CN217532465U - Hydrogen energy automobile frostless heat pump system without PTC heater - Google Patents

Abstract

The utility model provides a hydrogen energy automobile non-frosting heat pump system without a PTC heater, which comprises a battery pack heat management circulating system, a battery pack, an evaporator, a condenser and the like, wherein the battery pack, the evaporator, the condenser and the like are sequentially connected end to form a battery pack heat management circulating loop; the passenger compartment heat management circulating system comprises a heating circulating loop, a compressor of a refrigerating circulating loop, an outdoor heat exchanger, an indoor heat exchanger, an electronic expansion valve and the like, wherein the electronic expansion valve is arranged between the outdoor heat exchanger and the indoor heat exchanger in the refrigerating circulating loop, and the heating electronic expansion valve is arranged between the indoor heat exchanger and the compressor in the heating circulating loop. The utility model discloses a main heat source of heat pump under the high-speed operation heat of compressor as the low temperature operating mode of circulating medium, under the circumstances such as not increasing PTC, solved the heat pump problem of frosting to the thermal management system in battery package and passenger cabin has been integrated, makes the more energy-efficient economy of heat pump system.

Description

Hydrogen energy automobile non-frosting heat pump system without PTC heater

Technical Field

The utility model relates to an automotive air conditioning technology field particularly, relates to a hydrogen energy car of no PTC heater heat pump system that does not frost.

Background

When the existing air source heat pump system is used for heating in winter, the problems that the surface of an outdoor heat exchanger is frosted and needs to be defrosted generally exist, in the defrosting process, the comfort in a vehicle is easy to fluctuate, and at the moment, a refrigerant is often required to flow reversely or bypass, or PTC is added for auxiliary heating.

In addition, in the process of heating under the low-temperature working condition, the compressor is limited by the reason that the suction superheat degree is low, the compressor cannot run at full speed and provide more heat for the system, so that heating is insufficient in the low-temperature environment, heat cannot be absorbed from air, heat cannot be generated by the compressor, and the compressor needs to be heated completely by means of PTC.

The heat pump air-conditioning system of the passenger compartment of the pure electric vehicle on the market is generally integrated with a battery heat management system at the same time, the battery heat management system also needs to be responsible for heating or cooling of a battery loop, when the type of the compressor is selected, the modes of a battery pack and the passenger compartment need to be considered at the same time, and when the compressor runs at full speed, the heat productivity for development and utilization can actually reach 5-6kW and is not inferior to the heat productivity of a high-voltage PTC.

SUMMERY OF THE UTILITY MODEL

Not enough to the aforesaid that prior art exists, the utility model aims to provide a hydrogen energy car of no PTC heater does not frost heat pump system to solve the heat pump in traditional air source and can't absorb the heat and frosting easily technical problem in the ambient air from the low temperature operating mode.

In order to solve the above problems, the utility model provides a hydrogen energy automobile of no PTC heater does not frost heat pump system, include:

the battery pack heat management circulating system comprises a battery pack, a first inlet of an evaporator, a first outlet of the evaporator, a first inlet of a condenser and a first outlet of the condenser, wherein the battery pack, the first inlet of the evaporator, the first outlet of the condenser and the first outlet of the condenser are sequentially connected end to end in a fluid manner to form a battery pack heat management circulating loop; the battery pack heat management circulation loop is provided with a water pump;

the passenger compartment heat management circulating system comprises a compressor, an outdoor heat exchanger, an indoor heat exchanger, a refrigeration electronic expansion valve, a heating electronic expansion valve, an evaporator and a condenser, wherein the compressor, the outdoor heat exchanger, the indoor heat exchanger, the refrigeration electronic expansion valve, the heating electronic expansion valve, the evaporator and the condenser form a heating circulating loop and a refrigeration circulating loop; the heating electronic expansion valve is arranged between the indoor heat exchanger and the outdoor heat exchanger in the heating circulation loop;

the electronic expansion valve of the evaporator is arranged between the second outlet of the condenser and the second inlet of the evaporator;

an outlet of the compressor is selectively fluidly connected to an inlet of the outdoor heat exchanger, an inlet of the indoor heat exchanger, and a second inlet of the condenser;

an inlet of the compressor is selectively fluidly connected to the second outlet of the evaporator, the outlet of the outdoor heat exchanger, and the outlet of the indoor heat exchanger;

an outlet of the indoor heat exchanger is selectively fluidly connected to an inlet of the outdoor heat exchanger, a second inlet of the condenser, and a second inlet of the evaporator;

an inlet of the indoor heat exchanger is selectively in fluid connection with an outlet of the outdoor heat exchanger, a second outlet of the condenser;

an inlet of the outdoor heat exchanger is fluidly connected with a second outlet of the condenser;

an outlet of the outdoor heat exchanger is fluidly connected to a second inlet of the evaporator.

Optionally, the refrigeration cycle loop comprises the compressor, a first refrigeration solenoid valve, the outdoor heat exchanger, the refrigeration electronic expansion valve, the indoor heat exchanger, a second refrigeration solenoid valve and a gas-liquid separator which are connected end to end in sequence; and/or the presence of a gas in the gas,

the heating circulation loop comprises the compressor, a first heating electromagnetic valve, the indoor heat exchanger, the heating electronic expansion valve, the outdoor heat exchanger, a second heating electromagnetic valve and the gas-liquid separator which are sequentially connected end to end; and/or the presence of a gas in the gas,

the outer surface of the compressor is fully coated with an insulating layer.

Optionally, a condenser solenoid valve is arranged between the compressor and the second inlet of the condenser; the evaporator and the condenser are connected in series to form a first parallel branch, and the first parallel branch is connected with the gas-liquid separator and the compressor in series.

Optionally, the method further comprises: the first evaporation electromagnetic valve, the evaporator electromagnetic valve, the condenser, the evaporator electronic expansion valve and the evaporator are sequentially and fluidly connected to form a second parallel branch, the second parallel branch is positioned behind the indoor heat exchanger in the heating circulation loop and is serially connected with a pipeline between the gas-liquid separators, and an outlet of the gas-liquid separator is fluidly connected with an inlet of the compressor.

Optionally, the refrigeration cycle system further comprises a third parallel branch formed by sequentially and fluidly connecting a second evaporation solenoid valve, a battery pack solenoid valve, the electronic expansion valve of the evaporator and the evaporator, wherein the third parallel branch is arranged in series with a pipeline located in the refrigeration cycle loop and located between the outdoor heat exchanger and the gas-liquid separator, and an outlet of the gas-liquid separator is fluidly connected with an inlet of the compressor; and/or the presence of a gas in the atmosphere,

the first three-way valve replaces the first refrigerating electromagnetic valve and the first heating electromagnetic valve; and/or the presence of a gas in the atmosphere,

the second three-way valve replaces the second heating electromagnetic valve; and/or the presence of a gas in the atmosphere,

the first three-way valve replaces the first evaporation solenoid valve; and/or the presence of a gas in the atmosphere,

the bypass pipeline and the input end of the battery pack are respectively provided with an electromagnetic valve or the input end of the battery pack is provided with a fourth three-way valve, and a third outlet of the fourth three-way valve is in fluid connection with the bypass pipeline.

Optionally, when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack temperature equalizing mode, part of the high-temperature and high-pressure working medium discharged by the compressor flows through the indoor heat exchanger to be cooled to form a secondary high-temperature and high-pressure working medium and realize the temperature rise of the passenger compartment; the rest part of the high-temperature and high-pressure working medium from the compressor flows through the condenser to be cooled to form a secondary high-temperature and high-pressure working medium; one part of the mixed working medium of the two parts of secondary high-temperature and high-pressure working media flows to the heating electronic expansion valve, is throttled and depressurized to form a low-temperature and low-pressure working medium, then flows to the outdoor heat exchanger to cool the ambient air to a temperature not lower than the dew point temperature of the working medium, is heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor, and the rest part of the mixed working medium of the two parts of secondary high-temperature and high-pressure working media flows to the evaporator electronic expansion valve, is throttled and depressurized, then flows to the evaporator to be heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor; and controlling working media of the heat management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump.

Optionally, when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack heating mode, a part of high-temperature and high-pressure working medium discharged from the compressor flows through the indoor heat exchanger to be cooled to form a secondary high-temperature and high-pressure working medium, and the passenger compartment is heated and then flows to the heating electronic expansion valve to be throttled and depressurized to form a low-temperature and low-pressure working medium, and then flows to the outdoor heat exchanger, so that ambient air is cooled to a temperature not lower than a dew point temperature of the ambient air, and is heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor; the rest part of the high-temperature and high-pressure working medium from the compressor flows through the condenser to be cooled to form a secondary high-temperature and high-pressure working medium, flows to the electronic expansion valve of the evaporator, is throttled and reduced in pressure, flows to the evaporator to be heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor; controlling working media of a thermal management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump; and/or the presence of a gas in the atmosphere,

when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack cooling mode, a high-temperature high-pressure working medium discharged by the compressor flows through the indoor heat exchanger to be cooled to form a secondary high-temperature high-pressure working medium and realize the heating of the passenger compartment, a part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger to cool the ambient air to be not lower than the dew point temperature of the outdoor heat exchanger and is heated to form a secondary low-temperature low-pressure working medium, then flows to the compressor, and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator to be throttled and depressurized to form a secondary low-temperature low-pressure working medium, then flows to the compressor; controlling the working medium of the heat management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump; and/or the presence of a gas in the atmosphere,

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack cooling mode, a high-temperature high-pressure working medium discharged by the compressor flows through the outdoor heat exchanger to be cooled to form a secondary high-temperature high-pressure working medium, a part of the secondary high-temperature high-pressure working medium flows to the refrigeration electronic expansion valve to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger to be heated to form a secondary low-temperature low-pressure working medium so as to realize that the passenger compartment is cooled and then flows to the compressor, and the rest part of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve to be throttled and depressurized and then flows to the evaporator to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor; controlling the working medium of the heat management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump; and/or the presence of a gas in the gas,

when the heat management mode of the passenger cabin is a passenger cabin refrigeration mode and the heat management mode of the battery pack is a battery pack heating mode, a high-temperature high-pressure working medium discharged by a compressor flows to the condenser to be cooled to form a secondary high-temperature high-pressure working medium, one part of the secondary high-temperature high-pressure working medium flows to the refrigeration electronic expansion valve to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger to be heated to form a secondary low-temperature low-pressure working medium so as to realize that the passenger cabin is cooled and then flows to the compressor, and the rest part of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve to be throttled and depressurized and then flows to the evaporator to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor; controlling working media of a thermal management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump; and/or the presence of a gas in the gas,

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack temperature equalization mode, a high-temperature high-pressure working medium discharged by the compressor flows through the outdoor heat exchanger to be cooled to form a secondary high-temperature high-pressure working medium, then flows to the refrigeration electronic expansion valve, is throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger to be heated to form a secondary low-temperature low-pressure working medium, and the passenger compartment is cooled to flow to the compressor; controlling the working medium of the heat management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump; and/or the presence of a gas in the atmosphere,

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack non-demand mode, a high-temperature high-pressure working medium discharged by a compressor flows through the outdoor heat exchanger to be cooled to form a secondary high-temperature high-pressure working medium, then flows to the refrigeration electronic expansion valve, is throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger to be heated to form a secondary low-temperature low-pressure working medium, and the passenger compartment is cooled to flow to the compressor; and/or the presence of a gas in the atmosphere,

when the heat management mode of the passenger cabin is a passenger cabin non-demand mode and the heat management mode of the battery pack is a battery pack temperature equalization mode, working media of a battery pack heat management circulation loop sequentially flow through the battery pack, the evaporator and the condenser under the action of the water pump; and/or the presence of a gas in the gas,

when the heat management mode of the passenger cabin is a passenger cabin non-demand mode, and the heat management mode of the battery pack is a battery pack heating mode, a high-temperature high-pressure working medium from the compressor flows through the condenser to be cooled to form a secondary high-temperature high-pressure working medium, a part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve to be throttled and decompressed to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger to cool the ambient air to a temperature not lower than the dew point temperature of the outdoor heat exchanger and heats to form a secondary low-temperature low-pressure working medium, and then flows to the compressor, and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve to be throttled and decompressed and then flows to the evaporator to heat to form a secondary low-temperature low-pressure working medium, and then flows to the compressor; controlling the working medium of the heat management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump; and/or the presence of a gas in the gas,

when the heat management mode of the passenger cabin is a passenger cabin non-demand mode and the heat management mode of the battery pack is a battery pack cooling mode, a high-temperature high-pressure working medium discharged by a compressor flows through the outdoor heat exchanger to be cooled to form a secondary high-temperature high-pressure working medium, then flows to the electronic expansion valve of the evaporator, is throttled and depressurized to form a low-temperature low-pressure working medium, flows to the evaporator to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor; controlling working media of a thermal management circulation loop of the battery pack to sequentially flow through the battery pack, the condenser and the evaporator under the action of the water pump;

optionally, when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack non-demand mode, a high-temperature high-pressure working medium discharged by the compressor flows through the indoor heat exchanger to be cooled to form a secondary high-temperature high-pressure working medium and realize the heating of the passenger compartment, a part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger to cool ambient air to be not lower than the dew point temperature of the outdoor heat exchanger and is heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor, and the rest of the secondary high-temperature high-pressure working medium flows to the condenser to be cooled, is throttled and depressurized by the evaporator electronic expansion valve, flows to the evaporator to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor; and controlling the working medium of the heat management circulation loop of the battery pack to sequentially flow through the bypass pipeline, the condenser and the evaporator under the action of the water pump.

Compared with the prior art, the utility model, following beneficial effect has:

1. the battery pack heat management circulating system and the passenger cabin heat management circulating system are connected in parallel, so that the problem that the heat of the battery cannot be dissipated due to small temperature difference between water circulation and ambient air when the heat dissipation capacity of the battery is large can be avoided; the circulating water system plays a role similar to a heat accumulator, the heat productivity of the high-speed operation of the compressor is used as a main heat source of the heat pump under the low-temperature working condition, the frosting problem of the heat pump is solved under the condition that parts such as a PTC (positive temperature coefficient) and a heat regenerator are not additionally added, and a battery pack and a heat management system of a passenger cabin are integrated, so that the heat pump system is more efficient, energy-saving, comfortable and economical.

2. The problem of traditional air source heat pump can't absorb the heat from ambient air under the low temperature operating mode, must increase PTC and carry out the heating is solved.

Drawings

Fig. 1 is a schematic structural diagram of a hydrogen energy automobile frostless heat pump system in an embodiment of the present invention;

fig. 2 is a schematic diagram of the system structure of the hydrogen energy automobile frostless heat pump system in the embodiment of the present invention in winter for heating the passenger compartment and in a battery pack no-demand mode;

fig. 3 is a schematic structural diagram of a system of a hydrogen energy vehicle non-frosting heat pump system in a winter heating mode of a passenger compartment and a battery pack temperature equalization mode according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of a system in which a hydrogen-powered vehicle non-frosting heat pump system is in a heating mode of a passenger compartment in winter and a battery pack in the embodiment of the present invention;

fig. 5 is a schematic structural diagram of a system of a hydrogen energy vehicle non-frosting heat pump system in a winter passenger compartment heating and battery pack cooling mode according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of the system of the hydrogen energy automobile non-frosting heat pump system in the cooling mode of the passenger compartment and the battery pack in summer according to the embodiment of the present invention;

fig. 7 is a schematic structural diagram of the system of the hydrogen energy vehicle non-frosting heat pump system in the heating mode of the battery pack and the cooling mode of the passenger compartment in summer according to the embodiment of the present invention;

fig. 8 is a schematic structural diagram of the system of the hydrogen energy automobile non-frosting heat pump system in the mode of cooling the passenger compartment in summer and equalizing temperature of the battery pack in the embodiment of the present invention;

fig. 9 is a schematic structural diagram of a system in which a hydrogen energy automobile non-frosting heat pump system is in a mode of refrigerating a passenger compartment in summer and a battery pack is not required to be in a demand mode in the embodiment of the present invention;

fig. 10 is a schematic structural diagram of a system in which a hydrogen energy automobile non-frosting heat pump system is in a passenger compartment non-demand mode and a battery pack is in a temperature equalization mode according to an embodiment of the present invention;

fig. 11 is a schematic structural diagram of the system of the hydrogen energy vehicle frostless heat pump system in the passenger compartment non-demand mode and the battery pack heating mode according to the embodiment of the present invention;

fig. 12 is a schematic structural diagram of a system in which the hydrogen energy vehicle frostless heat pump system is in a passenger compartment non-demand mode and in a battery pack cooling mode according to an embodiment of the present invention.

Description of reference numerals:

1-a compressor; 2-outdoor heat exchanger; 3-a refrigeration electronic expansion valve; 4-indoor heat exchanger; 5-a gas-liquid separator; 6-a first refrigeration solenoid valve; 7-a second refrigeration solenoid valve; 8-heating electronic expansion valve; 9-a first heating solenoid valve; 10-a second heating solenoid valve; 11-main air supply blower; 12-cooling the axial fan; 13-an HVAC air conditioning box housing; 14-water-cooled condenser solenoid valves; 15-water-cooled evaporator electronic expansion valve; 16-water-cooled evaporator solenoid valves; 17-a water-cooled condenser; 18-a water-cooled evaporator; 19-a water pump; 20-a battery pack; 21-battery pack solenoid valve; 22-a first evaporation solenoid valve; 23-a second evaporation solenoid valve; 24-fourth three-way valve.

Detailed Description

The technical solution of the present invention will be described clearly and completely with reference to the accompanying drawings, and obviously, the described embodiments are some, but not all embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

In the description of the present invention, it is noted that the terms "first", "second", and the like are used for descriptive purposes and are not to be construed as indicating or implying relative importance.

In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; the two elements may be directly connected or indirectly connected through an intermediate medium, or may be connected through the inside of the two elements, or may be connected wirelessly or through a wire. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Furthermore, the technical features mentioned in the different embodiments of the invention described below can be combined with each other as long as they do not conflict with each other.

Referring to fig. 1, an embodiment of the present invention provides a hydrogen energy automobile frostless heat pump system without a PTC heater, including: a passenger compartment thermal management circulating system and a battery pack thermal management circulating system,

specifically, in the present embodiment, the passenger compartment heat management circulation system includes a compressor 1, an outdoor heat exchanger 2, an indoor heat exchanger 4, a refrigeration electronic expansion valve 3, and a heating electronic expansion valve 8, which form a heating circulation loop and a refrigeration circulation loop, where the refrigeration electronic expansion valve 3 is disposed between the outdoor heat exchanger 2 and the indoor heat exchanger 4 in the refrigeration circulation loop, and the heating electronic expansion valve 8 is disposed between the indoor heat exchanger 4 and the outdoor heat exchanger 2 in the heating circulation loop.

Therefore, the passenger compartment heat management circulating system comprises a heating circulating loop and a refrigerating circulating loop, wherein a plurality of automatically-switched electric valves are arranged in the heating circulating loop and the refrigerating circulating loop and are used for realizing the refrigeration and heating of the passenger compartment.

The battery pack heat management circulating system comprises a water pump 19, a battery pack 20, an evaporator 18 and a condenser 17 which are sequentially connected end to form a battery pack heat management circulating loop, wherein the battery pack 20 is provided with a bypass pipeline in parallel; an evaporator electronic expansion valve 15 is provided between a second inlet of the evaporator 18 and a second outlet of the condenser 17.

The utility model discloses an among the embodiment, the bypass line adopts fourth three-way valve 24, fourth three-way valve 24 has three port, wherein, fourth three-way valve 24's first end links to each other with water pump 19, fourth three-way valve 24's second end links to each other with battery package 20, fourth three-way valve 24's third end leads to pipe short-circuit connection to battery package 20 keeps away from fourth three-way valve 24's one end, the first entry of evaporimeter 18 and battery package 20's exit linkage, evaporimeter 18's first export is connected with water pump 19. Thereby, the circulation circuit formed by the battery pack 20, the evaporator 18, the condenser 17, the water pump 19 and the fourth three-way valve 24 can realize heat exchange by the medium water flowing in the circulation circuit.

It should be noted that, in this embodiment, the medium that battery package thermal management circulation system used is the circulating water, and the circulating water not only the heat transfer effect is better, and convenient materials are drawn for moreover, and the cost is lower, and of course also can be replaced by other and have the circulative cooling medium to satisfy the actual heat exchange demand can.

In addition, in the embodiment of the present invention, the condenser 17 and the evaporator 18 have two circulating medium pipelines inside, that is, two inlets (first inlet and second inlet) and two outlets (first outlet and second outlet) communicating with the two inlets in a one-to-one manner, and the first inlet and the second inlet are symmetrically arranged in an opposite direction, and the second outlet are symmetrically arranged in an opposite direction, so that the heat exchange between the two circulating medium pipelines is better realized.

A second inlet of a condenser 17 in the battery pack heat management circulating system is connected with the starting end of the heating circulating loop in parallel through a condenser electromagnetic valve 14, a second outlet of the condenser 17 is connected with a second inlet of an evaporator 18 through an evaporator electronic expansion valve 15, and a second outlet of the evaporator 18 is connected with the tail end of the heating circulating loop in parallel. Can be in the same place battery package thermal management circulation system's hydrologic cycle and the equal parallel connection in heating circulation return circuit and refrigeration cycle return circuit like this, cool off for the battery package through starting air conditioning system like this for battery package 20 can not appear the insufficient problem of dispelling the heat.

Specifically, referring to fig. 1, in an embodiment of the present invention, an outlet of the compressor 1 is selectively fluidly connected to an inlet of the outdoor heat exchanger 2, an inlet of the indoor heat exchanger 4, and a second inlet of the condenser 17. The inlet of the compressor 1 is selectively fluidly connected to the second outlet of the evaporator 18, the outlet of the outdoor heat exchanger 2, and the outlet of the indoor heat exchanger 4.

An outlet of the indoor heat exchanger 4 is selectively in fluid connection with an inlet of the outdoor heat exchanger 2, a second inlet of the condenser 17, a second inlet of the evaporator 18; an inlet of the indoor heat exchanger 4 is selectively fluidly connected to an outlet of the outdoor heat exchanger 2, a second outlet of the condenser 17.

The inlet of the outdoor heat exchanger 2 is in fluid connection with a second outlet of the condenser 17; the outlet of the outdoor heat exchanger 2 is fluidly connected to a second inlet of the evaporator 18.

Therefore, the battery pack heat management circulating system and the passenger cabin heat management circulating system are connected in parallel, so that the problem that the heat of the battery cannot be dissipated due to small temperature difference between water circulation and ambient air when the heat dissipation capacity of the battery is large can be avoided; the circulating water system plays a role similar to a heat accumulator, the heat productivity of the high-speed operation of the compressor is used as a main heat source of the heat pump under the low-temperature working condition, the frosting problem of the heat pump is solved under the condition that parts such as a PTC (positive temperature coefficient) and a heat regenerator are not additionally added, and a battery pack and a heat management system of a passenger cabin are integrated, so that the heat pump system is more efficient, energy-saving, comfortable and economical.

Specifically, please refer to fig. 1, in an embodiment of the present invention, the refrigeration cycle loop includes a compressor 1, a first refrigeration solenoid valve 6, an outdoor heat exchanger 2, a refrigeration electronic expansion valve 3, an indoor heat exchanger 4, a second refrigeration solenoid valve 7 and a gas-liquid separator 5, which are connected in sequence from end to end.

The heating circulation loop comprises a compressor 1, a first heating electromagnetic valve 9, an indoor heat exchanger 4, a heating electronic expansion valve 8, an outdoor heat exchanger 2, a second heating electromagnetic valve 10 and a gas-liquid separator 5 which are sequentially connected end to end.

In another embodiment of the present invention, based on but not limited to the above embodiment, the outer surface of the compressor 1 of the present embodiment is completely covered with the insulation layer.

Therefore, the refrigeration cycle loop comprises a compressor 1, a first refrigeration electromagnetic valve 6, an outdoor heat exchanger 2, a refrigeration electronic expansion valve 3, an indoor heat exchanger 4, a second refrigeration electromagnetic valve 7 and a gas-liquid separator 5 which are sequentially connected end to end. In the process of a refrigeration cycle, high-temperature and high-pressure refrigerant gas discharged by a compressor 1 enters an outdoor heat exchanger 2 through a first refrigeration electromagnetic valve 6 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), the refrigerant is changed into sub-high-temperature and high-pressure liquid after being cooled and flows out, the liquid refrigerant flows through a refrigeration electronic expansion valve 3, is throttled and depressurized and is changed into low-temperature and low-pressure gas-liquid two-phase flow, the gas-liquid two-phase flow enters an indoor heat exchanger 4 to cool air in a vehicle, the refrigerant after absorbing heat is changed into sub-low-temperature and low-pressure gas and flows into a gas-liquid separator 5 through a second refrigeration electromagnetic valve 7, and the sub-low-temperature and low-pressure gas refrigerant is sucked into the compressor 1 again and is compressed into high-temperature and high-pressure gas refrigerant.

The heating circulation loop comprises a compressor 1, a first heating electromagnetic valve 9, an indoor heat exchanger 4, a heating electronic expansion valve 8, an outdoor heat exchanger 2, a second heating electromagnetic valve 10 and a gas-liquid separator 5 which are connected end to end in sequence. In the heating cycle process, the compressor 1 applies work to the refrigerant by compression to discharge high-temperature and high-pressure refrigerant gas, the refrigerant gas enters the indoor heat exchanger 4 through the first heating electromagnetic valve 9, the refrigerant in the indoor heat exchanger 4 exchanges heat with air-cooling air in the vehicle to heat the air in the vehicle (the average temperature of the refrigerant in the process is about 40-60 ℃), and the high-temperature and high-pressure refrigerant gas is changed into sub-high-temperature and high-pressure liquid after heat exchange and temperature reduction and is discharged from an outlet of the indoor heat exchanger 4 to form two branches.

Specifically, among the embodiments of the utility model, the surface of compressor 1 has the heat preservation material of cladding completely to keep warm to the heat that produces compressor 1.

Preferably, the thermal insulation material on the outer surface of the compressor 1 is selected to be an acoustic bag, the acoustic bag is made of a material which can reduce noise of the compressor 1, effectively prevent heat of the compressor 1 from dissipating into ambient air, and the heat generated by the compressor 1 can be used for heating the battery bag in a circulating manner.

Specifically, referring to fig. 1, in the embodiment of the present invention, a condenser solenoid valve 14 is disposed between the second inlets of the compressor 1 and the condenser 17, the evaporator 18 and the condenser 17 are connected in series to form a first parallel branch, and the first parallel branch is connected to the gas-liquid separator 5 and the compressor 1.

Further, the heat pump system for preventing frosting of the automobile further comprises a second parallel branch formed by sequentially and fluidly connecting the first evaporation solenoid valve 22, the evaporator solenoid valve 16, the condenser 17, the evaporator electronic expansion valve 15 and the evaporator 18, wherein the second parallel branch is positioned behind the indoor heat exchanger 4 in the heating circulation loop and is serially connected with a pipeline between the gas-liquid separator 5, and the outlet of the gas-liquid separator 5 is fluidly connected with the inlet of the compressor 1.

Further, the automobile frostless heat pump system further comprises a third parallel branch formed by sequentially and fluidly connecting a second evaporation electromagnetic valve 23, a battery pack electromagnetic valve 21, an evaporator electronic expansion valve 15 and an evaporator 18, wherein the third parallel branch is connected in series with a pipeline positioned in the refrigeration cycle loop and positioned behind the outdoor heat exchanger 2 and between the gas-liquid separator 5, and an outlet of the gas-liquid separator 5 is fluidly connected with an inlet of the compressor 1.

In another embodiment of the present invention, based on but not limited to the above embodiment, the present embodiment further comprises a first three-way valve, which replaces the first cooling solenoid valve 6 and the first heating solenoid valve 9.

In another embodiment of the present invention, based on but not limited to the above embodiment, the present embodiment further includes a second three-way valve, which replaces the second heating solenoid valve 10.

In another embodiment of the present invention, based on but not limited to the above embodiment, the present embodiment further includes a third three-way valve, which replaces the second evaporation solenoid valve 22.

In another embodiment of the present invention, based on but not limited to the above embodiment, the bypass line and the input end of the battery pack 20 are respectively provided with an electromagnetic valve.

In another embodiment of the present invention, different from the above embodiment, the input end of the battery pack of the present embodiment is provided with a fourth three-way valve 24, and a third outlet of the fourth three-way valve 24 is fluidly connected to the bypass line.

It is worth explaining, the utility model discloses mainly realize the break-make of compressor 1, outdoor heat exchanger 2, indoor heat exchanger 4, refrigeration electronic expansion valve 3, heating electronic expansion valve 8, battery package 20, evaporimeter 18 and condenser 17, the pipeline that evaporimeter electronic expansion valve 15 formed through the valve member that has different passageways, consequently the implementation has a plurality ofly, nevertheless as long as belong to the utility model discloses a technical scheme under the same design all should belong to the protection scope of the utility model.

Referring to fig. 1, in particular to the embodiment of the present invention, a second evaporation solenoid valve 23 and an evaporator solenoid valve 16 are sequentially connected in series between the outlet of the outdoor heat exchanger 2 and the outlet of the condenser solenoid valve 14, and a first evaporation solenoid valve 22 is connected between the outlet of the indoor heat exchanger 4 and the second evaporation solenoid valve 23 and the evaporator solenoid valve 16.

Therefore, the heat exchange of the circulating water of the battery pack by using the refrigerant can be realized while the passenger compartment is refrigerated.

One end of the battery pack solenoid valve 21 is connected between the condenser 17 and the evaporator electronic expansion valve 15, and the other end is connected between the second evaporation solenoid valve 23 and the evaporator solenoid valve 16.

Thus, the outdoor heat exchanger 2 is a part of the refrigerant cycle, independent of the water cycle of the battery pack. When the passenger compartment needs to be refrigerated, the problem of the outdoor heat exchanger 2 (used as a condenser) can be increased (without being influenced by the safe temperature of a battery), so that the temperature difference between the outdoor heat exchanger 2 and the ambient air is increased, and the heat dissipation capacity is increased; when the passenger compartment needs to be heated, the refrigerant circulation of the air-conditioning heat management system is provided with two heat exchangers for water circulation of the battery pack 20, and the battery pack can be cooled and heated at the same time, so that the temperature of the battery pack is ensured, and the outdoor heat exchanger 2 (used as an evaporator) can reach-40 ℃ and absorb heat from the environment at-20 ℃ to meet the heating requirement.

Specifically, please refer to fig. 1, in an embodiment of the present invention, the hydrogen energy vehicle frost-free heat pump system further includes a main air blower 11, and the main air blower 11 and the indoor heat exchanger 4 are both located in the HVAC air conditioning box housing 13. Thereby, the main blower 11 can be used to further accelerate the heat exchange effect in the passenger compartment.

Specifically, in the embodiment of the present invention, the main air supply blower 11 is any one of a variable frequency blower and a shift blower. The advantage of setting up like this is convenient for main air supply blower 11 according to signal feedback automatic completion open and close, more intelligent operation.

Specifically, among the embodiments of the utility model, outdoor heat exchanger 2 and indoor heat exchanger 4 are any one structural style among tube fin formula, range upon range of formula or the parallel flow formula heat exchanger, and one side of outdoor heat exchanger 2 still is equipped with cooling axial fan 12, further accelerates heat transfer effect.

Therefore, the embodiment of the utility model provides an in the embodiment of the hydrogen energy car do not frost heat pump system integrated the heat management of passenger cabin and battery package, under low temperature environment, when the air supply heat transfer is not enough, need not high-pressure PTC and carry out extra heating, but the compressor 1 through high rotational speed operation comes the work to generate heat to compensate the not enough problem of air heat source. The method is characterized in that excess refrigerant flow caused by high-speed operation of a compressor 1 is digested by using cooling liquid circulation of a battery pack loop at a low freezing point, frost on the outside of an outdoor heat exchanger 2 and liquid slugging of the compressor 1 are prevented, heat pump efficiency is deteriorated, the outdoor heat exchanger 2 can absorb heat from ambient air at the highest refrigerant flow without frost, namely, air temperature reduction is controlled not to exceed a dew point, high efficiency of air source heat exchange is ensured, meanwhile, excess refrigerant provided by the compressor 1 at a required heating amount is introduced into a condenser 17 and an evaporator 18 which are connected in series, and after cooling and heating are sequentially carried out by cooling water at a low freezing point (a circulating water path only serves as a heat capacity component for regulating neutralization, if the heat management requirement of the battery pack is not considered, heat is not consumed or increased for a long period), the refrigerant is sucked into the compressor 1 on the premise of ensuring enough superheat degree, stable and sustainable operation of the compressor 1 at a high rotating speed is ensured at a low temperature, total heating power and total efficiency of the heat pump at a low temperature are ensured, and requirements under other working conditions can be effectively met.

The utility model discloses the theory of operation can realize multiple mode through switching the electronic valve to satisfy different modes, specific mode is as follows:

firstly, a heating mode of a passenger compartment in winter and a battery pack do not need to be in a mode:

when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack no-demand mode, the specific working process in the mode is as follows:

the high-temperature high-pressure working medium from the compressor 1 flows through the indoor heat exchanger 4 to be cooled to form a secondary high-temperature high-pressure working medium and realize the temperature rise of the passenger cabin, part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve 8 to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger 2 to cool the ambient air to a temperature not lower than the dew point temperature of the ambient air and raise the temperature to form a secondary low-temperature low-pressure working medium, and then flows to the compressor 1, and the rest of the secondary high-temperature high-pressure working medium flows to the condenser 17 to be cooled, throttled and depressurized by the evaporator electronic expansion valve 15, flows to the evaporator 18 to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor 1; working medium of the heat management circulation loop of the battery pack is controlled to sequentially flow through the bypass pipeline, the condenser 17 and the evaporator 18 under the action of the water pump 19.

Specifically, as shown in fig. 2, at this time, only the first heating solenoid valve 9, the heating electronic expansion valve 8, the second heating solenoid valve 10, the first evaporation solenoid valve 22, the water-cooling evaporator solenoid valve 16, and the water-cooling evaporator electronic expansion valve 15 are in an open state, the second refrigeration solenoid valve 7, the second evaporation solenoid valve 23, the condenser solenoid valve 14, the battery pack solenoid valve 21, and the refrigeration electronic expansion valve 3 are in a closed state, and the tee joint of the circulation water path is only communicated with the short-circuit pipeline, so that the battery path is in a closed state.

In the mode, the opening degree of the heating electronic expansion valve 8 is adjusted according to the real-time temperature of the cooled ambient air in the passenger compartment and the superheat degree of the refrigerant at the outlet of the outdoor heat exchanger 2 (the superheat degree of the refrigerant is the difference between the saturation temperature corresponding to the pressure of the refrigerant at a certain point at the outlet of the outdoor heat exchanger 2 and the actual temperature of the refrigerant); regulating and controlling the rotating speed of the compressor 1 according to the heat provided by the ambient air and the required heating quantity; the opening degree of the electronic expansion valve 15 of the water-cooled evaporator and the refrigerant flow Q1 of the flow path of the evaporator 18 are regulated according to the opening degree of the heating electronic expansion valve 8 and the rotation speed of the compressor 1.

The compressor 1 applies work to a refrigerant by compression to discharge high-temperature and high-pressure refrigerant gas, the high-temperature and high-pressure refrigerant gas enters the indoor heat exchanger 4 through the first heating electromagnetic valve 9, the refrigerant and air-cooled air in the vehicle are subjected to heat exchange in the indoor heat exchanger 4, so that the air in the vehicle is heated (the average temperature of the refrigerant in the process is about 40-60 ℃), the high-temperature and high-pressure refrigerant gas is subjected to heat exchange and is cooled to become secondary high-temperature and high-pressure liquid, and the secondary high-temperature and high-pressure liquid is discharged from an outlet of the indoor heat exchanger 4 to form two branches, namely a first circulation branch and a second circulation branch.

Part of the refrigerant of the first circulation branch flows through the heating electronic expansion valve 8 (heating electronic expansion valve), the refrigerant is throttled and depressurized in the heating electronic expansion valve 8 to become a low-temperature and low-pressure gas-liquid two-phase flow, the gas-liquid two-phase flow enters the outdoor heat exchanger 2 to absorb heat, the ambient air is cooled to the temperature above the dew point (the original unsaturated vapor in the air becomes the temperature of saturated vapor due to temperature drop, which is called the dew point, when the temperature reaches the dew point, the temperature is reduced again, part of water vapor in the air is condensed into small water drops to be attached to an object on the ground, namely dew is formed), the heat-absorbed refrigerant becomes a sub-low-temperature and low-pressure gas, the sub-low-temperature and low-pressure gas flows into the gas-liquid separator 5 through the second heating electromagnetic valve 10, and the sub-low-temperature and low-pressure gas refrigerant in the gas-liquid separator 5 is sucked into the compressor 1 again to be compressed into a high-temperature and high-pressure gas refrigerant.

The second circulation branch is that the residual refrigerant discharged from the outlet of the indoor heat exchanger 4 passes through the first evaporation solenoid valve 22 and the water-cooled evaporator solenoid valve 16, enters the condenser 17 to release heat, is throttled by the water-cooled evaporator electronic expansion valve 15, enters the evaporator 18 to absorb heat, the heat-absorbed refrigerant becomes a gas with a second low temperature and a second low pressure, and flows into the gas-liquid separator 5, and the gas refrigerant with the second low temperature and the second low pressure in the gas-liquid separator 5 is re-sucked into the compressor 1 to be compressed into a gas refrigerant with a high temperature and a high pressure.

When the superheat degree of the refrigerant at the outlet of the evaporator 18 is lower than a certain preset threshold value, the heat pump system enters a second mode, namely a heating mode of a passenger compartment and a temperature equalizing mode of a battery pack, at the moment, the circulating water path is heated, and after the water temperature reaches the temperature equalizing value of the battery pack to reach the highest temperature limit value of the battery pack in a mode state which does not need to be solved, the heat pump system returns to the first mode.

In a second mode: heating mode of the passenger compartment in winter and temperature equalizing mode of the battery pack:

when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack temperature equalizing mode, part of high-temperature and high-pressure working medium discharged from the compressor 1 flows through the indoor heat exchanger 4 to be cooled to form secondary high-temperature and high-pressure working medium and realize the temperature rise of the passenger compartment; the rest of the high-temperature high-pressure working medium from the compressor 1 flows through the condenser 17 to be cooled to form a secondary high-temperature high-pressure working medium; one part of the mixed working medium of the two parts of secondary high-temperature and high-pressure working media flows to the heating electronic expansion valve 8, is throttled and depressurized to form a low-temperature and low-pressure working medium, then flows to the outdoor heat exchanger 2 to cool the ambient air to a temperature not lower than the dew point temperature of the working medium, is heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor 1, and the rest part of the mixed working medium of the two parts of secondary high-temperature and high-pressure working media flows to the electronic expansion valve 15 of the evaporator, is throttled and depressurized, then flows to the evaporator 18 to be heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor 1; working medium of the heat management circulation loop of the battery pack is controlled to sequentially flow through the battery pack 20, the evaporator 18 and the condenser 17 under the action of the water pump 19.

Referring to fig. 3, in the battery pack temperature equalizing mode, only the first heating solenoid valve 9, the heating electronic expansion valve 8, the second heating solenoid valve 10, the first evaporation solenoid valve 22, the battery pack solenoid valve 21, the condenser solenoid valve 14, and the water-cooling evaporator electronic expansion valve 15 are in an open state, the second cooling solenoid valves 7, the water-cooling evaporator solenoid valves 16, the second evaporation solenoid valves 23, and the cooling electronic expansion valve 3 of other refrigerant circuits are in a closed state, the tee joint of the circulation water path is only communicated with the battery circuit, and the short circuit pipeline is closed.

Under the temperature equalizing mode of the battery pack, the opening degree of the heating electronic expansion valve 8 is adjusted according to the temperature of the cooled ambient air in the passenger compartment and the superheat degree of the refrigerant at the outlet of the outdoor heat exchanger 2; regulating and controlling the rotating speed of the compressor 1 according to the heat provided by the ambient air and the required heating quantity; the opening degree of the electronic expansion valve 15 of the water-cooled evaporator and the refrigerant flow Q1 of the flow path of the evaporator 18 are regulated according to the opening degree of the heating electronic expansion valve 8 and the rotation speed of the compressor 1.

The opening and closing proportion of the solenoid valve 14 of the condenser is controlled according to the superheat degree of the refrigerant at the outlet of the evaporator 18 and the water inlet temperature of the battery pack 20.

The compressor 1 discharges high-temperature and high-pressure refrigerant gas to form two circulation branches:

a part of high-temperature and high-pressure refrigerant gas enters the indoor heat exchanger 4 through the first heating electromagnetic valve 9 to perform heat exchange heating on air in the vehicle (the average temperature of the refrigerant in the process is about 40-60 ℃), and a part of the refrigerant gas is changed into a sub-high-temperature and high-pressure liquid after being cooled and flows out; the other remaining high-temperature high-pressure refrigerant gas enters the condenser 17 through the condenser electromagnetic valve 14 to release heat, is changed into secondary high-temperature high-pressure liquid after being cooled, flows out, and is communicated with the first circulation branch through the battery pack electromagnetic valve 21 and the first evaporation electromagnetic valve 22.

The two parts of refrigerants are communicated with a battery pack electromagnetic valve 21 through a first evaporation electromagnetic valve 22, one part of the merged liquid refrigerant flows through a heating electronic expansion valve 8, is throttled and decompressed to be changed into low-temperature and low-pressure gas-liquid two-phase flow, enters an outdoor heat exchanger 2 to absorb heat, cools ambient air to be above the dew point temperature, changes the heat-absorbed refrigerant into low-temperature and low-pressure gas, and flows into a gas-liquid separator 5 through a second heating electromagnetic valve 10; the rest refrigerant enters the water-cooled evaporator 18 after being throttled by the electronic expansion valve 15 of the water-cooled evaporator to absorb heat, the refrigerant after absorbing heat becomes gas with sub-low temperature and low pressure and flows into the gas-liquid separator 5, and the gas refrigerant with sub-low temperature and low pressure in the gas-liquid separator 5 is sucked into the compressor 1 again and compressed into gas refrigerant with high temperature and high pressure.

In the third mode: heating mode of passenger compartment in winter and heating mode of battery pack:

at the moment, part of the high-temperature and high-pressure working medium from the compressor 1 flows through the indoor heat exchanger 4 to be cooled to form a secondary high-temperature and high-pressure working medium, the heated passenger compartment flows to the heating electronic expansion valve 8 to be throttled and decompressed to form a low-temperature and low-pressure working medium, then flows to the outdoor heat exchanger 2, the ambient air is cooled to a temperature not lower than the dew point temperature of the ambient air, and the ambient air is heated to form a secondary low-temperature and low-pressure working medium and then flows to the compressor 1; the rest part of the high-temperature and high-pressure working medium from the compressor 1 flows through the condenser 17 to be cooled to form a secondary high-temperature and high-pressure working medium, then flows to the electronic expansion valve 15 of the evaporator, is throttled and reduced in pressure, flows to the evaporator 18 to be heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor 1; working medium for controlling the heat management circulation loop of the battery pack sequentially flows through the battery pack 20, the evaporator 18 and the condenser 17 under the action of the water pump 19.

Specifically, as shown in fig. 4, in the battery pack heating mode, only the first heating solenoid valve 9, the heating electronic expansion valve 8, the second heating solenoid valve 10, the condenser solenoid valve 14, and the water-cooling evaporator electronic expansion valve 15 are opened, the second cooling solenoid valves 7, the first evaporation solenoid valves 22, the second evaporation solenoid valves 23, the battery pack solenoid valves 21, and the water-cooling evaporator solenoid valves 16 of other refrigerant circuits are closed, the three-way of the circulation water path is only communicated with the battery, and the short-circuit pipeline is closed.

In this mode, the opening degree of the heating electronic expansion valve 8 is adjusted according to the temperature of the ambient air in the passenger compartment after being cooled and the superheat degree of the refrigerant at the outlet of the outdoor heat exchanger 2; regulating and controlling the rotating speed of the compressor 1 according to the heat provided by the ambient air and the required heating quantity; the refrigerant flow Q1 of the flow path of the evaporator 18 and the opening degree of the electronic expansion valve 15 of the water-cooled evaporator are regulated and controlled according to the opening degree of the heating electronic expansion valve 8 and the rotating speed of the compressor 1; the opening and closing proportion of the solenoid valve 14 of the condenser is controlled according to the superheat degree of the refrigerant at the outlet of the evaporator 18 and the water inlet temperature of the battery pack 20.

The compressor 1 discharges high-temperature and high-pressure refrigerant gas to form two circulation branches:

a part of high-temperature and high-pressure refrigerant gas enters the indoor heat exchanger 4 through the first heating electromagnetic valve 9 to heat air in the vehicle (the average temperature of the refrigerant in the process is about 40-60 ℃), the refrigerant is cooled and then becomes sub-high-temperature and high-pressure liquid to flow out, part of the liquid refrigerant flows through the heating electronic expansion valve 8, the liquid refrigerant is throttled and depressurized, the sub-low-temperature and low-pressure gas-liquid two-phase flow enters the outdoor heat exchanger 2 to absorb heat, the ambient air is cooled to be above the dew point temperature, the heat-absorbed refrigerant becomes sub-low-temperature and low-pressure gas, the sub-low-temperature and low-pressure gas flows into the gas-liquid separator 5 through the second heating electromagnetic valve 10, and the sub-low-temperature and low-pressure gas refrigerant in the gas-liquid separator 5 is sucked into the compressor 1 again and compressed into high-temperature and high-pressure gas refrigerant.

The rest refrigerant enters the condenser 17 through the condenser electromagnetic valve 14 to release heat, is changed into a secondary high-temperature high-pressure liquid after being cooled, flows out, is throttled by the electronic expansion valve 15 of the water-cooled evaporator, enters the evaporator 18 to absorb heat, is changed into a secondary low-temperature low-pressure gas and flows into the gas-liquid separator 5 after absorbing heat, and the secondary low-temperature low-pressure gas refrigerant in the gas-liquid separator 5 is sucked into the compressor again and is compressed into a high-temperature high-pressure gas refrigerant.

A fourth mode: heating mode of the passenger compartment in winter and cooling mode of the battery pack:

when the heat management mode of the passenger compartment is a heating mode of the passenger compartment and the heat management mode of the battery pack is a cooling mode of the battery pack, a high-temperature high-pressure working medium discharged by the compressor 1 flows through the indoor heat exchanger 4 to be cooled to form a secondary high-temperature high-pressure working medium and realize the heating of the passenger compartment, a part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve 8 to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger 2 to cool the ambient air to be not lower than the dew point temperature of the ambient air and is heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor 1, and the rest of the secondary high-temperature high-pressure working medium flows to the electronic expansion valve 15 of the evaporator 18 to be throttled and depressurized and then flows to the evaporator 18 to form the secondary low-temperature low-pressure working medium and then flows to the compressor 1; working medium of the heat management circulation loop of the battery pack is controlled to sequentially flow through the battery pack 20, the evaporator 18 and the condenser 17 under the action of the water pump 19.

Specifically referring to fig. 5, in the battery pack cooling mode, only the first heating solenoid valve 9, the heating electronic expansion valve 8, the second heating solenoid valve 10, the first evaporation solenoid valve 22, the battery pack solenoid valve 21, and the water-cooling evaporator electronic expansion valve 15 are in an open state, the second refrigeration solenoid valve 7, the condenser solenoid valve 14, the second evaporation solenoid valve 23, and the water-cooling evaporator solenoid valve 16 of other refrigerant circuits are closed, the three-way of the circulating water path is only communicated with the battery path, and the short-circuit line is closed.

High-temperature and high-pressure refrigerant gas discharged by the compressor 1 enters the indoor heat exchanger 4 through the first heating electromagnetic valve 9 to heat air in the vehicle (the average temperature of the refrigerant in the process is about 40-60 ℃), and the refrigerant gas is changed into secondary high-temperature and high-pressure liquid after being cooled and flows out.

The liquid refrigerant partially flows through the heating electronic expansion valve 8, is throttled and depressurized in the heating electronic expansion valve 8 to become a low-temperature and low-pressure gas-liquid two-phase flow, the low-temperature and low-pressure gas-liquid two-phase flow enters the outdoor heat exchanger 2 to absorb heat, the ambient air is cooled to be above the dew point temperature, the heat-absorbed refrigerant becomes a low-temperature and low-pressure gas, the low-temperature and low-pressure gas flows into the gas-liquid separator 5 through the second heating electromagnetic valve 10, and the low-temperature and low-pressure gas refrigerant in the gas-liquid separator 5 is sucked into the compressor again and compressed into a high-temperature and high-pressure gas refrigerant.

The rest part of the refrigerant flows through the first evaporation electromagnetic valve 22 and the battery pack electromagnetic valve 21, is throttled by the electronic expansion valve 15 of the water-cooled evaporator and then enters the evaporator 18 to absorb heat, and the refrigerant after absorbing heat becomes a gas with sub-low temperature and low pressure and flows into the gas-liquid separator 5. The gaseous refrigerant of the second lowest temperature and low pressure is re-sucked into the compressor and compressed into the gaseous refrigerant of the high temperature and high pressure.

In the mode, the opening degree of the heating electronic expansion valve 8 is adjusted according to the temperature of the ambient air which is cooled to be not lower than the dew-point temperature and the superheat degree of the low-temperature low-pressure working medium discharged from the outdoor heat exchanger 2; the rotating speed of the compressor 1 is regulated and controlled according to the heating quantity required by the heating mode and the heat quantity provided by the ambient air; and regulating and controlling the flow of the secondary high-temperature and high-pressure working medium flowing to the evaporator 18 and the opening of the electronic expansion valve 15 of the evaporator according to the opening of the heating electronic expansion valve 8 and the rotating speed of the compressor 1.

A fifth mode: cooling mode of passenger compartment in summer and cooling mode of battery pack:

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack cooling mode, a high-temperature high-pressure working medium discharged by the compressor 1 flows through the outdoor heat exchanger 2 to be cooled to form a secondary high-temperature high-pressure working medium, a part of the secondary high-temperature high-pressure working medium flows to the refrigeration electronic expansion valve 3 to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger 4 to be heated to form a secondary low-temperature low-pressure working medium so as to realize that the passenger compartment is cooled and then flows to the compressor 1, and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve 15 to be throttled and depressurized and then flows to the evaporator 18 to be heated to form the secondary low-temperature low-pressure working medium and then flows to the compressor 1; working medium of the heat management circulation loop of the battery pack is controlled to sequentially flow through the battery pack 20, the evaporator 18 and the condenser 17 under the action of the water pump 19.

Specifically, referring to fig. 6, when the battery pack is in the cooling mode, only the first cooling solenoid valve 6, the cooling electronic expansion valve 3, the second cooling solenoid valve 7, the second evaporation solenoid valve 23, the battery pack solenoid valve 21, and the evaporator electronic expansion valve 15 are open, the heating electronic expansion valves 8, the first heating solenoid valve 9, the second heating solenoid valve 10, the condenser solenoid valve 14, the water-cooling evaporator solenoid valve 16, and the second evaporation solenoid valve 23 of other refrigerant circuits are closed, the three-way of the circulation water path is only communicated with the battery circuit, and the short-circuit pipeline is closed.

At this time, the high-temperature and high-pressure refrigerant gas discharged by the compressor 1 enters the outdoor heat exchanger 2 through the first refrigeration electromagnetic valve 6 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), and the high-temperature and high-pressure refrigerant gas is changed into a secondary high-temperature and high-pressure liquid after being cooled and flows out to form two branches.

Part of the liquid refrigerant of one branch passes through the refrigeration electronic expansion valve 3, is throttled and decompressed in the refrigeration electronic expansion valve 3 to become low-temperature and low-pressure gas-liquid two-phase flow, the gas-liquid two-phase flow enters the indoor heat exchanger 4 and cools air in the vehicle, and the refrigerant after absorbing heat becomes sub-low-temperature and low-pressure gas and flows into the gas-liquid separator 5 through the second refrigeration electromagnetic valve 7;

the residual refrigerant in the other branch passes through the second evaporation solenoid valve 23 and the battery pack solenoid valve 21, is throttled by the electronic expansion valve 15 of the water-cooled evaporator, enters the water-cooled evaporator 18 to absorb heat, becomes gas with sub-low temperature and low pressure after absorbing heat, flows into the gas-liquid separator 5, and is sucked into the compressor 1 again to be compressed into gas refrigerant with high temperature and high pressure.

In this mode, the rotation speed of the compressor 1 and the opening degrees of the refrigeration electronic expansion valve 3 and the water-cooled evaporator electronic expansion valve 15 are regulated and controlled according to the heat dissipation amount of the battery pack 20 and the required cooling amount of the passenger compartment.

A sixth mode: cooling mode of passenger compartment in summer and heating mode of battery pack:

when the heat management mode of the passenger compartment is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack heating mode, a high-temperature high-pressure working medium discharged by the compressor 1 flows to the condenser 17 to be cooled to form a secondary high-temperature high-pressure working medium, part of the secondary high-temperature high-pressure working medium flows to the condenser 17 to be cooled (the average temperature of a refrigerant in the process is about 40-60 ℃) to be cooled to become a secondary high-temperature high-pressure liquid working medium to flow out, part of the secondary high-temperature high-pressure working medium flows to the refrigeration electronic expansion valve 3 through the battery pack electromagnetic valve 21 and the second evaporation electromagnetic valve 23 to be throttled and depressurized to form a low-temperature low-pressure working medium, and the low-temperature low-pressure working medium flows to the indoor heat exchanger 4 to be heated to form a secondary low-temperature low-pressure working medium so as to realize that the passenger compartment is cooled to flow to the compressor 1; the rest part of the secondary high-temperature and high-pressure working medium flows to the electronic expansion valve 15 of the evaporator, is throttled and reduced in pressure, flows to the evaporator 18, is heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor 1; working medium of the heat management circulation loop of the battery pack is controlled to sequentially flow through the battery pack 20, the evaporator 18 and the condenser 17 under the action of the water pump 19.

Specifically referring to fig. 7, in the battery pack heating mode, only the condenser solenoid valve 14, the battery pack solenoid valve 21, the evaporator electronic expansion valve 15, the second evaporation solenoid valve 23, the refrigeration electronic expansion valve 3, and the second refrigeration solenoid valve 7 are open, the heating electronic expansion valves 8, the first heating solenoid valve 9, the second heating solenoid valve 10, the evaporator solenoid valve 16, the first evaporation solenoid valve 22, and the first refrigeration solenoid valve 6 of other refrigerant circuits are closed, the three-way of the circulating water path is only communicated with the battery path, and the short-circuit line is closed.

Therefore, the compressor 1 discharges high-temperature and high-pressure refrigerant gas, the refrigerant gas enters the condenser 17 through the condenser electromagnetic valve 14 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), the refrigerant gas is changed into secondary high-temperature and high-pressure liquid after being cooled, and two branches are formed:

part of the liquid refrigerant in one branch passes through the battery pack electromagnetic valve 21 and the second evaporation electromagnetic valve 23 and then flows through the refrigeration electronic expansion valve 3, the liquid refrigerant is throttled and depressurized in the refrigeration electronic expansion valve 3 to become low-temperature and low-pressure gas-liquid two-phase flow, the gas-liquid two-phase flow enters the indoor heat exchanger 4 to cool air in the vehicle, and the heat-absorbed refrigerant becomes sub-low-temperature and low-pressure gas and flows into the gas-liquid separator 5 through the second refrigeration electromagnetic valve 7.

The rest refrigerant of the other branch enters the evaporator 18 to absorb heat after being throttled by the electronic expansion valve 15 of the evaporator, the refrigerant after absorbing heat becomes gas with sub-low temperature and low pressure and flows into the gas-liquid separator 5, and the gas refrigerant with sub-low temperature and low pressure is re-sucked into the compressor 1 and compressed into gas refrigerant with high temperature and high pressure.

In this mode, the rotation speed of the compressor 1 and the opening degrees of the refrigeration electronic expansion valve 3 and the evaporator electronic expansion valve 15 are regulated and controlled according to the required heating amount of the battery pack 20 and the required refrigerating amount of the passenger compartment.

A seventh mode: a cooling mode of a passenger compartment in summer and a temperature equalizing mode of a battery pack:

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack temperature equalizing mode, a high-temperature high-pressure working medium discharged by the compressor 1 flows through the outdoor heat exchanger 2 to be cooled to form a secondary high-temperature high-pressure working medium, then flows to the refrigeration electronic expansion valve 3, is throttled and depressurized to form a low-temperature low-pressure working medium, flows to the indoor heat exchanger 4 to be heated to form a secondary low-temperature low-pressure working medium, and flows to the compressor 1 after the passenger compartment is cooled; working medium of the heat management circulation loop of the battery pack is controlled to sequentially flow through the battery pack 20, the condenser 17 and the evaporator 18 under the action of the water pump 19.

Specifically referring to fig. 8, in the battery pack temperature equalization mode, only the first cooling solenoid valve 6, the cooling electronic expansion valve 3, and the second cooling solenoid valve 7 are open, the heating electronic expansion valve 8, the first heating solenoid valve 9, the second heating solenoid valve 10, the condenser solenoid valve 14, the evaporator electronic expansion valve 15, the evaporator solenoid valve 16, the battery pack solenoid valve 21, the first evaporation solenoid valve 22, and the second evaporation solenoid valve 23 of the other refrigerant circuits are closed, the three-way of the circulation water path is only communicated with the battery path, and the short circuit path is closed.

Therefore, the high-temperature and high-pressure refrigerant gas discharged by the compressor 1 enters the outdoor heat exchanger 2 through the first refrigeration electromagnetic valve 6 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), and the refrigerant gas is changed into a secondary high-temperature and high-pressure liquid after being cooled and flows out. The liquid refrigerant flows through the refrigeration electronic expansion valve 3, is throttled and depressurized to become a low-temperature and low-pressure gas-liquid two-phase flow, the gas-liquid two-phase flow enters the indoor heat exchanger 4 to cool air in the vehicle, the refrigerant after absorbing heat becomes a gas with sub-low temperature and low pressure, the gas flows into the gas-liquid separator 5 through the second refrigeration electromagnetic valve 7, and the gas refrigerant with sub-low temperature and low pressure is sucked into the compressor 1 again to be compressed into a gas refrigerant with high temperature and high pressure.

In this mode, the rotation speed of the compressor 1 is regulated and controlled according to the required refrigerating capacity of the refrigeration mode; and the opening degree of the refrigeration electronic expansion valve 3 is regulated and controlled according to the superheat degree of the secondary low-temperature low-pressure working medium from the indoor heat exchanger 4.

Eighth mode: in summer, the passenger compartment is refrigerated and the battery pack does not need to be in a mode:

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack non-demand mode, high-temperature and high-pressure working medium discharged by the compressor 1 flows through the outdoor heat exchanger 2 to be cooled to form secondary high-temperature and high-pressure working medium, then flows to the refrigeration electronic expansion valve 3, is throttled and depressurized to form low-temperature and low-pressure working medium, then flows to the indoor heat exchanger 4 to be heated to form secondary low-temperature and low-pressure working medium, and accordingly the passenger compartment is cooled and then flows to the compressor 1.

Specifically, as shown in fig. 9, in the battery pack demand-free mode, only the first cooling solenoid valve 6, the cooling electronic expansion valve 3, and the second cooling solenoid valve 7 are opened, the heating electronic expansion valve 8, the first heating solenoid valve 9, the second heating solenoid valve 10, the condenser solenoid valve 14, the evaporator electronic expansion valve 15, the evaporator solenoid valve 16, the battery pack solenoid valve 21, the first evaporation solenoid valve 22, and the second evaporation solenoid valve 23 of the other refrigerant circuits are closed, the tee joint of the circulation water path closes the battery path, closes the short circuit path, and the circulation water path does not work.

Therefore, the high-temperature and high-pressure refrigerant gas discharged by the compressor 1 enters the outdoor heat exchanger 2 through the first refrigeration electromagnetic valve 6 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), and the refrigerant gas is changed into a secondary high-temperature and high-pressure liquid after being cooled and flows out. The liquid refrigerant flows through the refrigeration electronic expansion valve 3, is throttled and depressurized to become a low-temperature and low-pressure gas-liquid two-phase flow, the gas-liquid two-phase flow enters the indoor heat exchanger 4 to cool air in the vehicle, the refrigerant after absorbing heat becomes a gas with sub-low temperature and low pressure, the gas flows into the gas-liquid separator 5 through the second refrigeration electromagnetic valve 7, and the gas refrigerant with sub-low temperature and low pressure is sucked into the compressor 1 again to be compressed into a gas refrigerant with high temperature and high pressure.

In the mode, the rotating speed of the compressor 1 is regulated and controlled according to the refrigerating capacity required by the passenger compartment refrigerating mode; and the opening degree of the refrigeration electronic expansion valve 3 is regulated and controlled according to the superheat degree of the secondary low-temperature low-pressure working medium from the indoor heat exchanger 4.

Ninth mode: the passenger compartment has no demand mode and the battery pack has a temperature equalization mode:

when the superheat degree of the working medium discharged from the evaporator 18 is lower than a preset value, the battery pack heat management mode is switched from a battery pack non-demand mode to a battery pack temperature equalization mode, and the battery pack heat management mode is switched from the battery pack temperature equalization mode to the battery pack non-demand mode until the water temperature of the battery pack heat management circulation loop reaches a maximum temperature threshold value which is not lower than the battery non-demand mode; and if not, continuously maintaining the battery pack thermal management mode as a battery pack temperature equalization mode.

Referring to fig. 10, in the battery pack temperature equalization mode, the refrigerant circuit does not operate, only the water pump of the circulation water path operates, the tee is only communicated with the battery path, and the short circuit pipeline is closed.

The tenth mode: passenger compartment no demand mode and battery pack heating mode:

when the heat management mode of the passenger cabin is a passenger cabin non-demand mode and the heat management mode of the battery pack is a battery pack heating mode, a high-temperature high-pressure working medium discharged from the compressor 1 flows through the condenser 17 to be cooled to form a secondary high-temperature high-pressure working medium, a part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve 8 to be throttled and decompressed to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger 2 to cool the ambient air to a temperature not lower than the dew point temperature of the ambient air and heats to form a secondary low-temperature low-pressure working medium, and then flows to the compressor 1, and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve 15 to be throttled and decompressed, flows to the evaporator 18 to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor 1; and working media for controlling the heat management circulation loop of the battery pack sequentially flow through the battery pack, the condenser 17 and the evaporator 18 under the action of the water pump 19.

Referring to fig. 11, in the battery pack heating mode, only the condenser solenoid valve 14, the evaporator electronic expansion valve 15, the battery pack solenoid valve 21, the first evaporation solenoid valve 22, the heating electronic expansion valve 8 and the second heating solenoid valve 10 are open, the first cooling solenoid valve 6, the second cooling solenoid valve 7, the first heating solenoid valve 9, the evaporator solenoid valve 16 and the second evaporation solenoid valve 23 of the other refrigerant circuits are closed, the three-way of the circulating water path is only communicated with the battery path, and the short-circuit path is closed.

Thus, the compressor 1 discharges high-temperature and high-pressure refrigerant gas, the refrigerant gas enters the condenser 17 through the condenser solenoid valve 14 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), and the refrigerant gas is cooled to become a sub-high-temperature and high-pressure liquid and flows out. Part of the liquid refrigerant flows through the electronic expansion valve 15 of the evaporator, is throttled and depressurized, becomes a gas-liquid two-phase flow with low temperature and low pressure, the gas-liquid two-phase flow enters the evaporator 18 to cool the cooling liquid, and the refrigerant after absorbing heat becomes a gas with sub-low temperature and low pressure and flows into the gas-liquid separator 5.

Part of liquid refrigerant flows through the battery pack electromagnetic valve 21 and the first evaporation electromagnetic valve 22, is throttled and depressurized through the heating electronic expansion valve 8, is changed into low-temperature and low-pressure gas-liquid two-phase flow, enters the outdoor heat exchanger 2 to absorb heat, cools the ambient air to be above the dew point temperature, changes the heat-absorbed refrigerant into sub-low-temperature and low-pressure gas, flows into the gas-liquid separator 5 through the second heating electromagnetic valve 10, and re-sucks the sub-low-temperature and low-pressure gas refrigerant into the compressor 1 to be compressed into high-temperature and high-pressure gas refrigerant.

In this mode, the rotation speed of the compressor 1, the opening degree of the heating electronic expansion valve 8 and the opening degree of the evaporator electronic expansion valve 15 are regulated and controlled according to the temperature of the ambient air which is cooled to be not lower than the dew-point temperature and the required heating amount of the battery pack 20.

An eleventh mode: passenger compartment no demand mode and battery pack cooling mode:

when the heat management mode of the passenger compartment is a passenger compartment no-demand mode and the heat management mode of the battery pack is a battery pack cooling mode, a high-temperature high-pressure working medium discharged by the compressor 1 flows through the outdoor heat exchanger 2 to be cooled to form a secondary high-temperature high-pressure working medium, then flows to the electronic expansion valve 15 of the evaporator, is throttled and reduced in pressure to form a low-temperature low-pressure working medium, flows to the evaporator 18 to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor 1; working medium for controlling the heat management circulation loop of the battery pack sequentially flows through the battery pack, the condenser 17 and the evaporator 18 under the action of the water pump 19.

Referring to fig. 12, in the battery pack cooling mode, only the first cooling solenoid valve 6, the second evaporation solenoid valve 23, the battery pack solenoid valve 21, and the evaporator electronic expansion valve 15 are opened, the second cooling solenoid valve 7, the heating electronic expansion valve 8, the first heating solenoid valve 9, the second heating solenoid valve 10, the condenser solenoid valve 14, the evaporator electronic expansion valve 15, and the evaporator solenoid valve 16 of other refrigerant circuits are closed, the three-way of the circulation water path is only communicated with the battery circuit, and the short-circuit pipeline is closed.

The high-temperature and high-pressure refrigerant gas discharged by the compressor 1 enters the outdoor heat exchanger 2 through the first refrigeration electromagnetic valve 6 to release heat (the average temperature of the refrigerant in the process is about 40-60 ℃), and the refrigerant gas is changed into a secondary high-temperature and high-pressure liquid after being cooled and flows out. The liquid refrigerant flows through the second evaporation solenoid valve 23 and the battery pack solenoid valve 21, is throttled and depressurized through the evaporator electronic expansion valve 15, is changed into a low-temperature and low-pressure gas-liquid two-phase flow, enters the evaporator 18 to cool the battery water channel, the heat-absorbed refrigerant is changed into a low-temperature and low-pressure gas, flows into the gas-liquid separator 5 through the second refrigeration solenoid valve 7, and the low-temperature and low-pressure gas refrigerant is re-sucked into the compressor 1 to be compressed into a high-temperature and high-pressure gas refrigerant.

In this mode, the rotational speed of the compressor 1 is regulated and controlled according to the required cooling capacity of the battery pack 20; and regulating and controlling the opening degree of the electronic expansion valve 15 of the evaporator according to the superheat degree of the secondary high-temperature high-pressure working medium discharged from the evaporator 18.

Therefore, the hydrogen energy automobile frostless heat pump system without the PTC heater plays a role similar to a heat accumulator through a circulating water system, the heat productivity of the high-speed operation of the compressor is used as a main heat source of the heat pump under the low-temperature working condition, the problem of frosting of the heat pump is solved under the condition that the PTC, the heat regenerator and other parts are not additionally arranged, a battery pack and a heat management system of a passenger compartment are integrated, the heat pump system is more efficient, energy-saving, comfortable and economical, and the problem that the traditional air source heat pump cannot absorb heat from ambient air under the low-temperature working condition and the PTC must be added for heating is solved.

Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Various changes and modifications may be made by those skilled in the art without departing from the spirit and scope of the present disclosure, and these changes and modifications are intended to fall within the scope of the present disclosure.

Claims (8)

1. A hydrogen energy automobile frostless heat pump system without a PTC heater is characterized by comprising:

the battery pack heat management circulating system comprises a battery pack (20), a first inlet of an evaporator (18), a first outlet of the evaporator (18), a first inlet of a condenser (17) and a first outlet of the condenser (17), which are sequentially connected end to form a battery pack heat management circulating loop, wherein the battery pack (20) is connected with a bypass pipeline in parallel; the battery pack heat management circulation loop is provided with a water pump (19);

the passenger compartment heat management circulating system comprises a compressor (1), an outdoor heat exchanger (2), an indoor heat exchanger (4), a refrigeration electronic expansion valve (3), a heating electronic expansion valve (8), an evaporator electronic expansion valve (15), an evaporator (18) and a condenser (17) which form a heating circulating loop and a refrigeration circulating loop, wherein the refrigeration electronic expansion valve (3) is arranged between the outdoor heat exchanger (2) and the indoor heat exchanger (4) in the refrigeration circulating loop, and the heating electronic expansion valve (8) is arranged between the indoor heat exchanger (4) and the outdoor heat exchanger (2) in the heating circulating loop;

the evaporator electronic expansion valve (15) is arranged between a second outlet of the condenser (17) and a second inlet of the evaporator (18);

the outlet of the compressor (1) is selectively in fluid connection with the inlet of the outdoor heat exchanger (2), the inlet of the indoor heat exchanger (4), the second inlet of the condenser (17);

the inlet of the compressor (1) is selectively in fluid connection with the second outlet of the evaporator (18), the outlet of the outdoor heat exchanger (2), the outlet of the indoor heat exchanger (4);

the outlet of the indoor heat exchanger (4) is selectively in fluid connection with the inlet of the outdoor heat exchanger (2), the second inlet of the condenser (17), the second inlet of the evaporator (18);

the inlet of the indoor heat exchanger (4) is selectively in fluid connection with the outlet of the outdoor heat exchanger (2) and the second outlet of the condenser (17);

the inlet of the outdoor heat exchanger (2) is in fluid connection with the second outlet of the condenser (17);

the outlet of the outdoor heat exchanger (2) is in fluid connection with a second inlet of the evaporator (18).

2. The hydrogen energy automobile frost-free heat pump system without the PTC heater according to claim 1, wherein: the refrigeration circulation loop comprises the compressor (1), a first refrigeration electromagnetic valve (6), the outdoor heat exchanger (2), the refrigeration electronic expansion valve (3), the indoor heat exchanger (4), a second refrigeration electromagnetic valve (7) and a gas-liquid separator (5) which are sequentially connected end to end; and/or the presence of a gas in the gas,

the heating circulation loop comprises the compressor (1), a first heating electromagnetic valve (9), the indoor heat exchanger (4), the heating electronic expansion valve (8), the outdoor heat exchanger (2), a second heating electromagnetic valve (10) and the gas-liquid separator (5) which are sequentially connected end to end; and/or the presence of a gas in the gas,

the outer surface of the compressor (1) is fully coated with a heat insulation layer.

3. The hydrogen energy automobile frost-free heat pump system without the PTC heater according to claim 2, wherein: a condenser electromagnetic valve (14) is arranged between the compressor (1) and a second inlet of the condenser (17); the condenser (17) and the evaporator (18) are connected in series to form a first parallel branch, and the first parallel branch is connected with the gas-liquid separator (5) and the compressor (1) in series.

4. The hydrogen energy automobile frost-free heat pump system without the PTC heater of claim 3, further comprising: by first evaporation solenoid valve (22), evaporimeter solenoid valve (16) condenser (17) evaporimeter electronic expansion valve (15) evaporimeter (18) are fluidly connected in proper order and are formed the parallel branch road of second, the parallel branch road of second is located in the heating circulation circuit behind indoor heat exchanger (4), and with pipeline series connection setting between vapour and liquid separator (5), the export of vapour and liquid separator (5) with the entry of compressor (1) is fluidly connected.

5. The hydrogen energy automobile frost-free heat pump system without the PTC heater according to claim 4, wherein: the refrigeration cycle system is characterized by further comprising a third parallel branch formed by sequentially and fluidly connecting a second evaporation electromagnetic valve (23), a battery pack electromagnetic valve (21), the evaporator electronic expansion valve (15) and the evaporator (18), wherein the third parallel branch is connected with a pipeline positioned in the refrigeration cycle loop and positioned behind the outdoor heat exchanger (2) and between the gas-liquid separator (5) in series, and the outlet of the gas-liquid separator (5) is fluidly connected with the inlet of the compressor (1); and/or the presence of a gas in the gas,

further comprising a first three-way valve, which replaces the first cooling solenoid valve (6) and the first heating solenoid valve (9); and/or the presence of a gas in the atmosphere,

the second heating solenoid valve (10) is replaced by a second three-way valve; and/or the presence of a gas in the atmosphere,

-further comprising a third three-way valve, which replaces the second evaporation solenoid valve (23); and/or the presence of a gas in the gas,

the bypass pipeline and the input end of the battery pack are respectively provided with an electromagnetic valve or the input end of the battery pack is provided with a fourth three-way valve, and a third outlet of the fourth three-way valve is in fluid connection with the bypass pipeline.

6. A hydrogen-powered automobile frost-free heat pump system without a PTC heater according to any of claims 1-5, wherein:

when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack temperature equalizing mode,

a part of the high-temperature high-pressure working medium from the compressor (1) flows through the indoor heat exchanger (4) to be cooled to form a secondary high-temperature high-pressure working medium and realize the heating of the passenger compartment; the rest part of the high-temperature and high-pressure working medium from the compressor (1) flows through the condenser (17) to be cooled to form a secondary high-temperature and high-pressure working medium; one part of the mixed working medium of the two parts of secondary high-temperature and high-pressure working media flows to the heating electronic expansion valve (8) and is throttled and depressurized to form a low-temperature and low-pressure working medium, then flows to the outdoor heat exchanger (2) to cool the ambient air to a temperature not lower than the dew point temperature of the working medium, is heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor (1), and the rest part of the mixed working medium of the two parts of secondary high-temperature and high-pressure working media flows to the evaporator electronic expansion valve (15) and is throttled and depressurized, then flows to the evaporator (18) and is heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor (1); working media of the battery pack heat management circulation loop sequentially flow through the battery pack (20), the evaporator (18) and the condenser (17) under the action of a water pump (19).

7. The hydrogen-energy automobile frost-free heat pump system without the PTC heater according to any one of claims 1 to 5, wherein:

when the passenger compartment thermal management mode is a passenger compartment heating mode and the battery pack thermal management mode is a battery pack heating mode,

a part of high-temperature and high-pressure working medium from the compressor (1) flows through the indoor heat exchanger (4) to be cooled to form secondary high-temperature and high-pressure working medium, flows to the heating electronic expansion valve (8) after being heated, is throttled and depressurized to form low-temperature and low-pressure working medium, flows to the outdoor heat exchanger (2), cools ambient air to be not lower than the dew point temperature of the ambient air, and flows to the compressor (1) after being heated to form secondary low-temperature and low-pressure working medium; the rest part of the high-temperature and high-pressure working medium from the compressor (1) flows through the condenser (17) to be cooled to form a secondary high-temperature and high-pressure working medium, then flows to the electronic expansion valve (15) of the evaporator, is throttled and reduced in pressure, flows to the evaporator (18) to be heated to form a secondary low-temperature and low-pressure working medium, and then flows to the compressor (1); working media of the heat management circulation loop of the battery pack sequentially flow through the battery pack (20), the evaporator (18) and the condenser (17) under the action of a water pump (19),

and/or the presence of a gas in the atmosphere,

when the passenger compartment thermal management mode is a passenger compartment heating mode and the battery pack thermal management mode is a battery pack cooling mode,

a high-temperature high-pressure working medium discharged by the compressor (1) flows through the indoor heat exchanger (4) to be cooled to form a secondary high-temperature high-pressure working medium and realize heating of a passenger compartment, one part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve (8), is throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger (2) to cool ambient air to a temperature not lower than the dew point temperature of the ambient air, is heated to form a secondary low-temperature low-pressure working medium, then flows to the compressor (1), and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve (15), is throttled and depressurized, then flows to the evaporator (18), is heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor (1); working media of the heat management circulation loop of the battery pack sequentially flow through the battery pack, the evaporator (18) and the condenser (17) under the action of the water pump (19),

and/or the presence of a gas in the atmosphere,

when the passenger compartment heat management mode is a passenger compartment cooling mode and the battery pack heat management mode is a battery pack cooling mode,

a high-temperature high-pressure working medium discharged by the compressor (1) flows through the outdoor heat exchanger (2) to be cooled to form a secondary high-temperature high-pressure working medium, one part of the secondary high-temperature high-pressure working medium flows to the refrigeration electronic expansion valve (3) to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger (4) to be heated to form a secondary low-temperature low-pressure working medium, so that the passenger compartment is cooled to flow to the compressor (1), and the rest part of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve (15) to be throttled and depressurized to flow to the evaporator (18) to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor (1); working medium of the heat management circulation loop of the battery pack flows through the battery pack, the condenser (17) and the evaporator (18) in sequence under the action of the water pump (19),

and/or the presence of a gas in the gas,

when the passenger compartment thermal management mode is a passenger compartment cooling mode, the battery pack thermal management mode is a battery pack heating mode,

a high-temperature high-pressure working medium discharged by the compressor (1) flows to the condenser (17) to be cooled to form a secondary high-temperature high-pressure working medium, a part of the secondary high-temperature high-pressure working medium flows to the refrigeration electronic expansion valve (3) to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the indoor heat exchanger (4) to be heated to form a secondary low-temperature low-pressure working medium, so that the secondary low-temperature low-pressure working medium flows to the compressor (1) after the passenger compartment is cooled, and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve (15) to be throttled and depressurized and then flows to the evaporator (18) to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor (1); working media of the heat management circulation loop of the battery pack sequentially flow through the battery pack, the condenser (17) and the evaporator (18) under the action of the water pump (19),

and/or the presence of a gas in the atmosphere,

when the passenger compartment heat management mode is a passenger compartment refrigeration mode and the battery pack heat management mode is a battery pack temperature equalization mode,

high-temperature high-pressure working medium discharged by the compressor (1) flows through the outdoor heat exchanger (2) to be cooled to form secondary high-temperature high-pressure working medium, then flows to the refrigeration electronic expansion valve (3), is throttled and depressurized to form low-temperature low-pressure working medium, then flows to the indoor heat exchanger (4) to be heated to form secondary low-temperature low-pressure working medium, so that the passenger compartment is cooled and then flows to the compressor (1); working media of the heat management circulation loop of the battery pack sequentially flow through the battery pack, the condenser (17) and the evaporator (18) under the action of the water pump (19),

and/or the presence of a gas in the gas,

when the passenger compartment heat management mode is a passenger compartment cooling mode and the battery pack heat management mode is a battery pack no-demand mode,

high-temperature high-pressure working medium from the compressor (1) flows through the outdoor heat exchanger (2) to be cooled to form secondary high-temperature high-pressure working medium, then flows to the refrigeration electronic expansion valve (3), is throttled and depressurized to form low-temperature low-pressure working medium, then flows to the indoor heat exchanger (4) to be heated to form secondary low-temperature low-pressure working medium so as to realize that the passenger compartment flows to the compressor (1) after being cooled,

and/or the presence of a gas in the gas,

when the passenger compartment thermal management mode is a passenger compartment no-demand mode and the battery pack thermal management mode is a battery pack temperature equalization mode,

working medium of the heat management circulation loop of the battery pack flows through the battery pack (20), the evaporator (18) and the condenser (17) in sequence under the action of the water pump (19),

and/or the presence of a gas in the atmosphere,

when the passenger compartment thermal management mode is a passenger compartment no-demand mode, the battery pack thermal management mode is a battery pack heating mode,

a high-temperature high-pressure working medium discharged by the compressor (1) flows through the condenser (17) to be cooled to form a secondary high-temperature high-pressure working medium, one part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve (8) to be throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger (2) to cool the ambient air to a temperature not lower than the dew point temperature of the ambient air, heats the ambient air to form a secondary low-temperature low-pressure working medium, then flows to the compressor (1), and the rest of the secondary high-temperature high-pressure working medium flows to the evaporator electronic expansion valve (15) to be throttled and depressurized, then flows to the evaporator (18) to heat the ambient air to form a secondary low-temperature low-pressure working medium, and then flows to the compressor (1); working medium of the heat management circulation loop of the battery pack flows through the battery pack, the condenser (17) and the evaporator (18) in sequence under the action of the water pump (19),

and/or the presence of a gas in the gas,

when the passenger compartment thermal management mode is a passenger compartment no-demand mode, the battery pack thermal management mode is a battery pack cooling mode,

high-temperature high-pressure working medium from the compressor (1) flows through the outdoor heat exchanger (2) to be cooled to form secondary high-temperature high-pressure working medium, then flows to the electronic expansion valve (15) of the evaporator, is throttled and reduced in pressure to form low-temperature low-pressure working medium, flows to the evaporator (18) to be heated to form secondary low-temperature low-pressure working medium, and then flows to the compressor (1); working media of the heat management circulation loop of the battery pack sequentially flow through the battery pack, the condenser (17) and the evaporator (18) under the action of the water pump (19).

8. The hydrogen-energy automobile frost-free heat pump system without the PTC heater according to any one of claims 1 to 5, wherein:

when the passenger compartment heat management mode is a passenger compartment heating mode and the battery pack heat management mode is a battery pack no-demand mode,

a high-temperature high-pressure working medium discharged by the compressor (1) flows through the indoor heat exchanger (4) to be cooled to form a secondary high-temperature high-pressure working medium and realize heating of a passenger compartment, one part of the secondary high-temperature high-pressure working medium flows to the heating electronic expansion valve (8), is throttled and depressurized to form a low-temperature low-pressure working medium, then flows to the outdoor heat exchanger (2) to cool ambient air to a temperature not lower than the dew point temperature of the ambient air and is heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor, and the rest of the secondary high-temperature high-pressure working medium flows to the condenser (17), is throttled and depressurized by the evaporator electronic expansion valve (15), flows to the evaporator (18) to be heated to form a secondary low-temperature low-pressure working medium, and then flows to the compressor (1); working media of the battery pack heat management circulation loop sequentially flow through the bypass pipeline, the condenser (17) and the evaporator (18) under the action of the water pump (19).

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