CN219727791U - Electric automobile direct heat pump air conditioner thermal management system - Google Patents
Electric automobile direct heat pump air conditioner thermal management system Download PDFInfo
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- CN219727791U CN219727791U CN202321143660.6U CN202321143660U CN219727791U CN 219727791 U CN219727791 U CN 219727791U CN 202321143660 U CN202321143660 U CN 202321143660U CN 219727791 U CN219727791 U CN 219727791U
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- heat exchanger
- heat pump
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- 239000007788 liquid Substances 0.000 claims abstract description 60
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 84
- 239000003507 refrigerant Substances 0.000 claims description 81
- 238000001816 cooling Methods 0.000 claims description 22
- 238000004891 communication Methods 0.000 claims description 18
- 239000000110 cooling liquid Substances 0.000 claims description 14
- 238000004378 air conditioning Methods 0.000 claims 9
- 238000010438 heat treatment Methods 0.000 description 19
- 239000002918 waste heat Substances 0.000 description 13
- 238000010586 diagram Methods 0.000 description 9
- 238000011084 recovery Methods 0.000 description 9
- 238000000034 method Methods 0.000 description 4
- 238000010257 thawing Methods 0.000 description 4
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000010354 integration Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000013065 commercial product Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 239000005357 flat glass Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000003595 mist Substances 0.000 description 1
- 238000005057 refrigeration Methods 0.000 description 1
Abstract
The utility model provides a direct heat pump air conditioner thermal management system of an electric automobile, which comprises a direct heat pump system, a battery pack pump assembly, a motor electric control pump assembly, a radiator, a first pipe heat exchanger, a second pipe heat exchanger and a valve assembly, wherein the battery pack pump assembly is arranged on the electric automobile; the battery pack pump assembly is selectively communicated with the radiator to form a battery pack cold liquid loop; the motor electric control pump assembly is selectively connected with the radiator to form a motor electric control cold liquid loop; the direct heat pump system includes a heat pump assembly; the valve component is respectively communicated with the heat pump component, the battery pack pump component, the motor electric control pump component, the radiator, the first pipe heat exchanger and the second pipe heat exchanger and is used for enabling the heat pump component and the battery pack pump component to be respectively and selectively communicated with the corresponding side of the first pipe heat exchanger to form a loop, the heat pump component and the motor electric control pump component are respectively and selectively communicated with the corresponding side of the second pipe heat exchanger to form a loop, and the battery pack pump component and the motor electric control pump component are respectively and selectively communicated to form a loop.
Description
Technical Field
The utility model relates to the technical field of automotive thermal management, in particular to a direct heat pump air conditioner thermal management system of an electric automobile.
Background
Electric vehicles are becoming mainstream, and corresponding thermal management systems are also required to develop in a high-efficiency and energy-saving direction. The engine heating system of the traditional fuel automobile is not available, and the requirements of a battery pack, a motor, electric control temperature control, defrosting of a heat exchanger, defogging of window glass and the like are met when the temperature control of a passenger cabin is met by the electric automobile heating system. The electric automobile thermal management system is divided into three subsystems of passenger cabin thermal management, battery pack thermal management and motor thermal management, and the prior art adopts independent subsystems to respectively meet the thermal management requirement, so that the defect of low integration level exists.
In addition, the motor, the battery pack and other components can generate a large amount of waste heat, and the prior art does not recover the heat.
Disclosure of Invention
The utility model aims to: the utility model aims to solve the technical problems of the prior art, and provides a direct heat pump air conditioner thermal management system for an electric automobile, which can improve the coupling degree of a refrigerant loop and a cooling liquid loop and improve the endurance mileage of the electric automobile while meeting the requirements of passenger cabin thermal management, battery pack thermal management and motor thermal management.
In order to solve the technical problems, the utility model discloses a direct heat pump air conditioner thermal management system of an electric automobile, which comprises a direct heat pump system, a battery pack pump assembly, a motor electric control pump assembly, a radiator, a first pipe heat exchanger, a second pipe heat exchanger and a valve assembly. The battery pack pump assembly is in selective communication with the heat sink to form a battery pack coolant circuit. The motor electric control pump assembly is selectively connected with the radiator to form a motor electric control cold liquid loop. The direct heat pump system includes a heat pump assembly. The valve component is respectively communicated with the heat pump component, the battery pack pump component, the motor electric control pump component, the radiator, the first pipe heat exchanger and the second pipe heat exchanger and is used for enabling the heat pump component and the battery pack pump component to be respectively and selectively communicated with the corresponding side of the first pipe heat exchanger to form a loop, the heat pump component and the motor electric control pump component are respectively and selectively communicated with the corresponding side of the second pipe heat exchanger to form a loop, and the battery pack pump component and the motor electric control pump component are respectively and selectively communicated to form a loop.
Specifically, the valve assembly comprises a five-way water valve, a three-way water valve, a second electromagnetic valve and a second electronic expansion valve.
The heat pump assembly and the battery pack pump assembly are respectively selectively communicated with corresponding sides of the first beller heat exchanger to form a loop, and the heat pump assembly comprises: the heat pump assembly, the second electronic expansion valve, the refrigerant side of the first beller heat exchanger and the second electromagnetic valve are sequentially communicated to form a second refrigerant circulation loop; and the battery pack pump assembly, the fifth and first interfaces of the five-way water valve and the cold liquid side of the first beller heat exchanger are sequentially communicated to form a second cold liquid circulation loop.
The heat pump assembly and the motor electric control pump assembly are respectively and selectively communicated with the corresponding sides of the second beller heat exchanger to form a loop, and the heat pump assembly comprises: the heat pump assembly, the first electromagnetic valve and the refrigerant side of the second beller heat exchanger are sequentially communicated and form a fourth refrigerant circulation loop; the motor electric control pump assembly, the second interface and the third interface of the five-way water valve, the third interface and the second interface of the three-way water valve and the cold liquid side of the second beller heat exchanger are sequentially communicated to form a fourth cold liquid circulation loop.
The battery pack pump assembly is selectively communicated with the motor electric control pump assembly to form a loop, and the battery pack pump assembly comprises: and the motor electric control pump assembly, the second interface and the fifth interface of the five-way water valve and the battery pack pump assembly are sequentially communicated to form a fifth cold liquid circulation loop.
Further, the direct heat pump system further comprises a first solenoid valve. The heat pump assembly, the first electromagnetic valve, the second electromagnetic valve and the gas-liquid separator are sequentially communicated to form a third refrigerant circulation loop.
Further, the direct heat pump system further comprises a first electronic expansion valve and an evaporator. The heat pump assembly, the first electronic expansion valve, the evaporator, the second electromagnetic valve and the gas-liquid separator are sequentially communicated to form a first refrigerant circulation loop. The system also includes at least any one of a passenger compartment cooling mode and a window defogging mode, the first refrigerant circuit being in communication when the thermal management system is in either the passenger compartment cooling mode or the window defogging mode.
Further, the system further comprises: the motor electric control pump assembly, the second interface and the third interface of the five-way water valve, the third interface and the first interface of the three-way water valve and the radiator are sequentially communicated to form a third cold liquid circulation loop. When the thermal management system is in the motor electric control cooling mode, the third cooling liquid circulation loop is in a communicating state.
Further, the method further comprises the following steps: the battery pack pump assembly, the fifth interface and the third interface of the five-way water valve, the third interface and the first interface of the three-way water valve and the radiator are sequentially communicated to form a first cold liquid circulation loop; when the thermal management system is in the weak cooling mode of the battery pack, the first cooling liquid circulation loop is in a communicating state.
Specifically, the heat pump assembly comprises an electric compressor, an indoor condenser, a full-flow electronic expansion valve and an outdoor heat exchanger which are sequentially communicated. Wherein, the export of electric compressor is linked together with indoor condenser, and the entry of electric compressor communicates with the refrigerant side export of second solenoid valve, second beller heat exchanger respectively. The battery pack pump assembly comprises a second water pump and a battery pack which are sequentially communicated. The motor electric control pump assembly comprises a first water pump and a motor electric control which are sequentially communicated.
Further, the system also comprises a WPTC, wherein the WPTC is positioned on a pipeline which communicates the second water pump and the battery pack.
Further, the system also comprises a gas-liquid separator, wherein the gas-liquid separator is arranged among the second beller heat exchanger, the second electromagnetic valve and the electric compressor.
Further, the system also comprises a water kettle which is respectively communicated with the battery pack pump assembly and the motor electric control pump assembly.
The beneficial effects are that:
according to the direct heat pump air conditioner thermal management system of the electric automobile, the battery pack pump assembly is arranged to be selectively communicated with the radiator to form the battery pack cold liquid loop, the motor electric control pump assembly is selectively connected with the radiator to form the motor electric control cold liquid loop, the heat pump assembly and the battery pack pump assembly are respectively selectively communicated with the corresponding sides of the first pipe heat exchanger to form the loop, the heat pump assembly and the motor electric control pump assembly are respectively selectively communicated with the corresponding sides of the second pipe heat exchanger to form the loop, and the battery pack pump assembly and the motor electric control pump assembly are selectively communicated to form the loop, so that the direct heat pump system, the battery thermal management subsystem and the motor electric control thermal management subsystem are mutually coupled, and the integration level is high. Meanwhile, waste heat recovery of components such as electric control of a motor, a battery pack and the like can be realized through mutual coupling among subsystems.
Drawings
The foregoing and/or other advantages of the utility model will become more apparent from the following detailed description of the utility model when taken in conjunction with the accompanying drawings and detailed description.
Fig. 1 is a component connection diagram of a direct heat pump air conditioner thermal management system for an electric automobile according to the present utility model.
FIG. 2 is a state diagram of a passenger compartment cooling mode and a vehicle window defogging mode provided by the utility model;
FIG. 3 is a state diagram of a weak cooling mode of a battery pack according to the present utility model;
FIG. 4 is a state diagram of a battery pack strong cooling mode, a passenger cabin heating battery pack waste heat recovery mode, and an outdoor heat exchanger defrosting battery pack waste heat recovery mode provided by the utility model;
FIG. 5 is a state diagram of an electric motor control cooling mode provided by the utility model;
FIG. 6 is a state diagram of a simultaneous cooling mode for a passenger compartment and a battery pack provided by the present utility model;
FIG. 7 is a state diagram of a passenger compartment heating mode provided by the present utility model;
fig. 8 is a state diagram of an electric power recovery mode of a passenger cabin heating electric motor provided by the utility model;
fig. 9 is a state diagram of an electric control waste heat recovery mode of a battery pack heating motor provided by the utility model.
Detailed Description
The reference numerals of the present utility model are as follows:
the electric compressor 1, the HVAC assembly 2, the indoor condenser 201, the APTC202, the evaporator 203, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the first electronic expansion valve 5, the first solenoid valve 6, the second electronic expansion valve 7, the first beller heat exchanger 8, the second solenoid valve 9, the gas-liquid separator 10, the first water pump 11, the radiator 12, the second heat exchanger 13, the three-way water valve 14, the first interface 141 of the three-way water valve, the second interface 142 of the three-way water valve, the third interface 143 of the three-way water valve, the kettle 15, the second water pump 16, the five-way water valve 18, the first interface 181 of the five-way water valve, the second interface 182 of the five-way water valve, the third interface 183 of the five-way water valve, the fourth interface 184 of the five-way water valve, the fifth interface 185 of the five-way water valve, the battery pack 19, and the motor electric control 20.
The technical scheme of the utility model is described in detail below with reference to the accompanying drawings.
The utility model provides a direct heat pump air conditioner heat management system of an electric automobile, which is shown in fig. 1 and comprises a direct heat pump system, a battery pack pump assembly, a motor electric control pump assembly, a radiator 12, a first pipe heat exchanger 8, a second pipe heat exchanger 13 and a valve assembly.
As shown in fig. 1, the direct heat pump system is a three heat exchanger heat pump system comprising an electric compressor 1, an outdoor heat exchanger 4, and an HVAC assembly 2. Wherein the outdoor heat exchanger 4 comprises an electronic fan by means of which an outdoor air flow is led to the outdoor heat exchanger 4. The HVAC assembly 2 includes an indoor condenser 201, an evaporator 203, a blower for directing indoor or outdoor airflow to the HVAC, and an APTC202 for exchanging heat with air carried by the blower.
As shown in fig. 1, the motor-controlled pump assembly includes a first water pump 11 and a motor control 20 in communication with the first water pump 11. The battery pack pump assembly includes a second water pump 16 and a battery pack 19 in communication with the second water pump 16.
As shown in fig. 1, the valve assembly includes a five-way water valve 18, a three-way water valve 14, a second solenoid valve 9, and a second electronic expansion valve 7.
As shown in fig. 1, the outlet of the electric compressor 1 is connected to the inlet of the outdoor heat exchanger 4 through the indoor condenser 201 and the full-flow electronic expansion valve 3 in this order, thereby forming a heat pump unit. The outlet of the outdoor heat exchanger 4 is connected with the outlet of the electric compressor 1 through the first parallel branch and the second parallel branch in sequence. The first parallel branch includes a first refrigerant branch, a second refrigerant branch, and a third refrigerant branch. The first refrigerant branch includes the first electronic expansion valve 5 and the evaporator 203, which are disposed in this order. The second refrigerant branch comprises a first solenoid valve 6. The third refrigerant leg comprises a first chiller heat exchanger 8. The second parallel branch includes a fourth refrigerant branch and a fifth refrigerant branch. The fourth refrigerant branch comprises a second solenoid valve 9. The fifth refrigerant leg comprises a second chiller heat exchanger 13. The first cold side end of the first beller heat exchanger 8, the first end of the battery pack pump assembly, the first end of the motor electric control pump assembly, and the first end of the cold side of the second beller heat exchanger 13 are in parallel communication with the first end of the radiator 12.
As shown in fig. 1, the first port 181 of the five-way water valve is communicated with the second end of the cold liquid side of the first pipe heat exchanger 8, the second port 182 of the five-way water valve is communicated with the second end of the motor electric control pump assembly, the third port 183 of the five-way water valve is communicated with the third port 143 of the three-way water valve, the fourth port 184 of the five-way water valve is communicated with the first end of the battery pack pump assembly, the fifth port 185 of the five-way water valve is communicated with the second end of the battery pack pump assembly, the first port 141 of the three-way water valve is communicated with the second end of the radiator 12, and the second port 142 of the three-way water valve is communicated with the second end of the cold liquid side of the second pipe heat exchanger 13.
As shown in fig. 1, the system further includes a WPTC17, the WPTC17 being located on a line communicating the second water pump 16 with the battery pack 19.
As shown in fig. 1, the system further includes a gas-liquid separator 10, the gas-liquid separator 10 being disposed between the second beller heat exchanger 13, the second solenoid valve 9 and the electric compressor 1.
As shown in fig. 1, the system further comprises a water kettle 15, wherein the water kettle 15 is respectively communicated with the battery pack pump assembly and the motor electric control pump assembly.
The utility model controls the opening and closing of the electromagnetic valve on each refrigerant circulation loop and each cold liquid circulation loop and the opening and closing of different interfaces in the five-way water valve and the three-way water valve, so that the corresponding refrigerant circulation loop and the corresponding cold liquid circulation loop are in a communication state to be used as the corresponding circulation paths of the refrigerant and the cold liquid. The five-way water valve adopted by the utility model is a commercial product produced by Zhejiang Sanhua intelligent control Co., ltd, and can realize the functions under the following working modes.
The working method of the utility model is as follows:
as shown in fig. 2, in the passenger compartment cooling mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the first electronic expansion valve 5, the evaporator 203, the second solenoid valve 9, and the gas-liquid separator 10, which are sequentially connected, form a first refrigerant circulation circuit, and the first refrigerant circulation circuit is in an on state as a flow path of the refrigerant. The heat in the passenger compartment is transferred to the refrigerant in the first refrigerant circulation loop through the evaporator 203 and then transferred to the outdoor air through the outdoor heat exchanger 4, thereby achieving the purpose of refrigerating the passenger compartment. In this mode of operation, the indoor condenser 201 is not operating as a circuit.
As shown in fig. 3, when the temperature of the battery pack 19 is low, the system is in the weak cooling mode of the battery pack, and the second water pump 16, the battery pack 19, the fifth and third interfaces of the five-way water valve 18, the third and first interfaces of the three-way water valve 14, and the radiator 12, which are sequentially communicated, form a first cold liquid circulation loop, and the first cold liquid circulation loop is in a conducting state to serve as a circulation path of the cooling liquid. The heat of the battery pack 19 is transferred to the outdoor air through the radiator 12.
As shown in fig. 4, when the temperature of the battery pack 19 is too high and strong cooling is required, the system is in a battery pack strong cooling mode, and the second water pump 16, the battery pack 19, the fifth and first interfaces of the five-way water valve 18 and the first belller heat exchanger 8 which are sequentially communicated form a second cold liquid circulation loop, and the second cold liquid circulation loop is in a communicated state to be used as a circulation path of the cooling liquid. The electric compressor 1, the indoor condenser 201, the full-circulation electronic expansion valve 3, the outdoor heat exchanger 4, the second electronic expansion valve 7, the first beller heat exchanger 8, the second electromagnetic valve 9 and the gas-liquid separator 10 which are sequentially communicated form a second refrigerant circulation loop, the second refrigerant circulation loop is connected with the second refrigerant circulation loop through the first beller heat exchanger 8, heat of the battery pack 19 is transferred to the refrigerant of the second refrigerant circulation loop through the first beller heat exchanger 8, and then transferred to outdoor air through the outdoor heat exchanger 4, so that the purpose of cooling the battery pack 19 is achieved. In this mode of operation, the indoor condenser 201 is not operating as a circuit.
As shown in fig. 5, in the motor electric control cooling mode, the first water pump 11, the motor electric control 20, the second and third interfaces of the five-way water valve 18, the third and first interfaces of the three-way water valve 14, and the radiator 12, which are sequentially communicated, form a third cold liquid circulation loop, and the third cold liquid circulation loop is in a communication state to be used as a circulation path of the cooling liquid. The heat of the motor electric control 20 is transferred to the outdoor air through the radiator 12, so that the purpose of cooling the motor electric control 20 is achieved.
As shown in fig. 6, in the passenger compartment and battery pack simultaneous cooling mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the first electronic expansion valve 5, the evaporator 203, the second electromagnetic valve 9, and the gas-liquid separator 10, which are sequentially connected, form a first refrigerant circulation circuit. The electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the second electronic expansion valve 7, the first beller heat exchanger 8, the second electromagnetic valve 9 and the gas-liquid separator 10 which are sequentially communicated form a second refrigerant circulation loop. The second water pump 16, the battery pack 19, the fifth and first interfaces of the five-way water valve 18 and the first belller heat exchanger 8 which are communicated in sequence form a second cold liquid circulation loop. The second refrigerant circulation circuit is in a communication state to serve as a circulation path of the cooling liquid, and the first refrigerant circulation circuit and the second refrigerant circulation circuit are simultaneously communicated to serve as a circulation path of the refrigerant. The heat of the passenger cabin is transferred to the refrigerant through the evaporator 203, and the heat of the battery pack 19 is transferred to the refrigerant through the first beller heat exchanger 8, and then the heat is transferred to the outdoor air through the outdoor heat exchanger 4, so that the purpose of simultaneously refrigerating the passenger cabin and the battery pack 19 is achieved. In this mode of operation, the indoor condenser 201 is not operating as a circuit.
As shown in fig. 7, in the passenger compartment heating mode, when the ambient temperature is higher than 0 ℃, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the first solenoid valve 6, the second solenoid valve 9, and the gas-liquid separator 10, which are sequentially connected, form a third refrigerant circulation circuit. The third refrigerant circulation circuit is in a communication state as a flow path of the refrigerant. The refrigerant takes heat from the outdoor air through the outdoor heat exchanger 4, and the heat is transferred to the indoor by the indoor condenser 201. When the ambient temperature is less than 0 ℃, the heat transferred by the refrigerant heating cycle cannot meet the heating requirement of the passenger cabin, and the APTC202 is started at the same time, so that the purpose of heating the passenger cabin is achieved.
As shown in fig. 4, in the passenger compartment heating battery pack cooling mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the second electronic expansion valve 7, the first beller heat exchanger 8, the second solenoid valve 9, and the gas-liquid separator 10, which are sequentially connected, form a second refrigerant circulation circuit. The second refrigerant circulation circuit is in a communication state as a flow path of the refrigerant. The second water pump 16, the battery pack 19, the fifth and first interfaces of the five-way water valve 18 and the first belller heat exchanger 8 which are communicated in sequence form a second cold liquid circulation loop. The second cooling liquid circulation loops are all in a communicated state and serve as a circulation path of cooling liquid. The heat of the battery pack 19 is transferred to the refrigerant through the first condenser heat exchanger 8, and the refrigerant transfers the heat to the passenger cabin through the indoor condenser 201, so that the purposes of heating the passenger cabin and refrigerating the battery pack 19 are achieved. In this operation mode, the refrigerant does not exchange heat in the outdoor heat exchanger 4, the outdoor heat exchanger 4 serves as a pipe, the indoor condenser 201 serves as a condenser, and the first condenser heat exchanger 8 serves as an evaporator.
As shown in fig. 4, in the passenger compartment heating battery pack waste heat recovery mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the second electronic expansion valve 7, the first beller heat exchanger 8, the second solenoid valve 9, and the gas-liquid separator 10, which are sequentially connected, form a second refrigerant circulation circuit. The second water pump 16, the battery pack 19, the fifth and first interfaces of the five-way water valve 18 and the first belller heat exchanger 8 which are communicated in sequence form a second cold liquid circulation loop. The second refrigerant circulation loop and the second cold liquid circulation loop are both in a communication state. The heat of the battery pack 19 is recovered to the refrigerant through the first condenser heat exchanger 8, and the refrigerant transfers the heat to the passenger cabin through the indoor condenser 201, so that the purposes of heating the passenger cabin and recovering the waste heat of the battery pack 19 are achieved. In this operation mode, the indoor condenser 201 serves as a condenser, the outdoor heat exchanger 4 serves as an evaporator, and the refrigerant passes through the outdoor heat exchanger 4 and then further absorbs the residual heat of the battery in the first condenser heat exchanger 8.
As shown in fig. 8, in the passenger cabin heating electric control waste heat recovery mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the first electromagnetic valve 6, the second belleville heat exchanger 13 and the gas-liquid separator 10 which are sequentially communicated form a fourth refrigerant circulation loop, and the first water pump 11, the electric motor control 20, the second and third interfaces of the five-way water valve 18, the third and second interfaces of the three-way water valve 14 and the second belleville heat exchanger 13 which are sequentially communicated form a fourth refrigerant circulation loop. The fourth refrigerant circulation loop and the fourth cold liquid circulation loop are in a communication state, heat of the motor electric control 20 is transmitted to the refrigerant in the fourth refrigerant circulation loop through the fourth cold liquid circulation loop through the second belller heat exchanger 13, and then transmitted to the passenger cabin through the indoor condenser 201, so that the purposes of heating the passenger cabin and recovering electric control waste heat of the motor are achieved. In this operation mode, the indoor condenser 201 serves as a condenser, the outdoor heat exchanger 4 serves as an evaporator, and the refrigerant passes through the outdoor heat exchanger 4 and then further absorbs the waste heat of the motor in the second condenser heat exchanger 13.
As shown in fig. 4, in the outdoor heat exchanger defrosting battery pack waste heat recovery mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the second electronic expansion valve 7, the first beller heat exchanger 8, the second solenoid valve 9, and the gas-liquid separator 10, which are sequentially connected, form a second refrigerant circulation circuit. The second refrigerant circulation circuit is in a communication state as a flow path of the refrigerant. The second water pump 16, the battery pack 19, the fifth and first interfaces of the five-way water valve 18 and the first belller heat exchanger 8 which are communicated in sequence form a second cold liquid circulation loop. The second cooling liquid circulation loops are all in a communicated state and serve as a circulation path of cooling liquid. The heat of the battery pack 19 is transferred to the refrigerant in the second refrigerant circulation loop through the first beller heat exchanger 8 through the second refrigerant circulation loop, and the refrigerant transfers the heat to the outdoor heat exchanger 4 again, so that the frost of the outdoor heat exchanger 4 is melted, and the purpose of defrosting the outdoor heat exchanger 4 is achieved. In this mode of operation, the indoor condenser 201 is not operating as a circuit.
As shown in fig. 9, when the heat of the motor electric control 20 is enough, the system is in a battery pack heating motor electric control waste heat recovery mode, and the first water pump 11, the motor electric control 20, the second and fifth interfaces of the five-way water valve 18, the second water pump 16 and the battery pack 19 which are sequentially communicated form a fifth cold liquid circulation loop. The fifth cold liquid circulation loop is in a communicating state. The heat of the motor is transferred to the battery pack 19 through the cooling liquid, so that the purposes of heating the battery pack 19 and recovering the electric control waste heat of the motor are achieved. When the motor electric control 20 is insufficient in heat, the WPTC17 is opened simultaneously, so that the purpose of further heating the battery pack 19 is achieved. In this operation mode, the first water pump 11 is operated and the second water pump 16 is not operated.
As shown in fig. 2, in the window defogging mode, the electric compressor 1, the indoor condenser 201, the full-flow electronic expansion valve 3, the outdoor heat exchanger 4, the first electronic expansion valve 5, the evaporator 203, the second solenoid valve 9, and the gas-liquid separator 10, which are sequentially connected, form a first refrigerant circulation circuit. The first refrigerant cycle is in a communication state. The refrigeration cycle transfers the heat of the circulating wind passing through the HVAC assembly 2 to the refrigerant through the evaporator 203, the cooled circulating wind is blown to the window, the water mist is removed, and the refrigerant transfers the heat to the outdoor heat exchanger 4, thereby achieving the purpose of defogging the window. In this mode of operation, the indoor condenser 201 is not operating as a circuit.
The utility model provides a thought and a method for an electric vehicle direct heat pump air conditioner thermal management system, and the method and the way for realizing the technical scheme are numerous, the above description is only a preferred embodiment of the utility model, and it should be noted that, for a person skilled in the art, a plurality of improvements and modifications can be made without departing from the principle of the utility model, and the improvements and modifications are also considered as the protection scope of the utility model. The components not explicitly described in this embodiment can be implemented by using the prior art.
Claims (10)
1. The electric automobile direct heat pump air conditioner heat management system is characterized by comprising a direct heat pump system, a battery pack pump assembly, a motor electric control pump assembly, a radiator (12), a first belller heat exchanger (8), a second belller heat exchanger (13) and a valve assembly; the battery pack pump assembly is selectively communicated with the radiator (12) to form a battery pack cold liquid loop; the motor electric control pump assembly is selectively connected with the radiator (12) to form a motor electric control cold liquid loop; the direct heat pump system includes a heat pump assembly; the valve component is respectively communicated with the heat pump component, the battery pack pump component, the motor electric control pump component, the radiator (12), the first pipe heat exchanger (8) and the second pipe heat exchanger (13) and is used for enabling the heat pump component and the battery pack pump component to be respectively and selectively communicated with the corresponding side of the first pipe heat exchanger (8) to form a loop, the heat pump component and the motor electric control pump component are respectively and selectively communicated with the corresponding side of the second pipe heat exchanger to form a loop, and the battery pack pump component and the motor electric control pump component are respectively and selectively communicated to form a loop.
2. The electric vehicle direct heat pump air conditioning and thermal management system according to claim 1, characterized in that the valve assembly comprises a five-way water valve (18), a three-way water valve (14), a second solenoid valve (9) and a second electronic expansion valve (7);
the heat pump assembly and the battery pack pump assembly are respectively selectively communicated with corresponding sides of the first beller heat exchanger (8) to form a loop, and the heat pump assembly comprises: the heat pump assembly, the second electronic expansion valve (7), the refrigerant side of the first beller heat exchanger (8) and the second electromagnetic valve (9) are sequentially communicated to form a second refrigerant circulation loop; the battery pack pump assembly, a fifth interface and a first interface of a five-way water valve (18) and the cold liquid side of the first beller heat exchanger (8) are sequentially communicated to form a second cold liquid circulation loop;
the heat pump assembly and the motor electric control pump assembly are respectively and selectively communicated with the corresponding sides of the second beller heat exchanger to form a loop, and the heat pump assembly comprises: the heat pump assembly, the first electromagnetic valve (6) and the refrigerant side of the second beller heat exchanger (13) are sequentially communicated and form a fourth refrigerant circulation loop; the motor electric control pump assembly, the second interface and the third interface of the five-way water valve (18), the third interface and the second interface of the three-way water valve (14) and the cold liquid side of the second beller heat exchanger (13) are sequentially communicated to form a fourth cold liquid circulation loop;
the battery pack pump assembly is selectively communicated with the motor electric control pump assembly to form a loop, and the battery pack pump assembly comprises: the motor electric control pump assembly, the second interface and the fifth interface of the five-way water valve (18) and the battery pack pump assembly are sequentially communicated to form a fifth cold liquid circulation loop.
3. An electric vehicle direct heat pump air conditioning and thermal management system according to claim 2, characterized in that the direct heat pump system further comprises a first solenoid valve (6); the heat pump assembly, the first electromagnetic valve (6) and the second electromagnetic valve (9) are sequentially communicated to form a third refrigerant circulation loop.
4. A direct heat pump air conditioning and thermal management system for electric vehicles according to claim 3, characterized in that the direct heat pump system further comprises a first electronic expansion valve (5) and an evaporator (203); the heat pump assembly, the first electronic expansion valve (5), the evaporator (203) and the second electromagnetic valve (9) are sequentially communicated to form a first refrigerant circulation loop; the system also includes at least any one of a passenger compartment cooling mode and a window defogging mode, the first refrigerant circuit being in communication when the thermal management system is in either the passenger compartment cooling mode or the window defogging mode.
5. The electric vehicle direct heat pump air conditioning and thermal management system of claim 4, further comprising: the motor electric control pump assembly, the second interface and the third interface of the five-way water valve (18), the third interface and the first interface of the three-way water valve (14) and the radiator (12) are sequentially communicated to form a third cold liquid circulation loop; when the thermal management system is in the motor electric control cooling mode, the third cooling liquid circulation loop is in a communicating state.
6. The electric vehicle direct heat pump air conditioning and thermal management system of claim 5, further comprising: the battery pack pump assembly, fifth and third interfaces of the five-way water valve (18), third and first interfaces of the three-way water valve (14) and the radiator (12) are sequentially communicated to form a first cold liquid circulation loop; when the thermal management system is in the weak cooling mode of the battery pack, the first cooling liquid circulation loop is in a communicating state.
7. An electric vehicle direct heat pump air conditioning and heat management system according to any of claims 1 to 6, characterized in that the heat pump assembly comprises an electric compressor (1), an indoor condenser (201), a full flow electronic expansion valve (3), an outdoor heat exchanger (4) which are in turn connected, the outlet of the electric compressor (1) being in communication with the indoor condenser (201), the inlet of the electric compressor (1) being in communication with the second solenoid valve (9), respectively, the refrigerant side outlet of the second chiller heat exchanger (13); the battery pack pump assembly comprises a second water pump (16) and a battery pack (19) which are communicated in sequence; the motor electric control pump assembly comprises a first water pump (11) and a motor electric control (20) which are communicated in sequence.
8. An electric vehicle direct heat pump air conditioning and thermal management system according to claim 7, characterized in that the system further comprises a WPTC (17), said WPTC (17) being located on a line communicating said second water pump (16) with said battery pack (19).
9. An electric vehicle direct heat pump air conditioning and thermal management system according to claim 8, characterized in that the system further comprises a gas-liquid separator (10), the gas-liquid separator (10) being arranged between the second beller heat exchanger (13), the second solenoid valve (9) and the electric compressor (1).
10. The electric vehicle direct heat pump air conditioning and thermal management system of claim 9 further comprising a kettle (15), said kettle (15) in communication with the battery pack pump assembly and the motor electric control pump assembly, respectively.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321143660.6U CN219727791U (en) | 2023-05-12 | 2023-05-12 | Electric automobile direct heat pump air conditioner thermal management system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202321143660.6U CN219727791U (en) | 2023-05-12 | 2023-05-12 | Electric automobile direct heat pump air conditioner thermal management system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219727791U true CN219727791U (en) | 2023-09-22 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202321143660.6U Active CN219727791U (en) | 2023-05-12 | 2023-05-12 | Electric automobile direct heat pump air conditioner thermal management system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219727791U (en) |
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2023
- 2023-05-12 CN CN202321143660.6U patent/CN219727791U/en active Active
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