜支路的通断，所述车内换热器位于所述HVAC箱体(20)中，所述HVAC箱体(20)中还设置有辅助加热器(24)，所述辅助加热器(24)位于所述车内换热器的背风侧，且在所述热泵空调系统(10)处于化霜模式时，所述化霜电磁阀(16)开通，所述HVAC箱体(20)向车内送风，且所述辅助加热器(24)开启。
  2. 根据权利要求1所述的电动汽车热泵空调总成，其特征在于，所述HVAC箱体(20)内设置有冷暖风门(23)，所述冷暖风门(23)位于所述车内换热器的背风侧，所述冷暖风门(23)处于第一位置时，进气全部通过所述辅助加热器(24)；所述冷暖风门(23)处于第二位置时，一部分进气通过所述辅助加热器(24)，所述冷暖风门(23)处于第三位置时，进气全部不通过所述辅助加热器(24)。
  3. 根据权利要求2所述的电动汽车热泵空调总成，其特征在于，所述车内换热器包括并联的第一车内换热器(15a)和第二车内换热器(15b)，所述第一车内换热器(15a)通过第一流入支路与所述第五管路连通，通过第一流出支路与所述第四管路连通，所述第二车内换热器(15b)通过第二流入支路与所述第五管路连通，通过第二流出支路与所述第四管路连通，且所述第一流入支路上设置有第一节流元件(14a)，所述第二流入支路上设置有第二节流元件(14b)。
  4. 根据权利要求1所述的电动汽车热泵空调总成，其特征在于，所述第五管路上还串联有闪蒸器(18)，且所述闪蒸器(18)与所述压缩机(11)的补气口相连。
  5. 根据权利要求3所述的电动汽车热泵空调总成，其特征在于，所述HVAC箱体(20)的进风口处设置有调节件(21)，且所述调节件(21)处于第一位置时，所述HVAC的进风口与车外阻隔并与驾驶室相通；所述调节件(21)处于第二位置时，所述HVAC的进风口同时与车外和驾驶室相通；所述调节件(21)处于第三位置时，所述HVAC的进风口与车外相通并与驾驶室阻隔。
  6. 根据权利要求1所述的电动汽车热泵空调总成，其特征在于，所述辅助加热器(24)为PTC加热器。
  7. 一种控制方法，用于控制如权利要求1-6任意一项所述的电动汽车热泵空调总成，其特征在于，在所述热泵空调系统(10)处于化霜模式时，使所述压缩机(11)的排气口与所述车外换热器(13)连通，所述化霜电磁阀(16)开启，以使冷媒经过所述车外换热器后直接经由所述化霜支路和所述第三管路直接回流至所述压缩机(11)的进气口，并使所述HVAC箱体(20)向车内送风，并开启所述辅助加热器(24)。
  8. 一种控制方法，用于控制如权利要求2所述的电动汽车热泵空调总成，其特征在于，在所述热泵空调系统(10)处于化霜模式时，使所述压缩机(11)的排气口与所述车外换热器(13)连通，所述化霜电磁阀(16)开启，所述HVAC箱体(20)向车内送风，开启所述辅助加热器(24)，并使所述冷暖风门(23)处于第一位置。
  9. 一种控制方法，用于控制如权利要求5所述的电动汽车热泵空调总成，其特征在于，采集车外环境温度T 外，并与预设制冷温度为t 1比较，若T 外≥t 1，则执行动作A，所述动作A为：使所述第一车内换热器(15a)和所述第二车内换热器(15b)均作为蒸发器，且所述第一节流元件(14a)和所述第二节流元件(14b)开度均为最大值。
  10. 根据权利要求9所述的控制方法，其特征在于，采集车外环境温度T 外，并与预设制热温度为t 2比较，其中t 2＜t 1，若T 外≤t 2，则执行动作B，所述动作B为：使所述第一车内换热器(15a)和所述第二车内换热器(15b)均作为冷凝器，且所述第一节流元件(14a)和所述第二节流元件(14b)开度均为最大值。
  11. 根据权利要求10所述的控制方法，其特征在于，若t 2＜T 外＜t 1，则采集车内温度T 内并与预设模式切换温度为t 0比较，若T 内≥t 0，则执行动作C，所述动作C为：使所述第一车内换热器(15a)和所述第二车内换热器(15b)均作为蒸发器，且所述第一节流元件(14a)开度为最大值，所述第二节流元件(14b)的开度为最小值；若T 内＜t 0，且所述热泵空调系统(10)未处于除雾模式时，则执行动作D，所述动作D为：使所述第一车内换热器(15a)和所述第二车内换热器(15b)均作为冷凝器，且所述第一节流元件(14a)的开度为最小值，所述第二节流元件(14b)的开度为最大值。
  12. 根据权利要求9所述的控制方法，其特征在于，在所述热泵空调系统(10)处于化霜模式时，执行动作E，所述动作E为：使所述压缩机(11)的排气口与所述车外换热器(13)连通，所述第一节流元件(14a)和所述第二节流元件(14b)的开度均为最小值，所述化霜电磁阀(16)开启，所述HVAC箱体(20)向车内送风，并开启所述辅助加热器(24)。
  13. 根据权利要求9所述的控制方法，其特征在于，在T 外≥t 1且所述热泵空调系统(10)处于除雾模式时，除执行所述动作A，还执行动作F，所述动作F为：使所述HVAC箱体(20)的进风口切换为外循环。
  14. 根据权利要求10所述的控制方法，其特征在于，在T 外≤t 2且所述热泵空调系统(10)处于除雾模式时，除执行所述动作B，还执行动作F，所述动作F为：使所述HVAC箱体(20) 的进风口切换为外循环。
  15. 根据权利要求11所述的控制方法，其特征在于，在t 2＜T 外＜t 1且T 内≥t 0时，若所述热泵空调系统(10)处于除雾模式，除执行所述动作C，还执行动作F，所述动作F为：使所述HVAC箱体(20)的进风口切换为外循环；在t 2＜T 外＜t 1且T 内＜t 0时，若所述热泵空调系统(10)处于除雾模式，则执行动作H，所述动作H为：使四通阀(12)换向，并使所述第一车内换热器(15a)和所述第二车内换热器(15b)均作为蒸发器，且所述第一节流元件(14a)的开度为最大值，所述第二节流元件(14b)的开度为最小值，使所述HVAC箱体(20)的进风口切换为外循环。
  16. 根据权利要求15所述的控制方法，其特征在于，在t 2＜T 外＜t 1且T 内＜t 0时，若所述热泵空调系统(10)处于除雾模式，还执行动作K，所述动作K为：开启所述辅助加热器(24)。
  17. 根据权利要求11所述的控制方法，其特征在于，29℃≤t 1≤32℃，0℃≤t 2≤5℃，22℃≤t 0≤25℃。
  18. 一种电动汽车，其特征在于，所述电动汽车采用包括如权利要求1-6任意一项所述的电动汽车热泵空调总成。
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US11254186B2 (en) 2022-02-22

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