CN215904276U - Whole car thermal management system of overlapping formula heat pump - Google Patents

Whole car thermal management system of overlapping formula heat pump Download PDF

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Publication number
CN215904276U
CN215904276U CN202121950852.9U CN202121950852U CN215904276U CN 215904276 U CN215904276 U CN 215904276U CN 202121950852 U CN202121950852 U CN 202121950852U CN 215904276 U CN215904276 U CN 215904276U
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heat exchange
outlet
evaporator
solenoid valve
inlet
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淮晓利
付刚平
其他发明人请求不公开姓名
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Wuxi Konowei New Energy Technology Co ltd
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Shanghai Konowei New Energy Technology Co ltd
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Abstract

The utility model relates to the technical field of whole vehicle thermal management, and discloses a whole vehicle thermal management system of a cascade heat pump, which comprises: the first-stage refrigeration assembly comprises a first compressor, a first evaporator, a first expansion valve and an intercooler, and a first refrigerant is arranged in the first-stage refrigeration assembly; the secondary refrigeration assembly comprises a second compressor and two second evaporators, and a second refrigerant is arranged in the secondary refrigeration assembly; an in-cabin heat exchanger for heating or cooling the cabin; the motor-driven heat exchange assembly is used for heating or cooling the electric drive; a battery heat exchanger for heating or cooling the battery; and the heat radiation water tank is positioned between the outlet of the motor-driven heat exchange assembly and the heat exchange inlet of the first evaporator. The whole vehicle thermal management system disclosed by the utility model not only solves the problem that the driving range of the electric vehicle is limited due to the fact that the power consumption of the battery of the electric vehicle is too fast, but also is suitable for a scene with lower environmental temperature, and the applicability of the system is improved.

Description

Whole car thermal management system of overlapping formula heat pump
Technical Field
The utility model relates to the technical field of overall heat management, in particular to an overall heat management system of a cascade heat pump.
Background
The biggest pain points of electric vehicles, especially electric heavy trucks, are too fast battery power decay, severe mileage shrinkage and unstable battery temperature control during parking and driving in winter. There are many contradictions between battery heat dissipation, motor heat dissipation, driving heat dissipation and cabin heating. When the temperature of the battery is between-20 ℃ and 18 ℃, the battery is allowed to discharge, but the discharge power of the battery is limited, the electric quantity is attenuated when the temperature of the battery is less than 0 ℃, the ideal discharge temperature range of the battery is 18 ℃ to 36 ℃, once the temperature of the battery is less than 18 ℃, the battery needs to be heated, but the heating film of the battery is heated by consuming the electric quantity of the battery to improve the temperature of the battery, the heat capacity of the battery is larger, the theoretical efficiency of the heating film is 1, the actual efficiency of the heating film is less than 1 in consideration of heat dissipation and the like, so that the battery is heated by consuming a long time, and a large amount of electric quantity of the battery is consumed. For example, for a lithium battery pack of an electric heavy truck, the lithium battery pack is heated from-15 ℃ to 18 ℃, the consumed electric quantity reaches 30 kW.h to 40 kW.h, which accounts for 10 to 15 percent of the total electric quantity of the lithium battery pack, and the lithium battery pack can also be heated in the driving process. If the cabin needs to provide heating and air supply, PTC heating is adopted, the theoretical efficiency is 1, the consumed electric quantity can reach 5-7 kW.h, and the capacity limitation of the lithium battery pack is added, so that the minimum 20% of electric quantity is reserved to avoid irreversible electric quantity attenuation caused by over discharge of the lithium battery pack, and finally, the electric storage quantity really used for driving is extremely small, and the driving mileage is severely limited.
In addition, the existing heat management system of the whole vehicle cannot be suitable for the scene with lower outdoor environment temperature, so that the applicability of the heat management system is poor.
SUMMERY OF THE UTILITY MODEL
Based on the above, the utility model aims to provide the whole vehicle thermal management system of the cascade heat pump, which not only solves the problem that the driving mileage of the electric vehicle is limited due to the excessively fast power consumption of the battery of the electric vehicle, but also is suitable for the scene with lower ambient temperature, and improves the applicability of the whole vehicle thermal management system of the cascade heat pump.
In order to achieve the purpose, the utility model adopts the following technical scheme:
a vehicle thermal management system of a cascade heat pump comprises: the first-stage refrigeration assembly comprises a first compressor, a first evaporator, a first expansion valve and an intercooler which are sequentially communicated, and a first refrigerant is arranged in the first-stage refrigeration assembly; the secondary refrigeration assembly comprises a second compressor and two second evaporators, the second compressor can be communicated with the intercooler and at least two of the two second evaporators, a second refrigerant is arranged in the secondary refrigeration assembly, the second refrigerant can exchange heat with the first refrigerant in the intercooler, and the two second evaporators are respectively an in-cabin evaporator and a waterway evaporator; the cabin heat exchange piece is used for heating or cooling the cabin, an inlet of the cabin heat exchange piece can be communicated with a heat exchange outlet of the cabin evaporator, and an outlet of the cabin heat exchange piece is communicated with one of a heat exchange inlet of the waterway evaporator and a heat exchange inlet of the cabin evaporator; the motor-driven heat exchange assembly is used for heating or cooling electric drive, an inlet of the motor-driven heat exchange assembly can be communicated with the heat exchange outlet of the first evaporator, and an outlet of the motor-driven heat exchange assembly can be communicated with at least one of the heat exchange inlet of the first evaporator and the inlet of the cabin heat exchange piece; the battery heat exchange piece is used for heating or cooling a battery, an inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator, and an outlet of the battery heat exchange piece can be communicated with one of the inlet of the motor-driven heat exchange assembly and the heat exchange inlet of the waterway evaporator; and the heat radiation water tank is positioned on a pipeline between the outlet of the motor-driven heat exchange assembly and the heat exchange inlet of the first evaporator.
As a preferred scheme of the overall vehicle thermal management system of the cascade heat pump, the second-stage refrigeration assembly further comprises a first four-way reversing valve, a second expansion valve, a third expansion valve, a first refrigeration solenoid valve and a second refrigeration solenoid valve, the two second evaporators are arranged in parallel, when the second-stage refrigeration assembly is used for refrigeration, the second expansion valve is located at the upstream of the two second evaporators, the third expansion valve is located at the upstream of the water path evaporator, the second refrigeration solenoid valve is located at the downstream of the in-cabin evaporator, and the first refrigeration solenoid valve is located between the first four-way reversing valve and the intermediate cooler.
As a preferred scheme of the overall vehicle thermal management system of the cascade heat pump, the second-stage refrigeration assembly further includes a third refrigeration solenoid valve, one end of the third refrigeration solenoid valve is connected to the upstream of the in-cabin evaporator when the second-stage refrigeration assembly heats, the other end of the third refrigeration solenoid valve is communicated with a pipeline between the first refrigeration solenoid valve and the intercooler, and the second refrigerant flowing out through the first four-way reversing valve can sequentially flow through the first refrigeration solenoid valve, the third refrigeration solenoid valve, the in-cabin evaporator, the third expansion valve and the water path evaporator.
As a preferred scheme of the overall vehicle heat management system of the cascade heat pump, the secondary refrigeration assembly further comprises a condenser, the condenser is connected in parallel with the first refrigeration electromagnetic valve, a heat exchange inlet of the condenser is further communicated with an outlet of the heat dissipation water tank, and a heat exchange outlet of the condenser is communicated with one of an inlet of the motor-driven heat exchange assembly and a heat exchange inlet of the battery heat exchange piece.
As an optimal scheme of the whole vehicle heat management system of the cascade heat pump, the whole vehicle heat management system of the cascade heat pump further comprises a first water path electromagnetic valve and a second water path electromagnetic valve, the first water path electromagnetic valve is located between an outlet of the heat dissipation water tank and a heat exchange inlet of the condenser, and the second water path electromagnetic valve is located between an outlet of the heat dissipation water tank and a heat exchange inlet of the first evaporator.
As a preferable scheme of the whole vehicle heat management system of the cascade heat pump, the whole vehicle heat management system of the cascade heat pump also comprises a second four-way reversing valve, the second four-way reversing valve comprises a first reversing inlet, a second reversing inlet, a first reversing outlet and a second reversing outlet, the first diverting inlet communicates with one of the first diverting outlet and the second diverting outlet, the second diverting inlet communicates with the other of the first diverting outlet and the second diverting outlet, the first reversing inlet is communicated with the heat exchange outlet of the first evaporator and the heat exchange outlet of the condenser, the second reversing inlet is communicated with an outlet of the battery heat exchange piece, the first reversing outlet is communicated with a heat exchange inlet of the water path evaporator, and the second reversing outlet is communicated with an inlet of the motor-driven heat exchange assembly.
As an optimal scheme of the whole vehicle heat management system of the cascade heat pump, the whole vehicle heat management system of the cascade heat pump further comprises a third water path electromagnetic valve, one end of the third water path electromagnetic valve is communicated with a pipeline communicated with an outlet of the motor-driven heat exchange assembly and the heat dissipation water tank, and the other end of the third water path electromagnetic valve is communicated with a pipeline communicated with a heat exchange outlet of the first evaporator and a first reversing inlet.
As an optimal scheme of the whole vehicle heat management system of the cascade heat pump, the whole vehicle heat management system of the cascade heat pump further comprises a fourth water path electromagnetic valve and a fifth water path electromagnetic valve, the fourth water path electromagnetic valve is located between a heat exchange inlet of the water path evaporator and the first reversing outlet, and the fifth water path electromagnetic valve is located between an outlet of the motor-driven heat exchange assembly and an inlet of the heat exchange piece in the cabin.
As a preferable scheme of the overall vehicle thermal management system of the cascade heat pump, the primary refrigeration assembly further comprises a liquid storage tank, and the liquid storage tank is located between the intercooler and the first expansion valve.
The utility model has the beneficial effects that: the whole vehicle heat management system of the cascade heat pump disclosed by the utility model can realize the refrigeration and heating of the refrigeration component on the battery and the cabin, can also heat the cabin by utilizing the heat generated by the battery and the electric drive, and can also cool the battery and the electric drive through the heat dissipation water tank, so that the running efficiency of the whole vehicle is improved, the running reliability of the system is increased, the cruising range of the electric vehicle is increased, the electric vehicle can run safely, the arranged primary refrigeration component and the secondary refrigeration component can realize the heating of the cabin and the battery by the vehicle in a low-temperature environment, and the applicability of the whole vehicle heat management system of the cascade heat pump is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a schematic diagram of a vehicle thermal management system for a cascade heat pump according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the present invention under a first operating condition;
FIG. 3 is a pressure-enthalpy diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the present invention under a first operating condition;
FIG. 4 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the present invention under a second operating condition;
FIG. 5 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under a third operating condition;
FIG. 6 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under a fourth operating condition;
FIG. 7 is a schematic diagram of a complete vehicle thermal management system of a cascade heat pump according to an embodiment of the present invention under a fifth operating condition;
FIG. 8 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under a sixth operating condition;
FIG. 9 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under a seventh operating condition;
FIG. 10 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under an eighth operating condition;
FIG. 11 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under a ninth operating condition;
FIG. 12 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an exemplary embodiment of the present invention under a tenth operating condition;
FIG. 13 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an exemplary embodiment of the present invention under an eleventh operating condition;
FIG. 14 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to a twelfth operating condition of the utility model;
FIG. 15 is a schematic diagram of a global thermal management system of a cascade heat pump according to a thirteenth operating condition of the present invention;
FIG. 16 is a schematic diagram of a complete vehicle thermal management system of a cascade heat pump according to an embodiment of the present invention under a fourteenth operating condition;
FIG. 17 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an embodiment of the utility model under a fifteenth operating condition;
FIG. 18 is a schematic diagram of a vehicle thermal management system of a cascade heat pump according to an exemplary embodiment of the present invention under a sixteenth operating condition;
fig. 19 is a schematic diagram of a complete vehicle thermal management system of a cascade heat pump according to a seventeenth operating condition of the complete vehicle thermal management system of the present invention.
In the figure:
11. a first compressor; 12. a first evaporator; 13. a first expansion valve; 14. an intercooler; 15. a liquid storage tank; 16. a safety valve;
21. a second compressor; 22. an in-cabin evaporator; 23. a waterway evaporator; 24. a first four-way reversing valve; 25. a second expansion valve; 26. a third expansion valve; 27. a first refrigeration solenoid valve; 28. a second refrigeration solenoid valve; 29. a third refrigeration solenoid valve; 210. a condenser;
3. an in-cabin heat exchange member;
4. the motor drives the heat exchange assembly; 41. a motor heat exchange member; 42. a first drive member heat exchange member; 43. a second drive member heat exchange member;
5. a battery heat exchanger;
6. a heat radiation water tank;
71. a first waterway solenoid valve; 72. a second waterway solenoid valve; 73. a third waterway solenoid valve; 74. a fourth waterway solenoid valve; 75. a fifth water path electromagnetic valve;
8. a second four-way reversing valve; 801. a first reversing inlet; 802. a second reversing inlet; 803. a first reversing outlet; 804. a second reversing outlet;
91. a first water pump; 92. a second water pump; 93. a third water pump;
101. a first heating member; 102. a second heating member.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The embodiment provides a whole vehicle thermal management system of a cascade heat pump, as shown in fig. 1, comprising a first-stage refrigeration assembly, a second-stage refrigeration assembly, an in-cabin heat exchange member 3, a motor-driven heat exchange assembly 4, a battery heat exchange member 5 and a heat dissipation water tank 6, wherein the first-stage refrigeration assembly comprises a first compressor 11, a first evaporator 12, a first expansion valve 13 and an intercooler 14 which are sequentially communicated, a first refrigerant is arranged in the first-stage refrigeration assembly, the second-stage refrigeration assembly comprises a second compressor 21 and two second evaporators, the second compressor 21 can be communicated with the intercooler 14 and at least two of the two second evaporators, a second refrigerant is arranged in the second-stage refrigeration assembly, the second refrigerant can exchange heat with the first refrigerant in the intercooler 14, the two second evaporators are respectively an in-cabin evaporator 22 and a water path evaporator 23, the in-cabin heat exchange member 3 is used for heating or cooling a cabin, and an inlet of the in-cabin heat exchange member can be communicated with a heat exchange outlet of the in-cabin evaporator 22, the outlet of the heat exchange piece 3 in the cabin is communicated with one of the heat exchange inlet of the waterway evaporator 23 and the heat exchange inlet of the cabin evaporator 22, the motor-driven heat exchange component 4 is used for heating or cooling electric drive, the inlet of the motor-driven heat exchange component can be communicated with the heat exchange outlet of the first evaporator 12, the outlet of the motor-driven heat exchange component can be communicated with at least one of the heat exchange inlet of the first evaporator 12 and the inlet of the cabin heat exchange piece 3, the battery heat exchange piece 5 is used for heating or cooling a battery, the inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator 23, the outlet of the battery heat exchange piece can be communicated with one of the inlet of the motor-driven heat exchange component 4 and the heat exchange inlet of the waterway evaporator 23, and the heat dissipation water tank 6 is positioned on a pipeline between the outlet of the motor-driven heat exchange component 4 and the heat exchange inlet of the first evaporator 12.
It is noted that the first stage of the flow in the primary refrigeration unitOne refrigerant is a high-pressure type refrigerant, such as R404A, R507A, CO2The pressure of the first refrigerant at the extremely low evaporation temperature is higher than the atmospheric pressure, and the first refrigeration assembly has sufficiently high refrigeration cycle efficiency, the second refrigerant flowing in the second refrigeration assembly is a medium-pressure Freon refrigerant, such as R134a, R22, R1234yf, R1234ze, R410A, R404A and the like, and finally the pressure of the second refrigerant at the high condensation temperature of the second refrigeration assembly is lower, so that the overall thermal management system of the cascade heat pump has high cycle efficiency. Circulating liquid flows in the cabin heat exchange part 3, the motor-driven heat exchange component 4, the battery heat exchange part 5 and the heat dissipation water tank 6, such as ethylene glycol solution or calcium chloride solution, the freezing point temperature of the circulating liquid is low, generally, the freezing point temperature of the circulating liquid is required to be lower than-30 ℃, the circulating liquid is specifically selected according to actual needs, and the embodiment is not limited.
The whole vehicle heat management system of the cascade heat pump in the embodiment can be used for low-temperature cold demand of industrial process technologies such as chemical engineering, fine chemical engineering and the like, and the temperature (for example-40 ℃) of circulating liquid is usually required to be very stable and can be accurately controlled, so that the operation working condition of the whole vehicle heat management system of the cascade heat pump is determined to be very stable, and the change of the working condition is only the change of condensation temperature and load percentage.
The overall heat management system of the cascade heat pump can extract low-grade heat from the environment at extremely low ambient temperature (such as minus 20 ℃), so that heat is provided for circulating liquid to heat a cabin independently, a battery independently or heat the cabin and the battery simultaneously, and the overall heat management system of the cascade heat pump has higher heating capacity and higher heating efficiency than a common single-stage heat pump.
The whole car thermal management system of overlapping formula heat pump that this embodiment provided can enough realize the refrigeration subassembly to the battery, the refrigeration and the heating of passenger cabin, the heat that can also utilize battery and electricity to drive the production heats the passenger cabin, can also cool down battery and electricity through heat dissipation water tank 6, the operating efficiency of whole car has been improved, the reliability of system operation has been increased, electric vehicle's continuation of the journey mileage has been increased, make electric vehicle safe operation, the one-level refrigeration subassembly and the second grade refrigeration subassembly that set up can realize the vehicle heating to passenger cabin and battery under low temperature environment, the whole car thermal management system's of this overlapping formula heat pump suitability has been promoted.
Specifically, the electric drive of this embodiment is composed of a motor and two driving members, and the motor and the two driving members are arranged in parallel, so the motor-driven heat exchange assembly 4 is composed of a motor heat exchange member 41, a first driving member heat exchange member 42 and a second driving member heat exchange member 43, the motor heat exchange member 41, the first driving member heat exchange member 42 and the second driving member heat exchange member 43 are arranged in parallel, the motor heat exchange member 41 is used for heating or cooling the motor, the first driving member heat exchange member 42 is used for heating or cooling one driving member, and the second driving member heat exchange member 43 is used for heating or cooling the other driving member. In other embodiments, the number of the motors and the driving members included in the electric drive is not limited to the number of the electric drive, and may be other numbers, and the motors and the drives are not limited to the parallel arrangement of the present embodiment, and may also be arranged in series, or arranged in parallel after being connected in series, at this time, the motor drives the heat exchange assembly 4 to change along with the composition and the arrangement mode of the electric drive.
As shown in fig. 1, the two-stage refrigeration assembly of this embodiment further includes a first four-way selector valve 24, a second expansion valve 25, a third expansion valve 26, a first refrigeration solenoid valve 27, and a second refrigeration solenoid valve 28, and the refrigeration cycle or the heating cycle of the two-stage refrigeration assembly can be realized by changing the flow direction of the second refrigerant by switching the connection state of the four communication ports of the first four-way selector valve 24, the two second evaporators are arranged in parallel, when the two-stage refrigeration assembly performs refrigeration, the second expansion valve 25 is located upstream of the two second evaporators, the third expansion valve 26 is located upstream of the water path evaporator 23, the second refrigeration solenoid valve 28 is located downstream of the in-cabin evaporator 22, and the first refrigeration solenoid valve 27 is located between the first four-way selector valve 24 and the intercooler 14.
As shown in fig. 1, the two-stage refrigeration assembly of this embodiment further includes a third refrigeration solenoid valve 29, one end of the third refrigeration solenoid valve 29 is connected to the upstream side of the cabin evaporator 22 when the two-stage refrigeration assembly is heating, the other end of the third refrigeration solenoid valve 29 is communicated with the pipeline between the first refrigeration solenoid valve 27 and the intercooler 14, and the second refrigerant flowing out through the first four-way selector valve 24 can sequentially flow through the first refrigeration solenoid valve 27, the third refrigeration solenoid valve 29, the cabin evaporator 22, the third expansion valve 26, and the water path evaporator 23.
It should be noted that when the cabin evaporator 22 heats the cabin through the cabin heat exchange member 3, and/or the water path evaporator 23 heats the battery through the battery heat exchange member 5, the secondary refrigeration assembly is in the heating mode; the secondary refrigeration unit is in a cooling mode when the cabin evaporator 22 cools the cabin through the cabin heat exchanger 3 and/or the water circuit evaporator 23 cools the battery through the battery heat exchanger 5.
As shown in fig. 1, the secondary refrigeration assembly of this embodiment further includes a condenser 210, the condenser 210 is connected in parallel with the first refrigeration solenoid valve 27, a heat exchange inlet of the condenser 210 is further communicated with an outlet of the heat radiation water tank 6, and a heat exchange outlet of the condenser 210 is communicated with one of an inlet of the motor-driven heat exchange assembly 4 and a heat exchange inlet of the battery heat exchange member 5. Specifically, if the first refrigeration solenoid valve 27 is opened, the refrigerant in the secondary refrigeration assembly flows through the first refrigeration solenoid valve 27 and does not flow through the condenser 210; if the first cooling solenoid valve 27 is closed, the refrigerant in the secondary cooling module flows through the condenser 210.
As shown in fig. 1, the overall thermal management system of the cascade heat pump further includes a first water solenoid valve 71 and a second water solenoid valve 72, the first water solenoid valve 71 is located between the outlet of the radiator tank 6 and the heat exchange inlet of the condenser 210, and the second water solenoid valve 72 is located between the outlet of the radiator tank 6 and the heat exchange inlet of the first evaporator 12. Specifically, when the first water path solenoid valve 71 is opened and the second water path solenoid valve 72 is closed, the circulating liquid flowing out of the outlet of the heat radiation water tank 6 can enter the condenser 210 and exchange heat with the second refrigerant in the condenser 210; when the second water path electromagnetic valve 72 is opened and the first water path electromagnetic valve 71 is closed, the circulating liquid flowing out of the outlet of the heat radiation water tank 6 can enter the first evaporator 12 and exchange heat with the first refrigerant in the first evaporator 12; if the first water path solenoid valve 71 and the second water path solenoid valve 72 are simultaneously opened, the circulating liquid flowing out of the outlet of the radiator tank 6 can enter the condenser 210 and the first evaporator 12, respectively, so that the circulating liquid exchanges heat with the first refrigerant and the second refrigerant.
As shown in fig. 1, the overall thermal management system of the cascade heat pump further includes a second four-way reversing valve 8, the second four-way reversing valve 8 includes a first reversing inlet 801, a second reversing inlet 802, a first reversing outlet 803, and a second reversing outlet 804, the first reversing inlet 801 is communicated with one of the first reversing outlet 803 and the second reversing outlet 804, the second reversing inlet 802 is communicated with the other of the first reversing outlet 803 and the second reversing outlet 804, the first reversing inlet 801 is communicated with the heat exchange outlet of the first evaporator 12 and the heat exchange outlet of the condenser 210, the second reversing inlet 802 is communicated with the outlet of the battery heat exchanger 5, the first reversing outlet 803 is communicated with the heat exchange inlet of the water path evaporator 23, and the second reversing outlet 804 is communicated with the inlet of the motor-driven heat exchange assembly 4.
As shown in fig. 1, the overall thermal management system of the cascade heat pump further includes a third water solenoid valve 73, one end of the third water solenoid valve 73 is communicated with a pipeline communicating an outlet of the motor-driven heat exchange assembly 4 with the heat dissipation water tank 6, and the other end is communicated with a pipeline communicating a heat exchange outlet of the first evaporator 12 with the first reversing inlet 801. Specifically, when the third water path solenoid valve 73 is opened, at least part of the circulating liquid discharged by the motor-driven heat exchange assembly 4 can directly flow to the first reversing inlet 801 of the second four-way reversing valve 8 through the third water path solenoid valve 73.
As shown in fig. 1, the overall thermal management system of the cascade heat pump further includes a fourth water solenoid valve 74 and a fifth water solenoid valve 75, the fourth water solenoid valve 74 is located between the heat exchange inlet of the water evaporator 23 and the first reversing outlet 803, and the fifth water solenoid valve 75 is located between the outlet of the motor-driven heat exchange assembly 4 and the inlet of the cabin heat exchange member 3. Specifically, when the fourth waterway solenoid valve 74 is turned on, the circulating liquid discharged through the first reversing outlet 803 of the second four-way reversing valve 8 can directly flow to the heat exchange inlet of the waterway evaporator 23 through the fourth waterway solenoid valve 74; when the fifth water path electromagnetic valve 75 is opened, the circulating liquid discharged by the motor-driven heat exchange assembly 4 can directly flow to the inlet of the heat exchange member 3 in the cabin through the fifth water path electromagnetic valve 75.
As shown in fig. 1, the overall thermal management system of the cascade heat pump further includes a first heating element 101 and a second heating element 102, the first heating element 101 is located on a pipeline between the fourth waterway solenoid valve 74 and the heat exchange inlet of the waterway evaporator 23, and the second heating element 102 is disposed on the cabin. First heating member 101 and second heating member 102 are PTC, and first heating member 101 can heat the circulation liquid, prevents that circulation liquid temperature from crossing excessively, and second heating member 102 can directly heat the passenger cabin, realizes the rapid heating up of passenger cabin.
As shown in fig. 1, the primary refrigeration assembly of this embodiment further includes a liquid storage tank 15 and a safety valve 16, the liquid storage tank 15 is located between the intercooler 14 and the first expansion valve 13, the safety valve 16 is disposed on the liquid storage tank 15, and the safety valve 16 can be automatically opened when the pressure in the liquid storage tank 15 exceeds the highest upper limit pressure, and can be automatically closed when the pressure in the liquid storage tank 15 is lower than the highest upper limit pressure, so as to prevent the liquid storage tank 15 from exploding due to its own pressure being too high, and ensure the safety of the liquid storage tank 15.
Specifically, the receiver tank 15 is used for storing the first refrigerant to ensure that the first expansion valve 13 is provided with a sufficient capacity of the first refrigerant when the first refrigerant is CO2At this time, the large-capacity liquid storage tank 15 is used to keep the primary refrigeration unit within a design pressure range, for example, 4.2MPa, when the primary refrigeration unit is not operated and CO in a gaseous state in the liquid storage tank 152In time, the design of the reservoir 15 of suitable volume ensures that all the CO in the liquid state is present2The pressure in the liquid storage tank 15 is within 4.2MPa when the flash is gas.
In order to make the circulating liquid flow smoothly in the pipeline, as shown in fig. 1, the entire vehicle thermal management system of the cascade heat pump of this embodiment further includes a first water pump 91, a second water pump 92, and a third water pump 93, where the first water pump 91 is located upstream of the battery heat exchanger 5, the second water pump 92 is located upstream of the radiator tank 6, and the third water pump 93 is located upstream of the heat exchange inlet of the cabin evaporator 22 to pump the circulating liquid in the cabin heat exchanger 3 into the cabin evaporator 22.
The whole vehicle heat management system of the cascade heat pump is not only suitable for the working condition that the external environment temperature is low, the cabin and the battery are required to be heated, and the electric drive needs to be cooled, but also suitable for the working condition that the cabin and the battery are required to be cooled, and the electric drive needs to be cooled, and also suitable for the working condition that the cabin and the battery and the electric drive need to be cooled, and also suitable for the working condition that the cabin, the battery and the electric drive need to be cooled, and also suitable for the working condition that the cabin does not need to be cooled or heated, and the battery and the electric drive need to be cooled, and also suitable for the working condition that the cabin needs to be heated forcibly, and the battery has moderate temperature and can not be used for heating the cabin, and suitable for the working condition that the battery has high temperature and can heat the cabin, the electric heating cabin is also suitable for the working conditions that the temperature of the battery is high, the cabin can be heated, the heat dissipation water tank 6 is needed for heat dissipation of the battery, the electric heating cabin is needed for forced heating when the temperature of the battery is low in winter, the battery can be heated when the temperature of the battery is low in winter, the cabin can be heated when the battery is electrically driven is high, the cabin can be heated when the battery and the cabin are both low in temperature in winter, the electric driving temperature is high, the cabin can be heated when the battery and the cabin are both high in temperature, the electric driving temperature is high, the cabin can be heated when the battery and the electric driving temperature are moderate, the electric driving temperature is high, the cabin can be heated when the battery and the electric driving temperature are both high, the heat dissipation water tank 6 is needed for heat dissipation, and the working conditions that the battery and the electric driving temperature are both high, the cooling is needed when the cabin is low, the heating requirement is high, the device is also suitable for the working conditions that the fog in the electric vehicle needs to be removed in winter and the cabin needs to be heated when the temperature is low, and is concretely the following.
Under a first working condition, the external environment temperature is low, when the cabin and the battery need to be heated and the electric drive needs to be cooled, as shown in fig. 2, the primary refrigeration assembly and the secondary refrigeration assembly operate, the first water pump 91, the second water pump 92, the third water pump 93, the second expansion valve 25, the third expansion valve 26, the second waterway solenoid valve 72, the fourth waterway solenoid valve 74 and the second refrigeration solenoid valve 28 are started, the first reversing inlet 801 and the second reversing outlet 804 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, the first refrigerant discharged from the first compressor 11 sequentially flows through the intercooler 14, the liquid storage tank 15, the first expansion valve 13 and the first evaporator 12 and then returns to the first compressor 11, the second refrigerant discharged from the outlet of the second compressor 21 sequentially flows through the first reversing valve 24 and then is divided into two branches connected in parallel, one branch is the cabin evaporator 22 and the second refrigeration solenoid valve 28, the other branch is the third expansion valve 26 and the water path evaporator 23, then the second refrigerants of the two branches are mixed and flow into the second compressor 21 through the intercooler 14, the first refrigerating solenoid valve 27 and the first four-way switching valve 24, at this time, the in-cabin evaporator 22 and the water path evaporator 23 can release heat to the outside, so that the temperature of the circulating liquid in the cabin heat exchange element 3 and the circulating liquid in the battery heat exchange element 5 is increased, and the cabin and the battery are forcibly heated, meanwhile, circulating liquid in the heat-radiating water tank 6 flows back to the heat-radiating water tank 6 after sequentially flowing through the first evaporator 12, the second four-way reversing valve 8 and the motor-driven heat exchange assembly 4, the circulating liquid can release heat to a second refrigerant in the condenser 210, the temperature of the circulating liquid exchanging heat with electric drive is reduced, and the purpose of cooling electric drive is finally achieved. At the moment, the heating efficiency of the whole vehicle heat management system of the cascade heat pump is more than 2, namely, the energy of one-degree electricity is taken from the battery, the heat of 2-degree electricity can be increased to heat the battery, the attenuation of the electric quantity of the battery is obviously reduced, and the cruising mileage of the vehicle is improved.
Specifically, under the first operating condition, since the first refrigeration solenoid valve 27 is in the open state, the condenser 210 is bypassed, and at this time, the second refrigerant returns to the first four-way reversing valve 24 through the first refrigeration solenoid valve 27 without flowing through the condenser 210, the intercooler 14 belongs to the evaporator in the second-stage refrigeration assembly and belongs to the condenser in the first-stage refrigeration assembly, and the first refrigerant in the first-stage refrigeration assembly and the second refrigerant in the second-stage refrigeration assembly exchange heat in the intercooler 14. The high-temperature and high-pressure first refrigerant compressed by the first compressor 11 is condensed into a supercooled liquid in the intercooler 14 and enters the receiver tank 15.
Further onFirst-stage evaporation temperature T of first-stage refrigeration assembly11At-36 ℃ and T12The first-stage condensation temperature is 10 ℃, and the second-stage evaporation temperature T of the second-stage refrigeration component21At 7 ℃ and a secondary condensation temperature T22The temperature is 43 ℃, the total temperature difference between the primary refrigeration component and the secondary refrigeration component is 79 ℃, the whole vehicle heat management system of the cascade heat pump is suitable for the condition that the external environment temperature is extremely low, warm water with the temperature of 35 ℃ to 40 ℃ can be provided for the environment temperature of-20 ℃ to-30 ℃, and therefore high efficiency and high reliability of heat management can be guaranteed, and a pressure-enthalpy diagram of the primary refrigeration component and a pressure-enthalpy diagram of the secondary refrigeration component are shown in fig. 3.
When R744 or CO is used2When R1234yf is used as the first refrigerant and R1234yf is used as the second refrigerant, the heat transfer temperature difference between the primary evaporation temperature and the ambient temperature is set to 16 ℃, the heat transfer temperature difference of the intercooler 14 is set to 3 ℃, the heat transfer temperature difference between the secondary condensation temperature and the temperature of the hot water to be supplied is set to 3 ℃, and the specific values of the parameters related to the primary refrigeration component and the secondary refrigeration component, which change along with the ambient temperature, and the specific values of the parameters related to the secondary refrigeration component and the ambient temperature are obtained based on simulation calculation and are detailed in the first table and the second table.
Therefore, the heating efficiency of the whole vehicle heat management system of the cascade heat pump for preparing hot water at 40 ℃ at the ambient temperature of-20 ℃ reaches 2.11; the heating efficiency reaches 2.19 when hot water with the temperature of 40 ℃ is prepared at the ambient temperature of-15 ℃; the heating efficiency reaches 2.29 when hot water at 40 ℃ is prepared at the ambient temperature of minus 10 ℃; the heating efficiency reaches 2.53 when hot water at 40 ℃ is prepared at the ambient temperature of minus 5 ℃; the heating efficiency of the heat management system of the cascade heat pump when the hot water with the temperature of 40 ℃ is prepared at the ambient temperature of 0 ℃ reaches 2.66, the heating efficiency of the heat management system of the cascade heat pump when the heat management system of the whole vehicle works at the ambient temperature of more than 20 ℃ below zero is more than 2, and the heating efficiency is gradually increased along with the increase of the external ambient temperature.
It should be noted that the data of the simulation in table one and table two are only used for comparative analysis and do not represent the actual heating efficiency, and the actual heating efficiency is not the same as the data shown in table one and table two because the actual operating condition and the simulation condition of the overall thermal management system of the cascade heat pump are not the same, and the structure of the intercooler 14 is different, which results in different heat transfer temperature differences, and the isentropic efficiency of the different first compressor 11 and second compressor 21 is also different.
Ambient temperature (. degree. C.) -20 -15 -10 -5 0
First order Evaporation temperature (. degree. C.) -36 -31 -26 -21 -16
First order condensation temperature (. degree. C.) 5 7.5 10 12.5 15
First order temperature difference (. degree. C.) 41 38.5 36 33.5 31
First order refrigeration capacity (kW) 25.4 30.5 36.1 42 48.3
First stage refrigeration efficiency 2.61 2.89 3.18 3.49 3.82
First compressor power (kW) 9.7 10.6 11.4 12.1 12.7
First heating capacity (kW) 35.1 41.4 47.8 54.5 61.4
First refrigerant flow (kg/h) 404 497 604 725 864
First exhaust temperature (. degree. C.) 81.4 74.9 69.6 65.4 62
Parameter change of meter one-stage refrigeration assembly at different ambient temperatures
Ambient temperature (. degree. C.) -20 -15 -10 -5 0
Second order Evaporation temperature (. degree.C.) 2 4.5 7 9.5 12
Secondary condensation temperature (. degree. C.) 43 43 43 43 43
Temperature of hot water supply (. degree. C.) 40 40 40 40 40
Second order temperature difference (. degree. C.) 41 38.5 36 33.5 31
Second grade refrigerating output (kW) 36.9 40.9 46.3 56.7 63
Secondary refrigeration efficiency 3.38 3.64 3.93 4.09 4.41
Second compressor power (kW) 10.9 11.2 11.5 13.9 14.2
Second heating quantity (kW) 47.9 52.1 56.7 70.5 76.6
Second refrigerant flow (kg/h) 1213 1323 1440 1780 1933
Second exhaust temperature (. degree. C.) 53.8 53.6 53.5 54.3 53.4
Second heating quantity (kW) 47.9 52.1 56.7 70.5 76.6
Total Power (kW) 20.7 21.8 22.8 25.9 26.8
Other powers (kW) 2 2 2 2 2
Efficiency of heating 2.11 2.19 2.29 2.53 2.66
Parameter change of secondary refrigeration assembly of meter under different ambient temperatures
In the second working condition, when the cabin and the battery need forced cooling and electric driving in summer and do not need cooling, as shown in fig. 4, the first water pump 91, the second water pump 92, the third water pump 93, the first waterway solenoid valve 71, the third waterway solenoid valve 73, the fourth waterway solenoid valve 74, the third expansion valve 26, the second expansion valve 25 and the second refrigeration solenoid valve 28 are turned on, the second reversing inlet 802 of the second four-way reversing valve 8 is communicated with the first reversing outlet 803, the second refrigerant discharged from the outlet of the second compressor 21 sequentially passes through the first four-way reversing valve 24, the condenser 210 and the second expansion valve 25 and is divided into two branches connected in parallel, wherein one branch is the cabin evaporator 22 and the second refrigeration solenoid valve 28, the other branch is the third expansion valve 26 and the waterway evaporator 23, then the second refrigerants of the two branches are mixed and flow into the second compressor 21 through the first four-way reversing valve 24, at this time, the cabin evaporator 22 and the water path evaporator 23 can absorb heat, so that the temperature of the circulating liquid in the cabin heat exchange member 3 and the temperature of the circulating liquid in the battery heat exchange member 5 are reduced, at this time, the cabin and the battery are forcibly cooled, meanwhile, the circulating liquid in the heat radiation water tank 6 flows back to the heat radiation water tank 6 after sequentially flowing through the first water path electromagnetic valve 71, the condenser 210, the third water path electromagnetic valve 73 and the second water pump 92, the circulating liquid can absorb the heat of the second refrigerant in the condenser 210, so that the temperature of the condenser 210 is reduced, and the heat absorbed by the circulating liquid can be radiated to the external environment. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 3, which is far higher than that of the prior art.
In the third operating mode, when the cabin and the battery both need forced cooling and electric driving and need cooling of the radiator tank 6 in summer, as shown in fig. 5, the first water pump 91, the second water pump 92, the third water pump 93, the first waterway solenoid valve 71, the fourth waterway solenoid valve 74, the third expansion valve 26, the second expansion valve 25 and the second refrigeration solenoid valve 28 are turned on, and simultaneously the first reversing inlet 801 and the second reversing outlet 804 of the second four-way reversing valve 8 are communicated, and the second reversing inlet 802 and the first reversing outlet 803 are communicated, the second refrigerant discharged from the outlet of the second compressor 21 passes through the first four-way reversing valve 24, the condenser 210 and the second expansion valve 25 in sequence and then is divided into two parallel branches, wherein one branch is the cabin evaporator 22 and the second refrigeration solenoid valve 28, the other branch is the third expansion valve 26 and the evaporator 23, and then the second refrigerants of the two waterways are mixed and flow into the second compressor 21 through the first four-way reversing valve 24, at this time, the cabin evaporator 22 and the water path evaporator 23 can absorb heat, so that the temperature of the circulating liquid in the cabin heat exchange member 3 and the circulating liquid in the battery heat exchange member 5 is lowered, and the cabin and the battery are forcibly cooled. Meanwhile, the circulating liquid in the heat-radiating water tank 6 sequentially flows back to the heat-radiating water tank 6 through the first water path electromagnetic valve 71, the condenser 210, the second four-way reversing valve 8, the motor-driven heat exchange assembly 4 and the second water pump 92, and the circulating liquid in the heat-radiating water tank 6 plays a role in cooling and cooling the electric drive. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 3, which is far higher than that of the prior art.
In the fourth operating mode, when the cabin needs forced cooling in summer and the cooling of the heat-dissipating water tank 6 is required for both the battery and the electric drive, as shown in fig. 6, the first water pump 91, the second water pump 92, the third water pump 93, the first waterway solenoid valve 71, the fourth waterway solenoid valve 74, the second expansion valve 25 and the second refrigeration solenoid valve 28 are turned on, the first reversing inlet 801 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the second reversing outlet 804 are communicated, the second refrigerant discharged from the outlet of the second compressor 21 sequentially flows through the first four-way reversing valve 24, the condenser 210, the second expansion valve 25, the cabin evaporator 22, the second refrigeration solenoid valve 28 and the first four-way reversing valve 24 and then returns to the second compressor 21, at this time, the cabin evaporator 22 can absorb heat, so that the temperature of the circulating liquid in the heat exchange member 3 in the cabin is reduced, and at this time, the cabin can perform the forced cooling function, meanwhile, the circulating liquid in the radiator tank 6 flows back to the radiator tank 6 through the first water path solenoid valve 71, the condenser 210, the second four-way reversing valve 8, the fourth water path solenoid valve 74, the first heating element 101, the water path evaporator 23, the first water pump 91, the battery heat exchange element 5, the second four-way reversing valve 8, the motor-driven heat exchange assembly 4 and the second water pump 92 in sequence, and at the moment, the circulating liquid in the radiator tank 6 plays a role in cooling and cooling the electric drive and the battery, and it should be noted that the circulating liquid is not heated by the first heating element 101 in the process. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 3, which is far higher than that of the prior art.
In the fifth mode, when forced cooling is required for the cabin, the battery and the electric drive in summer, as shown in fig. 7, the first water pump 91, the second water pump 92, the third water pump 93, the first water path solenoid valve 71, the fourth water path solenoid valve 74, the third expansion valve 26, the second expansion valve 25 and the second cooling solenoid valve 28 are turned on. Meanwhile, a first reversing inlet 801 and a second reversing outlet 804 of the second four-way reversing valve 8 are communicated, a second reversing inlet 802 and a first reversing outlet 803 are communicated, a second refrigerant discharged from an outlet of the second compressor 21 sequentially flows through the first four-way reversing valve 24, the condenser 210 and the second expansion valve 25 and then is divided into two parallel branches, wherein one branch is the cabin evaporator 22 and the second refrigeration electromagnetic valve 28, the other branch is the third expansion valve 26 and the water path evaporator 23, then the second refrigerants of the two branches are mixed and flow into the second compressor 21 through the first four-way reversing valve 24, at this time, the cabin evaporator 22 can absorb heat, so that the temperature of the circulating liquid in the cabin heat exchange member 3 is reduced, and at this time, the cabin is forcibly cooled. Meanwhile, the circulating liquid in the radiating water tank 6 flows back to the radiating water tank 6 through the first water path electromagnetic valve 71, the condenser 210, the second four-way reversing valve 8, the fourth water path electromagnetic valve 74, the first heating element 101, the water path evaporator 23, the first water pump 91, the battery heat exchange element 5, the second four-way reversing valve 8, the motor-driven heat exchange assembly 4 and the second water pump 92 in sequence, the water path evaporator 23 can absorb the heat of the circulating liquid, and the battery and the electric drive are in a forced refrigeration state. It should be noted that, in this process, the first heating member 101 does not heat the circulation liquid. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 3, which is far higher than that of the prior art.
In the sixth operating mode, when the cabin does not need to be cooled or heated, and the cooling water tank 6 needs to be cooled by both the battery and the electric drive, as shown in fig. 8, the first water pump 91, the second water pump 92, the first water path solenoid valve 71 and the fourth water path solenoid valve 74 are turned on, and at the same time, the first reversing inlet 801 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, and the second reversing inlet 802 and the second reversing outlet 804 are communicated, and the circulating liquid in the cooling water tank 6 sequentially flows back to the cooling water tank 6 through the first water path solenoid valve 71, the condenser 210, the second four-way reversing valve 8, the fourth water path solenoid valve 74, the first heating element 101, the water path evaporator 23, the first water pump 91, the battery heat exchange element 5, the second four-way reversing valve 8, the motor-driven heat exchange assembly 4 and the second water pump 92, and the circulating liquid in the cooling water tank 6 plays a role in cooling and cooling the electric drive and the battery, the first heating member 101 does not heat the circulating liquid in this process. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 8, which is far higher than that of the prior art.
It should be noted that, under the sixth working condition, the first waterway solenoid valve 71 may be closed, the second waterway solenoid valve 72 may be opened, or the first waterway solenoid valve 71 and the second waterway solenoid valve 72 may be opened simultaneously, which is specifically set according to actual needs.
In the seventh operating mode, when the cabin needs forced heating, the battery needs forced heating, and the electric drive does not need cooling, as shown in fig. 9, the first water pump 91, the second water pump 92, the third water pump 93, the first waterway solenoid valve 71, the third waterway solenoid valve 73, the third expansion valve 26, the second expansion valve 25, and the second refrigeration solenoid valve 28 are turned on, the second reversing inlet 802 of the second four-way reversing valve 8 is communicated with the first reversing outlet 803, the second refrigerant discharged from the outlet of the second compressor 21 passes through the first four-way reversing valve 24 and is divided into two branches, one branch is the second refrigeration solenoid valve 28 and the cabin evaporator 22, the other branch is the waterway evaporator 23 and the third expansion valve 26, and then the second refrigerants of the two branches are mixed and flow into the second compressor 21 after passing through the second expansion valve 25, the condenser 210, and the first four-way reversing valve 24, at this time, the cabin evaporator 22 and the waterway evaporator 23 can discharge heat, the temperature of the circulating liquid in the cabin heat exchange member 3 and the circulating liquid in the battery heat exchange member 5 is increased, and the cabin and the battery are forcibly heated at the moment. Meanwhile, the circulating liquid in the radiator tank 6 flows back to the radiator tank 6 after sequentially passing through the first water path solenoid valve 71, the condenser 210, the third water path solenoid valve 73 and the second water pump 92, the circulating liquid can heat the second refrigerant in the condenser 210, so that the temperature of the condenser 210 is increased, and the circulating liquid can absorb heat from the external environment. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 2, which is far higher than that of the prior art.
In the eighth working condition, when the cabin is parked in winter and does not consume power, and the temperature of the battery is moderate and cannot be used for heating the cabin, as shown in fig. 10, the first water pump 91, the third water pump 93, the fourth water path solenoid valve 74, the third expansion valve 26, the first refrigeration solenoid valve 27 and the third refrigeration solenoid valve 29 are started, the second reversing inlet 802 of the second four-way reversing valve 8 is communicated with the first reversing outlet 803, the second refrigerant discharged from the outlet of the second compressor 21 flows back to the second compressor 21 after sequentially flowing through the first four-way reversing valve 24, the first refrigeration solenoid valve 27, the third refrigeration solenoid valve 29, the cabin evaporator 22, the third expansion valve 26, the water path evaporator 23 and the first four-way reversing valve 24, at this time, the cabin evaporator 22 can emit heat, and the circulating liquid in the cabin heat exchange member 3 can absorb heat, thereby heating the cabin. At the moment, the cabin is in a forced heating state, the waterway evaporator 23 can absorb heat, the circulating liquid in the battery heat exchange piece 5 can release heat into the waterway evaporator 23, the refrigeration component absorbs heat from the battery to heat the cabin, and at the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 5 and is far higher than that of the prior art. In this way, it is possible to heat the cabin and to reduce the temperature of the battery itself to a suitable temperature. Generally, the temperature of the battery is between a first temperature and a second temperature, the first temperature is 18 ℃ + Δ t, the second temperature is 35 ℃ - Δ t, Δ t is selected according to actual needs, and Δ t of the embodiment is 5 ℃.
In the ninth working condition, when parking in winter is in no power consumption, and the temperature of the battery is high and the cabin can be heated, as shown in fig. 11, the first water pump 91 and the fifth water path electromagnetic valve 75 are started, the second reversing inlet 802 and the second reversing outlet 804 of the second four-way reversing valve 8 are communicated at the same time, the circulating liquid in the battery heat exchange piece 5 sequentially flows through the second four-way reversing valve 8, the motor-driven heat exchange assembly 4, the fifth water path electromagnetic valve 75, the cabin heat exchange piece 3, the water path evaporator 23 and the first water pump 91 and then returns to the battery heat exchange piece 5, at this time, the cabin is directly heated by the heat absorbed from the battery, and at this time, the heat exchange efficiency of the heat management whole vehicle system of the cascade heat pump is greater than 8 and far higher than that of the prior art. It should be noted that the temperature of the battery is higher, in this way, the heating of the cabin and the lowering of the temperature of the battery itself to a suitable temperature can be achieved. Generally, the temperature of the battery is higher than the third temperature, which is 35 ℃ + Δ t, Δ t is selected according to actual needs, and Δ t in this embodiment is 5 ℃.
In a tenth working condition, when parking in winter is in no power consumption, the temperature of the battery is high, the cabin can be heated, and the heat dissipation water tank 6 is needed to dissipate heat of the battery, as shown in fig. 12, the first water pump 91, the second water pump 92, the first water path solenoid valve 71, the fourth water path solenoid valve 74 and the fifth water path solenoid valve 75 are turned on, meanwhile, the first reversing inlet 801 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the second reversing outlet 804 are communicated, the circulating liquid in the battery heat exchange part 5 is divided into two branches after passing through the second four-way reversing valve 8 and the motor-driven heat exchange assembly 4 in sequence, wherein the circulating liquid of one branch flows to the water path evaporator 23 after passing through the second water pump 92, the heat dissipation water tank 6, the first water path solenoid valve 71, the condenser 210, the second four-way reversing valve 8, the fourth water path solenoid valve 74 and the first heating element 101 in sequence, the circulating liquid of the other branch flows to the water path evaporator 23 after sequentially flowing through the fifth water path electromagnetic valve 75 and the cabin heat exchange part 3, then the circulating liquid of the two branches is pumped into the battery heat exchange part 5 by the first water pump 91, at the moment, the circulating liquid in the battery heat exchange part 5 not only heats the cabin, but also dissipates heat through the heat dissipation water tank 6, and the cooling effect is achieved on the battery. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 8, which is far higher than that of the prior art. It should be noted that, at this time, the temperature of the battery is high, and it is still impossible to reduce the temperature of the battery itself to a suitable temperature by merely heating the cabin by the heat generated by the battery. Generally, the temperature of the battery is higher than the third temperature, which is 35 ℃ + Δ t, and Δ t of this embodiment is 5 ℃.
In the eleventh operating mode, when the temperature of the battery is low in winter and requires forced heating, the cabin requires forced heating and the electric driving temperature is low, as shown in fig. 13, the first water pump 91, the second water pump 92, the third water pump 93, the first water path solenoid valve 71, the fourth water path solenoid valve 74, the third expansion valve 26, the second expansion valve 25 and the second refrigeration solenoid valve 28 are turned on, the first reversing inlet 801 and the second reversing outlet 804 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, the second refrigerant discharged from the outlet of the second compressor 21 passes through the first four-way reversing valve 24 and then is divided into two branches, one branch is the second refrigeration solenoid valve 28 and the cabin evaporator 22, the other branch is the water path evaporator 23 and the third expansion valve 26, and then the second refrigerants of the two branches are mixed and pass through the second expansion valve 25, The condenser 210 and the first four-way reversing valve 24 flow into the second compressor 21, at this time, the cabin evaporator 22 and the water path evaporator 23 can emit heat, so that the temperatures of the circulating liquid in the cabin heat exchange member 3 and the circulating liquid in the battery heat exchange member 5 are increased, at this time, the cabin and the battery are forcibly heated, meanwhile, the circulating liquid in the radiating water tank 6 sequentially flows through the first water path electromagnetic valve 71, the condenser 210, the second four-way reversing valve 8, the motor-driven heat exchange assembly 4 and the second water pump 92 and then flows back to the radiating water tank 6, the circulating liquid can absorb heat from electric driving and the external environment to heat the second refrigerant in the condenser 210, so that the temperature of the condenser 210 is increased, and at this time, the temperature of the external environment is required to be not too low. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 2, which is far higher than that of the prior art.
A twelfth working condition, when the temperature of the battery is lower in winter and the temperature of the battery is higher and the battery can be heated and the cabin needs forced heating, as shown in fig. 14, the first water pump 91, the second water pump 92, the third water pump 93, the first waterway solenoid valve 71, the third waterway solenoid valve 73, the fourth waterway solenoid valve 74, the second expansion valve 25 and the second refrigeration solenoid valve 28 are turned on, and simultaneously the first reversing inlet 801 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, and the second reversing inlet 802 and the second reversing outlet 804 are communicated, and the second refrigerant discharged from the outlet of the second compressor 21 sequentially flows through the first four-way reversing valve 24, the second refrigeration solenoid valve 28, the cabin evaporator 22, the second expansion valve 25, the condenser 210 and the first four-way reversing valve 24 and then returns to the second compressor 21, at this time, the cabin evaporator 22 can release heat, so that the temperature of the circulating liquid in the cabin heat exchange member 3 is raised, this serves to forcibly heat the cabin.
Meanwhile, after the motor drives the heat exchange assembly 4 to absorb heat, part of the circulating liquid enters the condenser 210 of the refrigeration assembly through the second water pump 92, the heat dissipation water tank 6 and the first water path electromagnetic valve 71, so that the circulating liquid is used for heating the cabin through the refrigeration assembly, and part of the circulating liquid is used for heating the battery, so that the temperature of the battery is increased, the electric quantity of the battery is prevented from being attenuated, and the cruising ability of the electric vehicle is improved. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 2.5, which is far higher than that of the prior art. It should be noted that the temperature of the electric drive is not particularly high at this time, and the battery and the cabin cannot be heated to a proper position, the temperature of the battery is between the fourth temperature and the first temperature, the first temperature is 18 ℃ + Δ t, the fourth temperature is-20 ℃, Δ t is selected according to actual needs, Δ t of the embodiment is 5 ℃, the temperature of the electric drive is between the fifth temperature and the sixth temperature, the sixth temperature is greater than the fifth temperature, the fifth temperature is t1+ a, the sixth temperature is t2, and t1, a and t2 are all selected according to actual needs.
A thirteenth working condition, when the temperature of the battery and the cabin is low in winter and the temperature of the electric drive is high enough to heat the battery and the cabin, as shown in fig. 15, the first water pump 91, the third waterway solenoid valve 73, the fourth waterway solenoid valve 74 and the fifth waterway solenoid valve 75 are turned on, and simultaneously the first reversing inlet 801 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the second reversing outlet 804 are communicated, the circulating liquid in the motor-driven heat exchange assembly 4 is divided into two branches after absorbing heat from the electric drive, the circulating liquid in one branch flows to the waterway evaporator 23 after passing through the third waterway solenoid valve 73, the second four-way reversing valve 8, the fourth waterway solenoid valve 74 and the first heating element 101 in sequence, the circulating liquid in the other branch flows to the waterway evaporator 23 after passing through the fifth waterway solenoid valve 75 and the cabin heat exchange element 3 in sequence, and then the circulating liquids in the two branches flow through the first water pump 91, the first waterway evaporator 23 in sequence, The battery heat exchange piece 5 and the second four-way reversing valve 8 flow to the motor-driven heat exchange assembly 4, and at the moment, the circulating liquid in the motor-driven heat exchange assembly 4 heats the cabin and the battery at the same time, so that the battery and the cabin are heated. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 8, which is far higher than that of the prior art. It should be noted that the temperature of the electric drive is high, and only the heat generated by the electric drive can heat the cabin and also the battery. Generally, the temperature of the battery is between the fourth temperature and the first temperature, the first temperature is 18 ℃ + Δ t, the fourth temperature is-20 ℃, Δ t is selected according to actual needs, Δ t of the embodiment is 5 ℃, the temperature of the electric driver is greater than the seventh temperature, the seventh temperature is t2+ a, and a and t2 are both selected according to actual needs.
In a fourteenth working condition, when the battery has moderate temperature and cannot be used for heating the cabin, and the electric drive has high temperature and can heat the cabin, as shown in fig. 16, the first water pump 91 and the fifth water path solenoid valve 75 are started, and the second reversing inlet 802 and the second reversing outlet 804 of the second four-way reversing valve 8 are communicated at the same time, the circulating liquid in the motor-driven heat exchange assembly 4 absorbs heat from the electric drive and then flows to the motor-driven heat exchange assembly 4 after sequentially passing through the fifth water path solenoid valve 75, the cabin heat exchange member 3, the water path evaporator 23, the first water pump 91, the battery heat exchange member 5 and the second four-way reversing valve 8, and at the same time, the circulating liquid in the motor-driven heat exchange assembly 4 heats the cabin and the battery at the same time, so as the battery and the cabin are heated, and because the circulating liquid flowing out of the motor-driven heat exchange assembly 4 flows through the cabin heat exchange member 3 and then flows through the battery heat exchange member 5, so that the temperature of the cabin rises above the temperature rise of the battery. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 8, which is far higher than that of the prior art. It should be noted that the temperature of the electric drive is high, and only the heat generated by the electric drive can heat the cabin and also the battery. Generally, the temperature of the battery is between a first temperature and a second temperature, the first temperature is 18 ℃ + Δ t, the second temperature is 35 ℃ - Δ t, Δ t is selected according to actual needs, and Δ t of the embodiment is 5 ℃. The temperature of the electric drive is higher than the seventh temperature, the seventh temperature is t2+ a, and a and t2 are selected according to actual needs.
In a fifteenth working condition, when the temperatures of the battery and the electric drives are both high and both can heat the cabin and heat dissipation needs to be performed through the heat dissipation water tank 6, as shown in fig. 17, the first water pump 91, the second water pump 92, the first waterway solenoid valve 71, the fourth waterway solenoid valve 74 and the fifth waterway solenoid valve 75 are turned on, and simultaneously the first reversing inlet 801 and the first reversing outlet 803 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the second reversing outlet 804 are communicated, the circulating fluid in the battery heat exchange member 5 sequentially passes through the second four-way reversing valve 8 and the motor-driven heat exchange assembly 4 and then is divided into two branches, wherein the circulating fluid in one branch sequentially passes through the second water pump 92, the heat dissipation water tank 6, the first waterway solenoid valve 71, the condenser 210, the second four-way reversing valve 8, the fourth waterway solenoid valve 74 and the first heating member 101 and then flows to the waterway evaporator 23, and the circulating fluid in the other branch sequentially passes through the fifth waterway solenoid valve 75 and the cabin heat exchange member 3 and then flows to the waterway evaporator 23 23, then the circulation liquid of two branches is all pumped to the battery heat exchange piece 5 by the first water pump 91, and at this moment, the circulation liquid in the battery heat exchange piece 5 and the motor-driven heat exchange assembly 4 not only heats the cabin but also dissipates heat through the heat dissipation water tank 6, so as to electrically drive the battery to play a role in cooling. At the moment, the heat exchange efficiency of the whole vehicle heat management system of the cascade heat pump is more than 8.
It should be noted that, at this time, the temperature of the electric driver and the battery is high, and the heat generated by the electric driver and the battery not only heats the cabin, but also is dissipated to the external environment through the heat dissipation water tank 6. Generally, the temperature of the battery is higher than the third temperature, which is 35 ℃ + Δ t, Δ t in this embodiment is 5 ℃, and the temperature of the electric driver is higher than the seventh temperature, which is t2+ a, where a and t2 are both selected according to actual needs.
In the sixteenth operating mode, when the temperatures of the battery and the electric drive are high and the cabin needs to be cooled and the temperature of the cabin is low and needs to be heated, as shown in fig. 18, the first water pump 91, the second water pump 92, the third water pump 93, the first waterway solenoid valve 71, the fourth waterway solenoid valve 74, the fifth waterway solenoid valve 75, the second expansion valve 25 and the third refrigeration solenoid valve 29 are turned on, the first reversing inlet 801 and the second reversing outlet 804 of the second four-way reversing valve 8 are communicated, the second reversing inlet 802 and the first reversing outlet 803 are communicated, the second refrigerant flowing out from the outlet of the second compressor 21 sequentially flows through the first four-way reversing valve 24, the third refrigeration solenoid valve 29, the cabin evaporator 22, the second expansion valve 25, the waterway evaporator 23 and the first four-way reversing valve 24 and then returns to the second compressor 21, at this time, the cabin evaporator 22 can release the heat to the circulating liquid of the cabin heat exchanging element 3, thereby heating the cabin, the circulating liquid in the battery heat exchange part 5 can release heat to the water channel evaporator 23, so that the temperature of the circulating liquid in the battery heat exchange part 5 is reduced, and further the battery cooling effect is achieved, at the moment, the circulating liquid in the battery heat exchange part 5 sequentially flows through the second four-way reversing valve 8, the fourth water channel electromagnetic valve 74, the first heating part 101, the water channel evaporator 23 and the first water pump 91 and then returns to the battery heat exchange part 5, at the moment, the circulating liquid in the motor-driven heat exchange component 4 sequentially flows through the second water pump 92, the heat radiation water tank 6, the first water channel electromagnetic valve 71, the condenser 210 and the second four-way reversing valve 8 and then returns to the motor-driven heat exchange component 4, at the moment, the circulating liquid in the motor-driven heat exchange component 4 dissipates heat to the external environment through the heat radiation water tank 6, and further the electrically-driven temperature is reduced. Generally, the temperature of the battery is higher than the third temperature, the third temperature is 35 ℃ + Δ t, Δ t in this embodiment is 5 ℃, and the temperature of the electric charge is not limited.
In the seventeenth operating mode, when the fog in the electric vehicle needs to be removed in winter and the cabin needs to be heated when the temperature is low, as shown in fig. 19, the second heating element 102, the third water pump 93, the second expansion valve 25, the first refrigeration solenoid valve 27 and the second refrigeration solenoid valve 28 are turned on, the second refrigerant flowing out from the outlet of the second compressor 21 sequentially passes through the first four-way reversing valve 24, the first refrigeration solenoid valve 27, the intercooler 14, the second expansion valve 25, the cabin evaporator 22, the second refrigeration solenoid valve 28 and the first four-way reversing valve 24 and then returns to the second compressor 21, at this time, the cabin evaporator 22 can absorb the heat of the circulating liquid of the cabin heat exchange element 3, so that the cabin heat exchange element 3 is cooled, the water fog in the electric vehicle is condensed into water drops in the cabin heat exchange element 3 to play a role of defogging, and at the same time, the second heating element 102 heats the cabin to raise the temperature of the cabin, the effect of heating the cabin is achieved.
It should be noted that, when the system is used in winter, the first heating element 101 is selectively turned on according to the temperature condition of the circulating liquid, if the temperature of the circulating liquid is too low, the first heating element 101 may be turned on to heat the circulating liquid, and when the temperature of the circulating liquid reaches the set temperature, the first heating element 101 may be turned off, specifically, the first heating element 101 may be turned on or the first heating element 101 may be turned off according to the actual condition.
When the whole vehicle heat management system of the cascade heat pump operates in a variable working condition, the mode that the primary refrigeration component and the secondary refrigeration component operate simultaneously, the mode that the secondary refrigeration component heats and the mode that the secondary refrigeration component refrigerates are provided, and the three modes can be switched in actual operation, so that the operation efficiency of the whole vehicle heat management system of the cascade heat pump is ensured.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the utility model. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (9)

1. A vehicle thermal management system of a cascade heat pump is characterized by comprising:
the primary refrigeration assembly comprises a first compressor (11), a first evaporator (12), a first expansion valve (13) and an intercooler (14) which are sequentially communicated, and a first refrigerant is arranged in the primary refrigeration assembly;
the secondary refrigeration assembly comprises a second compressor (21) and two second evaporators, the second compressor (21) can be communicated with the intercooler (14) and at least two of the two second evaporators, a second refrigerant is arranged in the secondary refrigeration assembly, the second refrigerant can exchange heat with the first refrigerant in the intercooler (14), and the two second evaporators are an in-cabin evaporator (22) and a water path evaporator (23) respectively;
an in-cabin heat exchange member (3) for heating or cooling a cabin and having an inlet capable of communicating with a heat exchange outlet of the in-cabin evaporator (22), an outlet of the in-cabin heat exchange member (3) communicating with one of a heat exchange inlet of the water path evaporator (23) and a heat exchange inlet of the in-cabin evaporator (22);
a motor-driven heat exchange assembly (4) for heating or cooling electric drive and having an inlet communicable with the heat exchange outlet of the first evaporator (12), the outlet of the motor-driven heat exchange assembly (4) communicable with at least one of the heat exchange inlet of the first evaporator (12) and the inlet of the cabin heat exchange element (3);
the battery heat exchange piece (5) is used for heating or cooling a battery, the inlet of the battery heat exchange piece is communicated with the heat exchange outlet of the waterway evaporator (23), and the outlet of the battery heat exchange piece (5) can be communicated with one of the inlet of the motor-driven heat exchange assembly (4) and the heat exchange inlet of the waterway evaporator (23);
and the heat radiation water tank (6) is positioned on a pipeline between the outlet of the motor-driven heat exchange assembly (4) and the heat exchange inlet of the first evaporator (12).
2. The vehicle thermal management system of the cascade heat pump according to claim 1, wherein the secondary refrigeration assembly further comprises a first four-way reversing valve (24), a second expansion valve (25), a third expansion valve (26), a first refrigeration solenoid valve (27), and a second refrigeration solenoid valve (28), the two second evaporators are arranged in parallel, when the secondary refrigeration assembly is used for refrigeration, the second expansion valve (25) is located upstream of the two second evaporators, the third expansion valve (26) is located upstream of the water path evaporator (23), the second refrigeration solenoid valve (28) is located downstream of the cabin evaporator (22), and the first refrigeration solenoid valve (27) is located between the first four-way reversing valve (24) and the intercooler (14).
3. The vehicle thermal management system of the cascade heat pump according to claim 2, wherein the secondary refrigeration assembly further comprises a third refrigeration solenoid valve (29), one end of the third refrigeration solenoid valve (29) is connected to the upstream side of the cabin evaporator (22) when the secondary refrigeration assembly heats, the other end of the third refrigeration solenoid valve is communicated with a pipeline between the first refrigeration solenoid valve (27) and the intercooler (14), and the second refrigerant flowing out through the first four-way reversing valve (24) can sequentially flow through the first refrigeration solenoid valve (27), the third refrigeration solenoid valve (29), the cabin evaporator (22), the third expansion valve (26) and the water channel evaporator (23).
4. The vehicle thermal management system of the cascade heat pump according to claim 2, wherein the secondary refrigeration assembly further comprises a condenser (210), the condenser (210) is connected in parallel with the first refrigeration solenoid valve (27), a heat exchange inlet of the condenser (210) is further communicated with an outlet of the radiator tank (6), and a heat exchange outlet of the condenser (210) is communicated with one of an inlet of the motor-driven heat exchange assembly (4) and a heat exchange inlet of the battery heat exchange member (5).
5. The entire vehicle thermal management system of the cascade heat pump according to claim 4, further comprising a first water solenoid valve (71) and a second water solenoid valve (72), wherein the first water solenoid valve (71) is located between an outlet of the radiator tank (6) and a heat exchange inlet of the condenser (210), and the second water solenoid valve (72) is located between an outlet of the radiator tank (6) and a heat exchange inlet of the first evaporator (12).
6. The vehicle thermal management system of the cascade heat pump according to claim 4, further comprising a second four-way reversing valve (8), wherein the second four-way reversing valve (8) comprises a first reversing inlet (801), a second reversing inlet (802), a first reversing outlet (803), and a second reversing outlet (804), the first reversing inlet (801) is communicated with one of the first reversing outlet (803) and the second reversing outlet (804), the second reversing inlet (802) is communicated with the other of the first reversing outlet (803) and the second reversing outlet (804), the first reversing inlet (801) is communicated with the heat exchange outlet of the first evaporator (12) and the heat exchange outlet of the condenser (210), and the second reversing inlet (802) is communicated with the outlet of the battery heat exchanger (5), the first reversing outlet (803) is communicated with a heat exchange inlet of the water path evaporator (23), and the second reversing outlet (804) is communicated with an inlet of the motor-driven heat exchange assembly (4).
7. The entire vehicle thermal management system of the cascade heat pump according to claim 6, further comprising a third water solenoid valve (73), wherein one end of the third water solenoid valve (73) is communicated with a pipeline communicating the outlet of the motor-driven heat exchange assembly (4) and the heat dissipation water tank (6), and the other end of the third water solenoid valve is communicated with a pipeline communicating the heat exchange outlet of the first evaporator (12) and the first reversing inlet (801).
8. The vehicle thermal management system of the cascade heat pump according to claim 6, further comprising a fourth water solenoid valve (74) and a fifth water solenoid valve (75), wherein the fourth water solenoid valve (74) is located between the heat exchange inlet of the water evaporator (23) and the first reversing outlet (803), and the fifth water solenoid valve (75) is located between the outlet of the motor-driven heat exchange assembly (4) and the inlet of the in-cabin heat exchange member (3).
9. The integrated vehicle heat management system of a cascade heat pump according to claim 1, wherein said primary refrigeration assembly further comprises a liquid storage tank (15), said liquid storage tank (15) being located between said intercooler (14) and said first expansion valve (13).
CN202121950852.9U 2021-08-19 2021-08-19 Whole car thermal management system of overlapping formula heat pump Active CN215904276U (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114683803A (en) * 2022-04-01 2022-07-01 江苏大学 Pure electric vehicle thermal management system based on heat pump and control method thereof

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114683803A (en) * 2022-04-01 2022-07-01 江苏大学 Pure electric vehicle thermal management system based on heat pump and control method thereof
CN114683803B (en) * 2022-04-01 2024-05-14 江苏大学 Heat pump-based heat management system for pure electric vehicle and control method thereof

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