CN216139781U

CN216139781U - Electric vehicle and heat pump system thereof

Info

Publication number: CN216139781U
Application number: CN202122005434.9U
Authority: CN
Inventors: 董军启
Original assignee: Beijing CHJ Automotive Information Technology Co Ltd
Current assignee: Beijing CHJ Automotive Information Technology Co Ltd
Priority date: 2021-08-24
Filing date: 2021-08-24
Publication date: 2022-03-29
Anticipated expiration: 2031-08-24

Abstract

The disclosure relates to the technical field of vehicles, in particular to an electric vehicle and a heat pump system thereof. The system comprises a compressor, a first heat exchange device and an intermediate heat exchange circulation passage, wherein a refrigeration passage is connected between an outlet pipeline and an inlet pipeline of the compressor, and an evaporator assembly is arranged on the refrigeration passage; the first heat exchange device is respectively connected with the outlet pipeline and the middle heat exchange circulation passage in a heat exchange mode, and the middle heat exchange circulation passage is communicated with a third outdoor condenser. According to the system, the first heat exchange device is additionally arranged on the outlet pipeline of the compressor, heat is absorbed from a high-temperature and high-pressure refrigerant pumped out by the compressor, and the heat is dissipated outdoors through the middle heat exchange circulation passage and the third outdoor condenser arranged on the middle heat exchange circulation passage, so that the temperature of the refrigerant can be reduced, the refrigerating capacity of the system in summer in high-temperature weather can be improved, and the heat pump system is ensured to have higher energy efficiency. The electric vehicle comprising the heat pump system is more energy-saving and better in comfort.

Description

Electric vehicle and heat pump system thereof

Technical Field

The disclosure relates to the technical field of vehicles, in particular to an electric vehicle and a heat pump system thereof.

Background

When the existing heat pump system of the electric vehicle is used for refrigerating, particularly in a high-temperature environment, the heat dissipation effect of a condenser is poor, the overall temperature of a refrigerant is easy to rise, and therefore the energy efficiency of the heat pump system is reduced.

SUMMERY OF THE UTILITY MODEL

The heat pump system of the electric vehicle aims to solve the technical problem that the heat pump system of the electric vehicle in the prior art is low in energy efficiency.

The heat pump system of the electric vehicle comprises a compressor, a first heat exchange device and an intermediate heat exchange circulation passage, wherein a refrigeration passage is connected between an outlet pipeline and an inlet pipeline of the compressor, and an evaporator assembly is arranged on the refrigeration passage; the first heat exchange device is respectively connected with the outlet pipeline and the intermediate heat exchange circulation passage in a heat exchange mode, and a third outdoor condenser is communicated with the intermediate heat exchange circulation passage.

Optionally, an outlet pipeline of the compressor is communicated with a second indoor radiator and a first outdoor condenser, a short circuit passage connected in parallel with the refrigeration passage is connected between the tail end of the outlet pipeline and an inlet pipeline of the compressor, the refrigeration passage is provided with a first stop valve, and the short circuit passage is provided with a second stop valve.

Optionally, an indoor heat exchange loop and an outdoor heat exchange loop are connected in parallel in the intermediate heat exchange circulation path, and the intermediate heat exchange circulation path is selectively connected to the indoor heat exchange loop or the outdoor heat exchange loop; the third outdoor condenser is communicated with the outdoor heat exchange loop, and a first indoor radiator is communicated with the indoor heat exchange loop.

Optionally, the system further comprises a battery system heat exchange circulation passage; the evaporator assembly comprises a battery system heat dissipation evaporator, and the battery system heat dissipation evaporator is in heat exchange connection with the battery system heat exchange circulation passage.

Optionally, an auxiliary refrigeration passage is communicated between the outlet pipeline and the evaporator assembly, and a third stop valve is arranged on the auxiliary refrigeration passage.

Optionally, the heat exchange circulation passage of the battery system is communicated with the indoor heat exchange loop through a first four-way valve.

Optionally, the system further comprises a heat exchange circulation passage of the electric drive system, and the heat exchange circulation passage of the electric drive system is communicated with the heat exchange circulation passage of the battery system through a second four-way valve.

Optionally, a first electric drive system heat exchange loop and a second electric drive system heat exchange loop which are connected in parallel with each other are arranged in the electric drive system heat exchange circulation path, the electric drive system heat exchange circulation path is selectively connected with the first electric drive system heat exchange loop and/or the second electric drive system heat exchange loop, and a second outdoor condenser is arranged on the first electric drive system heat exchange loop.

Optionally, the first heat exchange loop of the electric drive system is in heat exchange connection with the outdoor heat exchange loop through a second heat exchange device.

According to the heat pump system of the electric vehicle, the first heat exchange device is additionally arranged on the outlet pipeline of the compressor, heat is absorbed from a high-temperature and high-pressure refrigerant pumped out by the compressor, and is dissipated outdoors through the intermediate heat exchange circulation passage and the third outdoor condenser arranged on the intermediate heat exchange circulation passage, so that the temperature of the refrigerant can be reduced, the refrigerating capacity of the system in summer in high-temperature weather can be improved, and the heat pump system is guaranteed to have higher energy efficiency.

The present disclosure also provides an electric vehicle including the heat pump system of the electric vehicle as described above. Because the heat pump system disclosed by the utility model has higher refrigerating capacity and energy efficiency, the electric vehicle can save more energy and has better comfort.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present disclosure, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

Fig. 1 is a schematic view of a heat pump system of an electric vehicle according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a cooling mode of a heat pump system of an electric vehicle according to an embodiment of the present invention;

FIG. 3 is a schematic view of a cooling mode of an electric vehicle with the heat pump system of the present invention omitting the second return path;

FIG. 4 is a schematic diagram of a standard heating mode of a heat pump system of an electric vehicle in accordance with an embodiment of the present invention;

FIG. 5 is a schematic diagram of a fast charge mode of a heat pump system of an electric vehicle according to an embodiment of the present invention;

fig. 6 is a schematic diagram illustrating a state that a battery needs to be cooled in a heating and dehumidifying mode of a heat pump system of an electric vehicle according to an embodiment of the present invention;

fig. 7 is a schematic diagram illustrating a state in which a battery does not need to be cooled in a heating and dehumidifying mode of a heat pump system of an electric vehicle according to an embodiment of the present invention;

FIG. 8 is a schematic illustration of a defrost mode of a heat pump system of an electric vehicle in accordance with an embodiment of the present invention;

fig. 9 is a schematic diagram of a heating mode of a heat pump system of an electric vehicle according to an embodiment of the present invention.

In the figure, the solid line indicates that the line is closed, and the broken line indicates that the line is not closed.

Reference numerals:

1. a compressor; 2. a first heat exchange means; 3. an intermediate heat exchange circulation path; 4. an outlet line; 5. a first outdoor condenser; 6. an inlet line; 7. a refrigeration passage; 8. a first shut-off valve; 9. an evaporator assembly; 10. a battery system heat exchange circulation path; 11. a first water pump; 12. a third water pump; 13. a second water pump; 14. a battery management system; 15. a first four-way valve; 16. a heat exchange circulation path of the electric drive system; 17. a second four-way valve; 18. an electric drive system; 19. a first electric drive system heat exchange loop; 20. a second electric drive system heat exchange loop; 21. a second outdoor condenser; 22. an auxiliary refrigeration path; 23. a third stop valve; 24. an indoor heat exchange loop; 25. an outdoor heat exchange loop; 26. a first indoor radiator; 27. a third outdoor condenser; 28. an electric heater; 29. an intermediate heat exchanger; 30. a first return path; 31. a fourth stop valve; 32. a second return path; 33. a fifth stop valve; 34. a first indoor evaporator; 35. a second indoor evaporator; 36. a gas-liquid separator; 37. a battery system heat dissipation evaporator; 38. a second indoor radiator; 39. a second heat exchange means; 40. a damper door; 41. a second stop valve; 42. and (4) short-circuiting the path.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, aspects of the present disclosure will be further described below. It should be noted that the embodiments and features of the embodiments of the present disclosure may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced in other ways than those described herein; it is to be understood that the embodiments disclosed in the specification are only a few embodiments of the present disclosure, and not all embodiments.

As shown in fig. 1, in the heat pump system of an electric vehicle provided in the embodiments of the present disclosure, CO is used₂As the refrigerant working medium, other refrigerant working media can be selected and used in other embodiments. The heat pump system comprises a compressor 1, a first heat exchange device 2 and an intermediate heat exchange circulation path 3.

Compressor for mixing CO₂The refrigerant is compressed into a high-temperature and high-pressure state and is discharged from an outlet pipeline 4. (ii) a A refrigerating passage 7 is connected between the tail end of the outlet pipeline 4 and the inlet pipeline 6 of the compressor 1, an evaporator assembly 9 is arranged on the refrigerating passage 7, the evaporator assembly 9 comprises a plurality of groups of throttling devices and radiators which are connected in parallel, and a refrigerant passes throughAfter passing through the respective throttling device, the pressure is reduced and heat is absorbed in the subsequent heat exchanger to form a refrigeration effect.

The first heat exchange device 2 is respectively connected with the outlet pipeline 4 and the intermediate heat exchange circulation passage 3 in a heat exchange manner, so that heat of the high-temperature refrigerant in the outlet pipeline 4 is transferred to the intermediate heat exchange circulation passage 3 through the first heat exchange device 2. The first heat exchange device 2 of this embodiment is a water-cooling heat exchanger, and the intermediate heat exchange circulation path 3 is a water circulation path, and is provided with a first water pump 11 thereon. The intermediate heat exchange circulation passage 3 is communicated with a third outdoor condenser 27 for dissipating heat of water in the intermediate heat exchange circulation passage 3, thereby forming a cooling effect on the refrigerant.

As can be seen from the above, in the heat pump system of this embodiment, the first heat exchange device 2 is additionally disposed on the outlet pipeline 4 of the compressor 1, so as to absorb heat from the high-temperature and high-pressure refrigerant pumped out by the compressor 1, and dissipate the heat to the outside through the intermediate heat exchange circulation path 3 and the third outdoor condenser 27 disposed thereon, thereby reducing the temperature of the refrigerant, further improving the refrigeration capacity of the system in summer in high-temperature weather, and ensuring that the heat pump system has high energy efficiency.

The outlet pipeline 4 is communicated with a second indoor radiator 38 and a first outdoor condenser 5, the first outdoor condenser 5 is a heat exchanger, is arranged outside the cockpit, can be specifically arranged at the position of the vehicle head, and can radiate heat by a fan; the first shutoff valve 8 is used to control the opening and closing of the refrigeration passage 7, and a short circuit passage 42 connected in parallel with the refrigeration passage 7 is connected between the end of the outlet line 4 and the inlet line 6 of the compressor 1. The short circuit passage 42 is provided with a second stop valve 41, and the second stop valve 41 is used for controlling the connection and disconnection of the short circuit passage 42, so as to control whether the refrigerant flows through the refrigeration passage 7 or the short circuit passage 42. Thus, the first shutoff valve 8 and the second shutoff valve 41 selectively open the cooling passage 7 or the short-circuit passage 42, thereby switching between the cooling condition and the heating condition. Specifically, the refrigeration passage 7 is selectively connected through the connection of the first stop valve 8 and the blocking of the second stop valve 41, and the electric vehicle is refrigerated through the evaporator assembly 9. The first stop valve 8 is blocked and the second stop valve 41 is conducted, so that the short-circuit passage 42 is selectively communicated, and the refrigerant directly returns to the compressor 1 through the short-circuit passage.

Therefore, the system can realize the switching between the refrigeration mode and the heating mode without arranging a stop valve for switching the refrigeration mode and the heating mode between the evaporator assembly 9 and the air suction port of the compressor 1, avoids the phenomenon that the refrigerant flowing back to the compressor 1 in the refrigeration mode generates large pressure drop due to the existence of the stop valve, and improves the energy efficiency of the system to a certain extent.

In some embodiments, the intermediate heat exchange circulation path 3 is connected in parallel with the indoor heat exchange loop 24 and the outdoor heat exchange loop 25, and the intermediate heat exchange circulation path 3 is selectively connected with the indoor heat exchange loop 24 and/or the outdoor heat exchange loop 25; the first indoor radiator 26 is connected to the indoor heat exchange circuit 24, and the third outdoor condenser 27 is connected to the outdoor heat exchange circuit 25. In the cooling mode, as shown in fig. 1, the indoor heat exchange loop 24 does not need to be connected, and the intermediate heat exchange circulation path 3 is independently connected with the outdoor heat exchange loop 25 thereof, so as to further reduce the temperature of the refrigerant, achieve better cooling effect, and realize better cooling effect under the high-temperature environment in summer; in the heating mode, as shown in fig. 2, the intermediate heat exchange circulation path 3 can be independently connected to the indoor heat exchange loop 24 thereof to achieve auxiliary heating through the first heat exchange device 2, and the indoor heat exchange loop 24 can be further provided with an electric heater 28 to enhance the heating effect when necessary; in the heating mode, when the battery system 14 has a strong cooling demand, as shown in fig. 9, the intermediate heat exchange circulation path 3 is simultaneously connected to the indoor heat exchange loop 24 and the outdoor heat exchange loop 25, so that a part of the heat exchange working medium of the intermediate heat exchange circulation path 3 circulates in the indoor heat exchange loop 24, and the auxiliary heating of the cockpit is realized through the first indoor radiator 26; meanwhile, the other part of the heat exchange working medium of the intermediate heat exchange circulation path 3 circulates in the outdoor heat exchange loop 25, and the heat is dissipated to the outside through the third outdoor condenser 27, so that the further temperature of the refrigerant in the outlet pipeline 4 is reduced, that is, the initial temperature of the refrigerant is reduced, the refrigerating capacity of the battery system 14 by the battery system heat dissipation evaporator 37 can be improved, and the battery system 14 with stronger refrigerating requirement is fully cooled.

In some embodiments, the present heat pump system further comprises a battery system heat exchange circulation path 10; the evaporator assembly 9 comprises a battery system heat dissipation evaporator 37, the battery system heat dissipation evaporator 37 is in heat exchange connection with the battery system heat exchange circulation passage 10, and the battery system heat exchange circulation passage 10 can be a water circulation passage, and a second water pump 13 is arranged on the battery system heat exchange circulation passage. Thereby, the cold energy is conducted to the battery system 14 through the battery system heat exchange circulation passage 10, and the cooling of the battery system 14 is realized.

In a further embodiment, as shown in fig. 4, the battery system heat exchange circulation path 10 is in communication with the indoor heat exchange loop 24 through the first four-way valve 15. Therefore, the battery system heat exchange circulation path 10 and the intermediate heat exchange circulation path 3 can be operated in a respective independent circulation mode, that is, only the battery system heat dissipation evaporator 37 is conducted, and the other evaporators for cooling the cabin are not conducted, so that the battery system 14 is cooled in the heating mode, that is, in the standard heating mode. At the same time, the intermediate heat exchange circulation path 3 heats the inside of the room by the first indoor radiator 26.

In addition, as shown in fig. 5, the battery system heat exchange circulation path 10 can be operated in a cross-circulation manner with the intermediate heat exchange circulation path 3 through the first four-way valve 15, that is, when the circulation working medium in the intermediate heat exchange circulation path 3 passes through the first four-way valve 15, the circulation working medium is guided into the battery system heat exchange circulation path 10, and after passing through the battery system heat exchange circulation path 10, the circulation working medium is guided back to the intermediate heat exchange circulation path 3 through the first four-way valve 15, so that the battery can be heated, the temperature of the battery is raised to a temperature suitable for quick charging, and a quick charging mode is realized.

In a further embodiment, the heat pump system further comprises an electric drive system heat exchange circulation path 16, which is communicated with the third water pump 12, and the electric drive system heat exchange circulation path 16 is communicated with the battery system heat exchange circulation path 10 through a second four-way valve 17. Thus, the electric drive system heat exchange circulation path 16 may be operated in a cross-cycle with the battery system heat exchange circulation path 10 such that the electric drive system 18 may be cooled while the battery system 14 is cooled. In addition, in the heating condition, the overall temperature of the refrigerant is increased due to the cooling of the battery system 14 and the electric drive system 18, so that the heating capacity of the first heat exchanger can be improved, and the waste heat recovery of the battery system 14 and the electric drive system 18 is realized.

In a further embodiment, a first electric drive system heat exchange loop 19 and a second electric drive system heat exchange loop 20 are arranged in parallel in the electric drive system heat exchange circulation path 16, the electric drive system heat exchange circulation path 16 is selectively communicated with the first electric drive system heat exchange loop 19 and/or the second electric drive system heat exchange loop 20, and a second outdoor condenser 21 is arranged on the first electric drive system heat exchange loop 19. When the heat exchange circulation path 16 of the electric drive system is selected to connect the first heat exchange loop 19 of the electric drive system, part of the heat of the electric drive system 18 can be dissipated by the second outdoor condenser 21; when the waste heat of the battery system 14 and the electric drive system 18 needs to be recovered, the heat exchange circulation path 16 of the electric drive system is selectively communicated with the heat exchange loop 20 of the second electric drive system, and the heat exchange circulation path 16 of the electric drive system and the heat exchange circulation path 10 of the battery system run in a cross circulation mode through the second four-way valve 17; when the second outdoor condenser 21 is frosted, as shown in fig. 8, the electric drive system heat exchange circulation path 16 is simultaneously connected with the first electric drive system heat exchange loop 19 and the second electric drive system heat exchange loop 20, so as to realize the coupling of the defrosting mode and the waste heat recovery mode.

In a further embodiment, as shown in fig. 2, the first electric drive system heat exchange loop 19 is in heat exchange connection with the intermediate heat exchange circulation path 3 via a second heat exchange means 39. Because the high load working condition of the large current operation of the motor and the refrigeration high load working condition of the compressor 1 can not occur simultaneously, the heat exchange relation between the middle heat exchange circulation passage 3 and the second electric drive system heat exchange loop 20 is established through the second heat exchange device 39, the heat dissipation effects of the first outdoor condenser 5 and the second outdoor condenser 21 can be fully exerted, and the purpose of better cooling the system is achieved. Wherein the second heat exchange device 39 is preferably a water-water heat exchanger, the water system is relatively simple and low in cost.

In some embodiments, as shown in fig. 4, an auxiliary cooling passage 22 is communicated between the evaporator assembly 9 and a part of the outlet pipeline 4 between the second indoor radiator 38 and the first outdoor condenser 5, that is, the auxiliary cooling passage 22 is connected in parallel with the branch of the first outdoor condenser 5, and a third stop valve 23 is arranged on the auxiliary cooling passage 22. In the heating mode, since only the battery system 14 needs to be cooled, a high cooling capacity is not required, particularly in the case where waste heat of both the battery system 14 and the electric drive system 18 needs to be recovered. At this time, the refrigeration passage 7 may be closed by the first shutoff valve 8, and the auxiliary refrigeration passage 22 may be opened by the third shutoff valve 23 instead, and at this time, a part of the refrigerant in the outlet line 4 flows into the evaporator assembly 9 through the auxiliary refrigeration passage 22 to participate in refrigeration. Because only a part of the refrigerant participates in refrigeration, the refrigerant of the whole system can not generate larger temperature drop, and the refrigerant of the system is kept at a higher level, thereby ensuring the heating effect.

In some embodiments, an intermediate heat exchanger 29 is connected between the outlet pipeline 4 and the inlet pipeline 6, and through the intermediate heat exchanger 29, a pre-cooling effect is formed on a high-temperature refrigerant in the outlet pipeline 4, which is about to flow to the evaporator assembly 9, by using a low-temperature refrigerant flowing through the evaporator assembly 9 and returning to the compressor 1 in the inlet pipeline 6, so as to improve the refrigerating capacity.

In some embodiments, as shown in fig. 5, the short circuit path 42 includes a first return path 30 communicating between a portion of the outlet line 4 and the inlet line 6 on the high pressure side of the intermediate heat exchanger 29, and the second cut-off valve 41 for controlling the opening and closing of the short circuit path 42 includes a fourth cut-off valve 31 disposed on the first return path 30. The short circuit passage 42 further comprises a second return passage 32 communicated between the part of the outlet pipeline 4 on the low pressure side of the intermediate heat exchanger 29 and the inlet pipeline 6, and the second stop valve 41 for controlling the on-off of the short circuit passage 42 further comprises a fifth stop valve 33 arranged on the second return passage 32.

In the above embodiment, any one of the first return passage 30 and the second return passage 32 can directly return the refrigerant in the outlet pipe 4 to the compressor 1, that is, the first return passage 30 and the second return passage 32 can be selectively opened or set independently, or set simultaneously and connected simultaneously. In the embodiment where the first return passage 30 or the second return passage 32 is separately provided, the leakage risk and cost of the system can be reduced to some extent by eliminating a return compressor line and a valve body thereon.

In the embodiment in which the first return passage 30 and the second return passage 32 are provided and connected at the same time, a part of the refrigerant in the portion of the outlet line 4 located on the high-pressure side of the intermediate heat exchanger 29 directly flows from the first return passage 30 into the inlet line 6, and the other portion of the refrigerant flows through the intermediate heat exchanger 29 and then flows into the inlet line 6 through the second return passage 32. Since the refrigerant is returned to the compressor 1 through the first return passage 30 and the second return passage 32 connected in parallel, the pressure of the refrigerant in each of the circuits is lower than that in the compressor 1 through the single circuit, and further, since the pressure in the single circuit is low, the refrigerant does not have a large pressure drop when flowing through the intermediate heat exchanger 29, so that the refrigerant maintains a high heating capacity. Meanwhile, the refrigerant is simultaneously refluxed through the first and

second reflux paths

30 and 32, and the fluid resistance is lower, so that the pressure and density of the refrigerant in the inlet pipeline 6 can be improved, the flow rate of the refrigerant is increased, and the heating capacity and energy efficiency of the system can be improved.

In some embodiments, the evaporator assembly 9 includes an indoor fan and at least one indoor evaporator disposed in a blowing direction of the indoor fan, and the present embodiment includes a first indoor evaporator 34 disposed in a front row of the room and a second indoor evaporator 35 disposed in a rear row, in the blowing direction of the indoor fan, the first indoor radiator 26 and the second indoor radiator 38 are disposed downstream of the indoor evaporator, and an openable damper 40 is disposed between the indoor evaporator and the second indoor radiator 38 and the first indoor radiator 26. This allows the first and second

indoor radiators

26 and 38 to share one indoor fan with the indoor evaporator, without the need to separately match fans for cooling and heating.

In some embodiments, a gas-liquid separator 36 is disposed on the inlet line 6 to filter liquid possibly generated in the refrigerant.

In addition, the heat pump system of the electric vehicle can realize at least the following modes:

refrigeration mode

In this mode, as shown in fig. 2, the outlet line 4 is selectively connected to the cooling path 7, the battery system heat dissipation evaporator 37 in the evaporator unit 9 is operated, and the battery system heat exchange circulation path 10 is connected to cool the battery. The first indoor evaporator 34 and the second indoor evaporator 35 located at the front row of the indoor are selectively operated according to actual demands. At this time, the intermediate heat exchange circulation path 3 is selectively connected to the outdoor heat exchange circuit 25 to reduce the temperature of the system refrigerant by exchanging heat with the inlet line 6, thereby improving energy efficiency. In addition, the electric drive system heat exchange circulation path 16 selectively connects the first electric drive system heat exchange circuit 19, and the heat of the electric drive system 18 is dissipated through the second outdoor condenser 21.

Standard heating mode

As shown in fig. 4, on one hand, the refrigerant pumped out by the compressor 1 passes through the second indoor radiator 38 to heat the indoor space; on the other hand, the first indoor radiator 26 radiates heat taken in from the outlet pipe 4 by the intermediate heat exchange circulation path 3, thereby providing a superimposed heating effect. If the heating temperature is still insufficient, the electric heater 28 may be turned on to raise the temperature of the first indoor radiator 26. Since the battery system 14 is cooled alone, and an excessive amount of refrigerant is not required, in this mode, the outlet line 4 selectively connects the first return path 30 and the auxiliary cooling path 22, and a part of the refrigerant directly returns from the first return path 30 to the compressor, and the other part of the refrigerant is led from the auxiliary cooling path 22 to the battery system heat dissipation evaporator 37, so that the battery system 14 is cooled while heating is performed. Meanwhile, the heat emitted by the battery system 14 is absorbed by the system coolant, so that the base temperature of the coolant is increased, which is beneficial to heating. In addition, the electric drive system heat exchange circulation path 16 is selectively connected with the second electric drive system heat exchange loop 20, and can be crossed with the battery system heat exchange circulation path 10 through the second four-way valve 17 for circulation, so that the waste heat recovery of the battery system 14 and the electric drive system 18 is realized.

Fast charge mode

In this mode, the battery system 14 needs to be heated to a certain temperature for fast charging, the outlet pipeline 4 is selectively connected to the first circulation path 30, the intermediate heat exchange circulation path 3 is selectively connected to the indoor heat exchange loop 24, and the battery system heat exchange circulation path 10 is in cross circulation with the battery system heat exchange circulation path 10 through the first four-way valve 15, so that the battery system 14 is heated to meet the fast charging condition. At this time, the first indoor radiator 26 is turned on, and the damper door 40 is selectively opened or closed according to the indoor heating requirement.

Heating and dehumidifying mode

As shown in fig. 6, in this mode, the outlet pipe 4 is selectively connected to the cooling passage 7, and the first indoor evaporator 34 in the evaporator unit 9 located at the front row of the cabin is operated; meanwhile, the intermediate heat exchange circulation path 3 is selectively connected to the indoor heat exchange circuit 24, and heats the heat by the first indoor radiator 26. At this time, the damper door 40 is opened, and when the circulating air flow in the cabin passes through the first indoor evaporator 34, the moisture in the circulating air flow is pre-cooled and condensed into water drops, so that the humidity of the air in the air flow is reduced, and the air flow passes through the first indoor radiator 26 and then is heated, and circulates back to the cabin for heating.

Wherein, if the battery system 14 needs to be cooled, the battery system heat dissipation evaporator 37 is turned on, as shown in fig. 6; if the battery system 14 does not require cooling, the battery system heat rejection evaporator 37 is turned off.

Heating-waste heat recovery mode

As shown in fig. 2, in this mode, the outlet line 4 selectively connects the first return path 30 and the auxiliary cooling path 22 at the same time, and part of the refrigerant is diverted to the battery system heat dissipation evaporator 37 to participate in cooling the battery system 14; the intermediate heat exchange circulation path 3 selectively connects the indoor heat exchange circuit 24 to heat the indoor space by the first indoor radiator 26. At this time, the heat exchange circulation path 16 of the electric drive system is selectively connected with the second heat exchange loop 20 of the electric drive system, and is in cross circulation with the heat exchange circulation path 10 of the battery system through the second four-way valve 17, so that the heat of the battery system 14 and the heat of the electric drive system 18 are transferred to the refrigerant, the heating effect is enhanced, and the waste heat recovery of the battery system 14 and the heat of the electric drive system 18 is realized.

Defrosting mode

As shown in fig. 8, in this mode, the second outdoor condenser 21 is frosted, the outlet pipe 4 is selectively connected to the cooling passage 7, and the battery system heat dissipation evaporator 37 in the evaporator unit 9 is turned on, so as to cool the battery system 14 normally. The intermediate heat exchange circulation path 3 selectively connects the indoor heat exchange circuit 24, and heats the indoor space by the first indoor radiator 26. At this time, the battery system heat exchange circulation path 10 is operated in a cross circulation with the electric drive system heat exchange circulation path 16 through the second four-way valve 17, and the electric drive system heat exchange circulation path 16 is simultaneously connected with the first electric drive system heat exchange circuit 19 and the second electric drive system heat exchange circuit 20, so that the second outdoor condenser 21 can be defrosted by preferentially using heat generated by the battery system 14 and the electric drive system 18. When the heat generated by the battery system 14 and the electric drive system 18 is insufficient, the indoor heat exchange loop 24 and the battery system heat exchange circulation path 10 are selected to perform cross circulation operation through the first four-way valve 15, so that the heat generation of the refrigerant also participates in defrosting, further, the first heating device 28 can be selected to be turned on to enhance the heating defrosting effect, and therefore the coupling between the defrosting mode and the waste heat recovery mode is achieved.

Therefore, the heat pump system of the electric vehicle provided by the embodiment can be optimally combined in various modes, so that the optimal energy efficiency and comprehensive waste heat utilization of the system are realized.

The electric vehicle comprises the heat pump system of the electric vehicle, and the heat pump system has higher refrigerating and heating capacity and energy efficiency, so that the electric vehicle can save more energy and has better comfort.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present disclosure, which enable those skilled in the art to understand or practice the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A heat pump system of an electric vehicle is characterized by comprising a compressor, a first heat exchange device and an intermediate heat exchange circulation passage, wherein a refrigeration passage is connected between an outlet pipeline and an inlet pipeline of the compressor, and an evaporator assembly is arranged on the refrigeration passage; the first heat exchange device is respectively connected with the outlet pipeline and the intermediate heat exchange circulation passage in a heat exchange mode, and a third outdoor condenser is communicated with the intermediate heat exchange circulation passage.

2. The heat pump system of an electric vehicle according to claim 1, wherein a second indoor radiator and a first outdoor condenser are connected to the outlet pipe, a short circuit path connected in parallel to the refrigerating path is connected between a terminal of the outlet pipe and an inlet pipe of the compressor, a first stop valve is provided on the refrigerating path, and a second stop valve is provided on the short circuit path.

3. The heat pump system of an electric vehicle as claimed in claim 2, wherein an indoor heat exchange loop and an outdoor heat exchange loop are connected in parallel in the intermediate heat exchange circulation path, and the intermediate heat exchange circulation path is selectively connected to the indoor heat exchange loop or the outdoor heat exchange loop; the third outdoor condenser is communicated with the outdoor heat exchange loop, and a first indoor radiator is communicated with the indoor heat exchange loop.

4. The heat pump system for electric vehicles according to claim 3, further comprising a battery system heat exchange circulation path; the evaporator assembly comprises a battery system heat dissipation evaporator, and the battery system heat dissipation evaporator is in heat exchange connection with the battery system heat exchange circulation passage.

5. The heat pump system of an electric vehicle according to claim 4, wherein an auxiliary cooling passage is communicated between a portion of the outlet pipe between the second indoor radiator and the first outdoor condenser and the evaporator assembly, and a third shut-off valve is provided on the auxiliary cooling passage.

6. The heat pump system of an electric vehicle according to claim 4, wherein the battery system heat exchange circulation passage is communicated with the indoor heat exchange circuit through a first four-way valve.

7. The heat pump system of an electric vehicle according to claim 6, further comprising an electric drive system heat exchange circulation path in communication with the battery system heat exchange circulation path through a second four-way valve.

8. The heat pump system of an electric vehicle according to claim 7, wherein a first electric drive system heat exchange loop and a second electric drive system heat exchange loop are arranged in the electric drive system heat exchange circulation path and are connected in parallel with each other, the electric drive system heat exchange circulation path is selectively connected with the first electric drive system heat exchange loop and/or the second electric drive system heat exchange loop, and a second outdoor condenser is arranged on the first electric drive system heat exchange loop.

9. The heat pump system of an electric vehicle of claim 8, wherein the first electric drive system heat exchange loop is in heat exchange connection with an outdoor heat exchange loop through a second heat exchange device.

10. An electric vehicle characterized by comprising the heat pump system of the electric vehicle of any one of claims 1 to 9.