CN110758056A - 一种混合动力汽车的整车热管理系统与方法 - Google Patents

一种混合动力汽车的整车热管理系统与方法 Download PDF

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CN110758056A
CN110758056A CN201911163291.5A CN201911163291A CN110758056A CN 110758056 A CN110758056 A CN 110758056A CN 201911163291 A CN201911163291 A CN 201911163291A CN 110758056 A CN110758056 A CN 110758056A
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heat
way valve
heat exchanger
pump
flows
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CN110758056B (zh
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席奂
郝艺伟
李明佳
王金华
马卓
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Xian Jiaotong University
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Xian Jiaotong University
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Priority to US17/102,784 priority patent/US11319864B2/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
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    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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Abstract

本发明公开了一种混合动力汽车的整车热管理系统，包括膨胀机、热交换器、冷凝器、水箱、泵、电池包换热器、电机散热器、发动机冷却水套、发动机尾气热交换器、阀门等部件，热管理回路中通过控制阀门通断及阀门开度，可以调节不同的系统运行模式，实现了电气系统与发动机系统热管理支路的串/并联，满足散热需求及预热需求，并实现各支路流量调控以适应混合动力汽车不同行驶工况下的热管理需求。本发明同时使用膨胀机、冷凝器及热交换器，实现余热回收利用，其中热交换器与空调/热泵系统相连，实现空调/热泵系统对动力系统进行额外热管理。整套系统集成度较高，占用空间少，适用工况广，可有效提升整车能源利用效率。

Description

一种混合动力汽车的整车热管理系统与方法
技术领域
本发明属于于混合动力汽车热管理技术领域，特别涉及一种混合动力汽车的整车热管理系统与方法。
背景技术
为了提高能源利用率，转变能源利用体系，实现电动化、新能源化和清洁化交通，混合动力汽车近些年来受到高度的关注，是一种极具优势的新能源汽车解决方案。该技术的核心即通过电机与发动机之间取长补短，相互匹配使得汽车发动机可以长期运行在高效率区间，助力发动机“高原出高峰”。加之制动回收技术，阿特金森循环等，使得整车能源利用效率显著提升。而合理的整车热管理系统可以在此基础上进一步提升混动车的整车能源利用效率，是目前最具提升潜力的研究方面之一。
与传统的热力系统或车辆热管理系统不同，混合动力汽车调整了车内的能源利用体系，整个过程具有多热源、多温区及变温度等特点，相比于传统燃油车及电动车拥有更为复杂的能量利用网络，热载荷也更多元及复杂，许多负载元件对热量管理的需求条件较为苛刻，尤其像电池等。
目前，现有的大多数混合动力汽车整车热管理系统其各个热管理支路相互独立，未将电池、电机、发动机、空调等热管理系统集成在一起，造成车内空间利用率低下，热量也未能得到合理的分配与配合。少数研究即便考虑到此方面，但其系统形式相对简单、集成度低，满足工况有限，对能量的利用方式也较为传统和简单，亦有改进余地。热管理系统的集成度是十分重要的，提高集成度，综合车辆热管理是解决成本、重量和尺寸挑战的一个途径。电力电子与电机的集成与其他现有车辆系统一起进行热管理也是降低电力驱动系统成本的一个途径。
发明内容
为了克服上述现有技术的缺点，本发明的目的在于提供一种混合动力汽车的整车热管理系统与方法，以解决目前大多数混合动力汽车整车热管理系统集成度低，热量未能得到合理的分配，系统形式相对简单，满足工况有限，对能量的利用方式较为传统和简单等问题。
为了实现上述目的，本发明采用的技术方案是：
一种混合动力汽车的整车热管理系统，包括膨胀机9，膨胀机9的出口接四通阀10的入口B，四通阀10的出口A接热交换器12的一侧入口，热交换器12的一侧出口接水箱14的入口，热交换器12的另一侧入口及另一侧出口与空调/热泵系统相连；四通阀10的出口C接冷凝器11的入口，冷凝器11的出口接水箱14的入口，水箱14的出口接泵15的入口，泵15的出口分别接单向阀一1、单向阀二2和单向阀三3的入口，单向阀一1的出口接电池包换热器4的入口，单向阀二2的出口接电机散热器5的一个入口，单向阀三3的出口接发动机冷却水套6的一个入口，电池包换热器4的出口接电机散热器5的另一个入口，电机散热器5的出口接发动机冷却水套6的另一个入口，发动机冷却水套6的出口接三通阀7的入口C，三通阀7的出口A接尾气热交换器8的入口，三通阀7的出口B与尾气热交换器8的出口一起接膨胀机9的入口、四通阀10的入口D以及单向阀四13的入口，单向阀四13的出口接水箱14的入口。
所述单向阀一1、单向阀二2和单向阀三3均为可调流量单向阀。
所述冷凝器11置于汽车前段，采用风冷换热器。
通过调整上述各阀的关系，本发明同时提供了基于上述混合动力汽车的整车热管理系统的整车热管理方法，共计七种工作模式，分别为余热发电模式、第一散热模式、第二散热模式、第三散热模式、余热利用模式、预热模式和相互预热模式。
与现有技术相比，本发明通过阀门开度及通断的控制，可以实现动力电池、电机、发动机串联/并联冷却及冷却液流量控制，并可以实现动力部件间的相互预热。本发明通过尾气热交换器及膨胀机，可以实现对所有动力部件的余热进行回收发电。本发明通过热交换器部件实现空调/热泵系统与热管理系统的耦合，实现余热回收利用或满足额外热管理需求。本发明通过四通阀、三通阀、单向阀合理布置，实现简单操控，满足多种不同需求工况。
附图说明
图1为本发明的一种混合动力汽车整车热管理系统。
图2为本发明所述的动力部件余热发电回路。
图3为本发明所述的动力部件第一散热回路。
图4为本发明所述的动力部件第二散热回路。
图5为本发明所述的动力部件第三散热回路/余热利用回路/预热回路。
图6为本发明所述的相互预热回路。
图7为本发明所述的三通阀及其端口设置。
图8为本发明所述的四通阀及其端口设置。
具体实施方式
下面结合附图和实施例详细说明本发明的实施方式。
如图1、图7和图8所示，本发明一种混合动力汽车的整车热管理系统，包括膨胀机9，膨胀机9的出口接四通阀10的入口B，四通阀10的出口A接热交换器12的一侧入口，热交换器12的一侧出口接水箱14的入口，热交换器12的另一侧入口及另一侧出口与空调/热泵系统相连；四通阀10的出口C接冷凝器11的入口，冷凝器11的出口接水箱14的入口，冷凝器11置于汽车前段，可采用风冷换热器。水箱14的出口接泵15的入口，泵15的出口分别接单向阀一1、单向阀二2和单向阀三3的入口，单向阀一1、单向阀二2和单向阀三3均为可调流量单向阀，以根据需求调节流量。
单向阀一1的出口接电池包换热器4的入口，单向阀二2的出口接电机散热器5的一个入口，单向阀三3的出口接发动机冷却水套6的一个入口，电池包换热器4的出口接电机散热器5的另一个入口，电机散热器5的出口接发动机冷却水套6的另一个入口，发动机冷却水套6的出口接三通阀7的入口C，三通阀7的出口A接尾气热交换器8的入口，三通阀7的出口B与尾气热交换器8的出口一起接膨胀机9的入口、四通阀10的入口D以及单向阀四13的入口，单向阀四13的出口接水箱14的入口。
其中，电池包换热器4出口-电机散热器5入口-电机散热器5出口-发动机冷却水套6入口-发动机冷却水套6出口，形成串联通路；泵15出口-电池包换热器4入口、电机散热器5入口、发动机冷却水套6入口，形成并联通路。
根据不同工况需求，本发明整车热管理方法，可实现共计七种工作模式，分别为：
1、余热发电模式：当电气回路、发动机回路都在运行时，余热品位较高，关闭单向阀四13、三通阀7的CB通路以及四通阀10的DA、DC、BA通路，可以回收发电。
其具体循环过程为：冷工质经过泵15分为三个支路，分别流经电池包换热器4、电机散热器5及发动机冷却水套6，吸收热载荷热量并满足其散热需求，其中各支路单向阀开度可控，使得每条支路流经热载荷的冷工质流量及其通断皆可独立控制，以满足不同支路散热需求的不同。串联通路与并联通路共同协同调控热载荷至适宜温度范围，以期达到最优工质流量。随后，工质通过三通阀7的CA通路进入尾气热交换器8，吸收高温尾气的热量后，进入膨胀机9做功输出电力，做功后的工质通过四通阀10的BC通路进入冷凝器11散热，随后流入水箱14，再进入泵15进行下一次循环。其循环回路图参阅图2：泵15—单向阀一1、单向阀二2、单向阀三3—电池包换热器4、电机换热器5、发动机冷却水套6—三通阀7—尾气热交换器8—膨胀机9—四通阀10—冷凝器11—水箱14—泵15。
其循环原理为：饱和液态工质从水箱出发，经过泵后变为过冷液态。随后过冷液态工质分别进入电池包换热器4、电机散热器5、发动机冷却水套6中吸收热载荷散发的热量并变为过热气态工质。高温高压的过热气态工质随后进入膨胀机9中做功发电，乏汽随后进入冷凝器11中放热回到初始循环状态，并回到水箱14完成一个循环。
2、第一散热模式：此模式适用于仅电气系统开启且热载荷较低，不足以开启膨胀机9时，关闭单向阀四13、单向阀三3、三通阀7的CA通路以及四通阀10的DA、BC、BA通路，仅利用空冷散热模式的冷凝器11进行散热。
其具体循环过程为：冷工质经过泵15分为两个支路，分别流经电池包换热器4及电机散热器5，随后流入发动机冷却水套6中散发一部分热量，工质流出后继续经过三通阀7的CB通路和四通阀10的DC通路，直接流入冷凝器11进行冷凝，冷凝过程完成后流入水箱14，再进入泵15进行下一次循环。其循环回路参阅图3：泵15—单向阀一1、单向阀二2、单向阀三3—电池包换热器4、电机换热器5、发动机冷却水套6—三通阀7—四通阀10—冷凝器11—水箱14—泵15。
其循环原理为：液态工质由泵带动，分别从电池包换热器4及电机散热器5流过并吸收热量。随后首先进入发动机冷却水套6中，将一部分热量传递至发动机气缸，起到暖缸的效果同时散发一部分热量。然后进入冷凝器11中将剩余热量散发至环境大气中并回到水箱14，完成一个循环。
3、第二散热模式：此模式适用于仅电气系统开启且热载荷中等，不足以驱动膨胀机9运行，同时风冷不能完全满足热载荷的散热需求，关闭单向阀四13、单向阀三3、三通阀7的CA通路以及四通阀10的BC、BA通路，通过四通阀10开启热交换器12的回路，分流一部分工质，使用空调热泵系统满足热管理需求。
其具体循环过程为：冷工质经过泵15分为两个支路，分别流经电池包换热器4及电机散热器5，随后流入发动机冷却水套6中散发一部分热量，工质流出后继续经过三通阀7的CB通路，再经四通阀10的DC、DA通路，分别流入热交换器12及冷凝器11中进行散热，其中冷凝器采用风冷散热，热交换器连接空调/热泵系统，采用空调/热泵系统的工质为其散热。随后流入水箱14，再进入泵15进行下一次循环。其循环回路参阅图4：泵15—单向阀一1、单向阀二2、单向阀三3—电池包换热器4、电机换热器5、发动机冷却水套6—三通阀7—四通阀10—冷凝器11、热交换器12—水箱14—泵15。
其循环原理为：液态工质由泵带动，分别从电池包换热器4及电机散热器5流过并吸收热量。随后首先进入发动机冷却水套6中，将一部分热量传递至发动机气缸，起到暖缸的效果同时散发一部分热量。然后工质分流进入冷凝器11及热交换器12中，将剩余热量分别散发至环境大气及空调/热泵系统流通工质中并回到水箱14，完成一个循环。
4、第三散热模式：该模式适用于仅电气系统开启且热载荷较高高于设定值的情况。关闭单向阀四13、单向阀三3、三通阀7的CA通路以及四通阀10的DC、BC、BA通路，完全使用空调/热泵系统对电气系统加强散热。
其具体循环过程为：冷工质经过泵15分为两个支路，分别流经电池包换热器4及电机散热器5，随后流入发动机冷却水套6中散发一部分热量，工质流出后继续经过三通阀7的CB通路，再经四通阀10的DA通路，流入热交换器12进行散热，随后流入水箱14，再进入泵15进行下一次循环。
其循环原理为：液态工质由泵带动，分别从电池包换热器4及电机散热器5流过并吸收热量。随后首先进入发动机冷却水套6中，将一部分热量传递至发动机气缸，起到暖缸的效果同时散发一部分热量。然后工质分流进入热交换器12中，将剩余热量散发至空调/热泵系统流通工质中并回到水箱14，完成一个循环。
5、余热利用模式：该模式适用于当乘员舱需要供暖的情况。关闭单向阀四13、三通阀7的CA通路以及四通阀10的DC、BC、BA通路，利用热交换器12及空调/热泵系统，实现动力载荷余热量向乘员舱的转移，减少空调/热泵系统的功耗。
其具体循环过程为：冷工质经过泵15分为三个支路，分别流经电池包换热器4、电机散热器5及发动机冷却水套6，吸收热载荷热量，工质流出后继续经过三通阀7的CB通路，再经四通阀10的DA通路，流入热交换器12将热量传递给空调/热泵系统的工质，随后流入水箱14，再进入泵15进行下一次循环。
循环原理为：液态工质由泵带动，分别从电池包换热器4、电机散热器5及发动机冷却水套6流过并吸收热量。随后进入热交换器12中，将热量散发至空调/热泵系统流通工质中并回到水箱14，完成一个循环。而空调/热泵系统则由于在热交换器12使用了热载荷余热，在供暖的同时功耗降低。
6、预热模式：该模式适用于当天气寒冷，动力载荷需要预热的情况。关闭单向阀四13、三通阀7的CA通路以及四通阀10的DC、BC、BA通路，利用空调/热泵系统与热交换器12为动力载荷回路提供热量。
其具体循环过程为：冷工质经过泵15分为三个支路，分别流经电池包换热器4、电机散热器5及发动机冷却水套6，为动力载荷带来热量，工质流出后继续经过三通阀7的CB通路，再经四通阀10的DA通路，流入热交换器12，吸收来自空调/热泵系统的热量，吸热完成后流入水箱14，再进入泵15进行下一次循环。
其循环原理为：液态工质流经热交换器12并吸收空调/热泵系统带来的热量，随后由泵带动工质分别进入电池包换热器4、电机换热器5、发动机冷却水套6中，将热量散发给热载荷起到预热效果。随后冷工质继续进入热交换器12吸热完成一个循环。
第三散热模式、余热利用模式和预热模式的循环回路图参阅图5：泵15—单向阀一1、单向阀二2、单向阀三3—电池包换热器4、电机换热器5、发动机冷却水套6—三通阀7—四通阀10—热交换器12—水箱14—泵15。
7、相互预热模式：当发动机系统或电气系统在运行时，关闭单向阀三3、三通阀7的CA通路以及四通阀10的所有通路，从而利用发动机系统的余热加热电气系统或利用电气系统余热加热发动机系统。
其具体循环过程为：冷工质经过泵15分为两个支路，分别流经电池包换热器4及电机散热器5，随后流入发动机冷却水套6中散发一部分热量，工质流出后继续经过三通阀7的CB通路，再经单向阀四13流入水箱14，进入泵15进行下一次循环。其循环回路图参阅图6：泵15—单向阀一1、单向阀二2、单向阀三3—电池包换热器4、电机换热器5、发动机冷却水套6—三通阀7—单向阀一13—水箱14—泵15。
其循环原理为：工质由泵15带动，先后流经电池包换热器4，电机散热器5，发动机冷却水套6中。若仅电气系统在运行，则工质先在电池包换热器4、电机散热器5中吸收电池、电机的散热量，再流经发动机冷却水套6放热，达到暖缸效果。若仅发动机系统在运行，则工质先在发动机冷却水套6中吸收热量，随后进入泵15中由其带动进入电机散热器5，发动机冷却水套6中散发热量，达到电池、电机的预热效果。
综上，本发明热管理回路中通过控制阀门通断及阀门开度，可以调节不同的系统运行模式，实现了电气系统与发动机系统热管理支路的串/并联，满足散热需求及预热需求，并实现各支路流量调控以适应混合动力汽车不同行驶工况下的热管理需求。本发明同时使用膨胀机、冷凝器及热交换器，实现余热回收利用，其中热交换器与空调/热泵系统相连，实现空调热泵系统对动力系统进行额外热管理。整套系统集成度较高，占用空间少，适用工况广，可有效提升整车能源利用效率。

Claims (10)

1.一种混合动力汽车的整车热管理系统，包括膨胀机(9)，其特征在于，膨胀机(9)的出口接四通阀(10)的入口B，四通阀(10)的出口A接热交换器(12)的一侧入口，热交换器(12)的一侧出口接水箱(14)的入口，热交换器(12)的另一侧入口及另一侧出口与空调/热泵系统相连；四通阀(10)的出口C接冷凝器(11)的入口，冷凝器(11)的出口接水箱(14)的入口，水箱(14)的出口接泵(15)的入口，泵(15)的出口分别接单向阀一(1)、单向阀二(2)和单向阀三(3)的入口，单向阀一(1)的出口接电池包换热器(4)的入口，单向阀二(2)的出口接电机散热器(5)的一个入口，单向阀三(3)的出口接发动机冷却水套(6)的一个入口，电池包换热器(4)的出口接电机散热器(5)的另一个入口，电机散热器(5)的出口接发动机冷却水套(6)的另一个入口，发动机冷却水套(6)的出口接三通阀(7)的入口C，三通阀(7)的出口A接尾气热交换器(8)的入口，三通阀(7)的出口B与尾气热交换器(8)的出口一起接膨胀机(9)的入口、四通阀(10)的入口D以及单向阀四(13)的入口，单向阀四(13)的出口接水箱(14)的入口。
2.根据权利要求1所述混合动力汽车的整车热管理系统，其特征在于，所述单向阀一(1)、单向阀二(2)和单向阀三(3)均为可调流量单向阀。
3.根据权利要求1所述混合动力汽车的整车热管理系统，其特征在于，所述冷凝器(11)置于汽车前段，采用风冷换热器。
4.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当电气回路、发动机回路都在运行，余热品位满足回收发电时，关闭单向阀四(13)、三通阀(7)的CB通路以及四通阀(10)的DA、DC、BA通路，循环过程为：冷工质经过泵(15)分为三个支路，分别流经电池包换热器(4)、电机散热器(5)及发动机冷却水套(6)，吸收热载荷热量并满足其散热需求，随后，工质通过三通阀(7)的CA通路进入尾气热交换器(8)，吸收高温尾气的热量后，进入膨胀机(9)做功输出电力，做功后的工质通过四通阀(10)的BC通路进入冷凝器(11)散热，随后流入水箱(14)，再进入泵(15)进行下一次循环，从而完成余热发电模式运行。
5.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当仅电气系统开启且热载荷不足以开启膨胀机(9)时，仅利用空冷散热模式的冷凝器(11)进行散热，关闭单向阀四(13)、单向阀三(3)、三通阀(7)的CA通路以及四通阀(10)的DA、BC、BA通路，循环过程为：冷工质经过泵(15)分为两个支路，分别流经电池包换热器(4)及电机散热器(5)，随后流入发动机冷却水套(6)中散发一部分热量，工质流出后继续经过三通阀(7)的CB通路和四通阀(10)的DC通路，直接流入冷凝器(11)进行冷凝，随后流入水箱(14)，再进入泵(15)进行下一次循环，从而完成第一散热模式运行。
6.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当仅电气系统开启且热载荷不足以驱动膨胀机(9)运行，同时风冷不能完全满足热载荷的散热需求时，关闭单向阀四(13)、单向阀三(3)、三通阀(7)的CA通路以及四通阀(10)的BC、BA通路，通过四通阀(10)开启热交换器(12)的回路，分流一部分工质，使用空调热泵系统满足热管理需求，循环过程为：冷工质经过泵(15)分为两个支路，分别流经电池包换热器(4)及电机散热器(5)，随后流入发动机冷却水套(6)中散发一部分热量，工质流出后继续经过三通阀(7)的CB通路，再经四通阀(10)的DC、DA通路，分别流入热交换器(12)及冷凝器(11)中进行散热，随后流入水箱(14)，再进入泵(15)进行下一次循环，从而完成第二散热模式运行。
7.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当仅电气系统开启且热载荷高于设定值时，关闭单向阀四(13)、单向阀三(3)、三通阀(7)的CA通路以及四通阀(10)的DC、BC、BA通路，完全使用空调/热泵系统对电气系统加强散热，循环过程为：冷工质经过泵(15)分为两个支路，分别流经电池包换热器(4)及电机散热器(5)，随后流入发动机冷却水套(6)中散发一部分热量，工质流出后继续经过三通阀(7)的CB通路，再经四通阀(10)的DA通路，流入热交换器(12)进行散热，随后流入水箱(14)，再进入泵(15)进行下一次循环，从而完成第三散热模式运行。
8.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当乘员舱需要供暖时，关闭单向阀四(13)、三通阀(7)的CA通路以及四通阀(10)的DC、BC、BA通路，利用热交换器(12)及空调/热泵系统，实现动力载荷余热量向乘员舱的转移，减少空调/热泵系统的功耗，循环过程为：冷工质经过泵(15)分为三个支路，分别流经电池包换热器(4)、电机散热器(5)及发动机冷却水套(6)，吸收热载荷热量，工质流出后继续经过三通阀(7)的CB通路，再经四通阀(10)的DA通路，流入热交换器(12)将热量传递给空调/热泵系统的工质，随后流入水箱(14)，再进入泵(15)进行下一次循环，从而完成余热利用模式运行。
9.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当天气寒冷，动力载荷需要预热时，关闭单向阀四(13)、三通阀(7)的CA通路以及四通阀(10)的DC、BC、BA通路，利用空调/热泵系统与热交换器(12)为动力载荷回路提供热量，循环过程为：冷工质经过泵(15)分为三个支路，分别流经电池包换热器(4)、电机散热器(5)及发动机冷却水套(6)，为动力载荷带来热量，工质流出后继续经过三通阀(7)的CB通路，再经四通阀(10)的DA通路，流入热交换器(12)，吸收来自空调/热泵系统的热量，随后流入水箱(14)，再进入泵(15)进行下一次循环，从而完成预热模式运行。
10.基于权利要求1所述混合动力汽车的整车热管理系统的整车热管理方法，其特征在于，当发动机系统或电气系统在运行时，关闭单向阀三(3)、三通阀(7)的CA通路以及四通阀(10)的所有通路，以利用发动机系统的余热加热电气系统或利用电气系统余热加热发动机系统，循环过程为：冷工质经过泵(15)分为两个支路，分别流经电池包换热器(4)及电机散热器(5)，随后流入发动机冷却水套(6)中散发一部分热量，工质流出后继续经过三通阀(7)的CB通路，再经单向阀四(13)流入水箱(14)，进入泵(15)进行下一次循环，从而完成相互预热模式运行。
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