CN221250484U

CN221250484U - Indirect heat exchange electric automobile thermal management air conditioning system

Info

Publication number: CN221250484U
Application number: CN202323409415.8U
Authority: CN
Inventors: 杨玉生; 胡强; 高彩辰; 顾思忠; 刘良文
Original assignee: Gree Electric Appliances Inc of Zhuhai
Current assignee: Gree Electric Appliances Inc of Zhuhai
Filing date: 2023-12-13
Publication date: 2024-07-02
Anticipated expiration: 2033-12-13

Abstract

The utility model provides an indirect heat exchange electric automobile heat management air conditioning system, which comprises: the system comprises a refrigerant circulation system, a secondary refrigerant circulation system and a multi-way valve, wherein the multi-way valve connects the refrigerant circulation system and the secondary refrigerant circulation system into a whole; in a first operation mode, the motor heat exchanger can absorb heat of the motor, the battery heat exchanger can absorb heat of the battery, and the interior of the vehicle is heated through the interior heat exchanger; in the second operation mode, the motor heat exchanger can absorb heat of the motor and heat the battery through the battery heat exchanger and/or heat the interior of the vehicle through the interior heat exchanger; in the third mode of operation, the in-vehicle heat exchanger can absorb cold in the vehicle and cool the battery through the battery heat exchanger. According to the utility model, the problem of potential safety hazard caused by refrigerant leakage caused by heat exchange of the refrigerant system in the vehicle, the battery, the motor and the like directly through pipeline connection can be solved, and the energy efficiency of the electric automobile thermal management air conditioning system is improved.

Description

Indirect heat exchange electric automobile thermal management air conditioning system

Technical Field

The utility model relates to the technical field of electric automobiles, in particular to an indirect heat exchange electric automobile heat management air conditioning system.

Background

In recent years, pure electric vehicles are rapidly developed due to the support of national policies, but the development of pure electric vehicles is limited by battery capacity and cruising ability, so how to improve the battery capacity and cruising ability is an important work of various manufacturers. In many markets, an R134A refrigerant system is adopted, but the heating requirement cannot be met at low temperature, so that heating can be performed only by a PTC mode, so that the energy consumption is high, the battery life is reduced, and the R134A refrigerant is replaced by environment-friendly refrigerants such as environment-friendly R290 and R744 due to the high GWP value. At present, some manufacturers push out an R744 refrigerant system, the low-temperature heating effect is better, but the high-temperature refrigerating effect is poor, the operating pressure is high, the cost is high and the like, so that the application of the R744 refrigerant system in an air conditioner of an electric automobile is limited. The R290 refrigerant has the operating pressure close to that of the R134a refrigerant, and has better low-temperature heating performance, so that the refrigerant is one of the refrigerants for replacing the vehicle air conditioner. However, the passenger cabin is flammable and explosive, and the direct heat exchange danger coefficient of the refrigerant is high, so the refrigerant is not formally applied to the vehicle thermal management air conditioning system. How to avoid refrigerant leakage and realize efficient recovery of energy of vehicle heat management, and reduction of low-temperature heating power loss are important directions of large vehicle enterprises in the future.

Because the electric automobile air conditioning system in the prior art has the technical problems that refrigerant leakage cannot be avoided and energy efficient recovery for realizing automobile heat management is achieved at the same time, the utility model designs an indirect heat exchange electric automobile heat management air conditioning system.

Disclosure of utility model

Therefore, the technical problem to be solved by the utility model is to overcome the defects that the refrigerant leakage cannot be avoided and the energy recovery for realizing the heat management of the vehicle cannot be achieved at the same time in the electric automobile air conditioning system in the prior art, so that the indirect heat exchange electric automobile heat management air conditioning system is provided.

In order to solve the above problems, the present utility model provides an indirect heat exchange electric vehicle thermal management air conditioning system, comprising:

the refrigerant circulation system comprises a compressor, a first heat exchanger, a throttling device and a second heat exchanger, wherein the compressor, the first heat exchanger, the throttling device and the second heat exchanger are all arranged on a refrigerant circulation pipeline, the refrigerant circulation system comprises an in-vehicle heat exchanger, an out-vehicle heat exchanger, a battery heat exchanger and a motor heat exchanger, the in-vehicle heat exchanger, the out-vehicle heat exchanger, the battery heat exchanger and the motor heat exchanger are all arranged on a refrigerant circulation pipeline, and the multi-way valve connects the refrigerant circulation system and the refrigerant circulation system into a whole;

In a first operation mode, the motor heat exchanger can absorb heat of a motor, the battery heat exchanger can absorb heat of a battery, and the interior of the vehicle can be heated through the interior heat exchanger; in a second operation mode, the motor heat exchanger can absorb heat of the motor and heat the battery through the battery heat exchanger and/or heat the interior of the vehicle through the interior heat exchanger; in a third mode of operation, the in-vehicle heat exchanger is capable of absorbing cold in the vehicle and cooling the battery through the battery heat exchanger.

In some embodiments of the present invention, in some embodiments,

The multi-way valve is an eight-way valve, the eight-way valve comprises a first end, a second end, a third end, a fourth end, a fifth end, a sixth end, a seventh end and an eighth end, the first end can be communicated to one end of the in-vehicle heat exchanger through a first pipeline, the second end can be communicated to one end of the first heat exchanger through a second pipeline so as to exchange heat with a refrigerant in the first heat exchanger, the third end can be communicated to one end of the out-vehicle heat exchanger through a third pipeline, the fourth end can be communicated to one end of the second heat exchanger through a fourth pipeline so as to exchange heat with the refrigerant in the second heat exchanger, the fifth end can be communicated to one end of the battery heat exchanger through a fifth pipeline, the sixth end can be communicated to the other end of the first heat exchanger through a sixth pipeline, the other end of the out-vehicle heat exchanger and the motor heat exchanger are communicated and then are communicated to the other end of the in-vehicle heat exchanger through a seventh pipeline, and the seventh end can be communicated to the other end of the in-vehicle heat exchanger through the eighth pipeline.

In some embodiments of the present invention, in some embodiments,

Inside the eight-way valve, the first end is switchable between communicating with the second end and communicating with the fourth end, the second end is switchable between communicating with the first end and communicating with the third end, the third end is switchable between communicating with the second end and communicating with the fourth end, the fourth end is switchable between communicating with the third end and communicating with the first end, the fifth end is switchable between communicating with the sixth end and communicating with the eighth end, the sixth end is switchable between communicating with the fifth end and communicating with the seventh end, the seventh end is switchable between communicating with the sixth end and communicating with the eighth end, and the eighth end is switchable between communicating with the fifth end and communicating with the seventh end.

In some embodiments of the present invention, in some embodiments,

The eight-way valve has 2 modes in total, including mode (one): the first end is communicated with the fourth end, the second end is communicated with the third end, the sixth end is communicated with the seventh end, and the fifth end is communicated with the eighth end; mode (two): the first end is communicated with the second end, the third end is communicated with the fourth end, the fifth end is communicated with the sixth end, and the seventh end is communicated with the eighth end; the eight-way valve is switched to switch between the mode (one) and the mode (two).

In some embodiments of the present invention, in some embodiments,

The first pipeline is provided with a first water pump, any one of the first pipeline is communicated with a first expansion water tank, the third pipeline is provided with a second water pump, and any one of the third pipeline is communicated with a second expansion water tank.

In some embodiments of the present invention, in some embodiments,

The other end of the battery heat exchanger is communicated to the seventh pipeline through a tenth pipeline, the position of the tenth pipeline communicated to the seventh pipeline is a first position, one end of the eighth pipeline is communicated with the seventh end, and the position of the other end of the eighth pipeline communicated to the seventh pipeline is located between the first position and the motor heat exchanger.

In some embodiments of the present invention, in some embodiments,

The system further comprises an eleventh pipeline and a twelfth pipeline, one end of the eleventh pipeline is communicated to the fifth pipeline, the other end of the eleventh pipeline is communicated to the seventh pipeline and located between the first position and the in-vehicle heat exchanger, one end of the twelfth pipeline is communicated with the eighth pipeline, and the other end of the twelfth pipeline is communicated to the fifth pipeline.

In some embodiments of the present invention, in some embodiments,

A first three-way valve is arranged at the position of the eleventh pipeline communicated with the seventh pipeline, the end a, the end b and the end c of the first three-way valve are respectively communicated with the in-vehicle heat exchanger, the eleventh pipeline and the first position,

A second three-way valve is arranged at the position of the eighth pipeline communicated with the seventh pipeline, the end a, the end b and the end c of the second three-way valve are respectively communicated with the motor heat exchanger, the eighth pipeline and the first position,

And a third three-way valve is arranged at the position of the twelfth pipeline communicated with the fifth pipeline, and an end a, an end b and an end c of the third three-way valve are respectively communicated with the battery heat exchanger, the twelfth pipeline and the fifth pipeline.

In some embodiments of the present invention, in some embodiments,

The position of the eleventh pipeline communicated with the fifth pipeline is located between the fifth end of the eight-way valve and the third three-way valve.

In some embodiments of the present invention, in some embodiments,

The refrigerant circulation system is characterized in that a refrigerant medium flows in the refrigerant circulation system, a refrigerant flows in the refrigerant circulation system, the refrigerant is water, and the refrigerant circulation system further comprises a gas-liquid separator which is arranged at the air suction end of the compressor; the throttling device is an electronic expansion valve, and the first heat exchanger and the second heat exchanger are both plate heat exchangers.

The indirect heat exchange electric automobile heat management air conditioning system provided by the utility model has the following beneficial effects:

According to the utility model, the multi-way valve is arranged, the refrigerant circulation system and the secondary refrigerant circulation system are connected into a whole through the multi-way valve, so that the secondary refrigerant can be enabled to obtain heat or cold from the refrigerant circulation system through the first heat exchanger and the second heat exchanger, the secondary refrigerant can flow in the secondary refrigerant circulation system and pass through the internal heat exchanger, the battery heat exchanger and the motor heat exchanger to heat or refrigerate the battery respectively, the motor is cooled, the indirect heat exchange heat management air conditioning system is formed, the problem that potential safety hazards are caused by refrigerant leakage caused by direct heat exchange of the internal heat exchanger, the battery heat exchanger, the external heat exchanger and the motor heat exchanger through pipeline connection is solved, and the internal heat exchanger, the battery heat exchanger, the external heat exchanger and the motor heat exchanger are connected into a whole effectively.

Drawings

FIG. 1 is a system block diagram of an indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model;

FIG. 2 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in a passenger compartment cooling mode;

FIG. 3 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in a battery pack cooling mode;

FIG. 4 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in passenger compartment cooling + battery pack cooling + motor cooling mode;

FIG. 5 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in passenger compartment cooling + battery pack cooling + motor cooling mode;

FIG. 6 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in passenger compartment cooling + battery pack cooling + motor cooling mode;

FIG. 7 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in passenger compartment cooling + battery pack cooling + motor cooling mode;

FIG. 8 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in passenger compartment cooling + battery pack cooling + motor cooling mode;

FIG. 9 is a flow path cycle diagram of the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in passenger compartment cooling + battery pack cooling + motor cooling mode;

FIG. 10 is a schematic view of the internal connection of the eight-way valve in the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in mode (one);

fig. 11 is an internal connection structure diagram of the eight-way valve in the indirect heat exchange electric vehicle thermal management air conditioning system of the present utility model in the mode (two).

The reference numerals are expressed as:

1. A compressor; 2. a first heat exchanger; 3. a throttle device; 4. a second heat exchanger; 5. a gas-liquid separator; 7. a first water pump; 8. a first expansion tank; 9. an in-vehicle heat exchanger; 10. a first three-way valve; 11. a second three-way valve; 12. a battery heat exchanger; 13. a third three-way valve; 14. a multi-way valve; 15. a second water pump; 16. a second expansion tank; 17. an off-vehicle heat exchanger; 18. a motor heat exchanger; 141. a first end; 142. a second end; 143. a third end; 144. a fourth end; 145. a fifth end; 146. a sixth end; 147. a seventh end; 148. an eighth end; 101. a first pipeline; 102. a second pipeline; 103. a third pipeline; 104. a fourth pipeline; 105. a fifth pipeline; 106. a sixth pipeline; 107. a seventh pipeline; 108. an eighth pipeline; 109. a ninth pipeline; 110. a tenth pipeline; 111. an eleventh pipeline; 112. and a twelfth pipeline.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. The following description of at least one exemplary embodiment is merely exemplary in nature and is in no way intended to limit the utility model, its application, or uses. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present application. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.

The relative arrangement of the components and steps, numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present utility model unless it is specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective parts shown in the drawings are not drawn in actual scale for convenience of description. Techniques, methods, and apparatus known to one of ordinary skill in the relevant art may not be discussed in detail, but should be considered part of the specification where appropriate. In all examples shown and discussed herein, any specific values should be construed as merely illustrative, and not a limitation. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further discussion thereof is necessary in subsequent figures.

In the description of the present utility model, it should be understood that the azimuth or positional relationships indicated by the azimuth terms such as "front, rear, upper, lower, left, right", "lateral, vertical, horizontal", and "top, bottom", etc., are generally based on the azimuth or positional relationships shown in the drawings, merely to facilitate description of the present utility model and simplify the description, and these azimuth terms do not indicate and imply that the apparatus or elements referred to must have a specific azimuth or be constructed and operated in a specific azimuth, and thus should not be construed as limiting the scope of protection of the present utility model; the orientation word "inner and outer" refers to inner and outer relative to the contour of the respective component itself.

Spatially relative terms, such as "above … …," "above … …," "upper surface on … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations "above … …" and "below … …". The device may also be positioned in other different ways (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly.

In addition, the terms "first", "second", etc. are used to define the components, and are only for convenience of distinguishing the corresponding components, and the terms have no special meaning unless otherwise stated, and therefore should not be construed as limiting the scope of the present utility model.

As shown in fig. 1 to 11, the present utility model provides an indirect heat exchange electric vehicle thermal management air conditioning system, comprising:

The refrigerant circulation system comprises a compressor 1, a first heat exchanger 2, a throttling device 3 and a second heat exchanger 4, wherein the compressor 1, the first heat exchanger 2, the throttling device 3 and the second heat exchanger 4 are all arranged on a refrigerant circulation pipeline, the refrigerant circulation system comprises an in-vehicle heat exchanger 9, an out-vehicle heat exchanger 17, a battery heat exchanger 12 and a motor heat exchanger 18, the in-vehicle heat exchanger 9, the out-vehicle heat exchanger 17, the battery heat exchanger 12 and the motor heat exchanger 18 are all arranged on the refrigerant circulation pipeline, and the multi-way valve 14 connects the refrigerant circulation system and the refrigerant circulation system into a whole;

In a first operating mode, the motor heat exchanger 18 is capable of absorbing heat from the motor, the battery heat exchanger 12 is capable of absorbing heat from the battery and heating the interior of the vehicle via the interior heat exchanger 9; in a second operating mode, the motor heat exchanger 18 is able to absorb heat from the motor and heat the battery via the battery heat exchanger 12 and/or heat the vehicle interior via the vehicle interior heat exchanger 9; in the third operating mode, the in-vehicle heat exchanger 9 is able to absorb cold in the vehicle and cool the battery via the battery heat exchanger 12.

According to the utility model, 1 eight-way valves and 3 three-way valves are adopted to form a complete heat recovery water system air conditioning system, and the flow direction of liquid is changed through the switching of the valve groups, so that energy exchange is realized, and heating or cooling is realized for each load.

2. By setting the control of the three-way valve group, the mode that the battery pack is connected with the passenger cabin heat exchanger in series or connected with the outdoor heat exchanger in series can be changed, and two circulation modes are realized.

3. The refrigerant system adopts two plate heat exchangers, a compressor, an electronic expansion valve, a vapor-liquid separator and other parts to be integrated into a whole, and only 4 water inlets and outlets are reserved for connecting a water system.

The utility model can solve the following technical problems:

1. the problem that the refrigerant system is connected through a pipeline, so that the refrigerant is easy to leak into the passenger cabin is solved;

2. the energy of the battery cooling system and the motor cooling system cannot be recovered, so that the problem of low energy efficiency is caused;

3. in a low-temperature environment, PTC of the air conditioner consumes large power, and the battery life mileage is seriously attenuated.

In some embodiments of the present invention, in some embodiments,

The multi-way valve 14 is an eight-way valve, and the eight-way valve includes a first end 141, a second end 142, a third end 143, a fourth end 144, a fifth end 145, a sixth end 146, a seventh end 147, and an eighth end 148, wherein the first end 141 can be connected to one end of the in-vehicle heat exchanger 9 through a first pipe 101, the second end 142 can be connected to one end of the first heat exchanger 2 through a second pipe 102 to exchange heat with a refrigerant in the first heat exchanger 2, the third end 143 can be connected to one end of the out-vehicle heat exchanger 17 through a third pipe 103, the fourth end 144 can be connected to one end of the second heat exchanger 4 through a fourth pipe 104 to exchange heat with a refrigerant in the second heat exchanger 4, the fifth end 145 can be connected to one end of the battery heat exchanger 12 through a fifth pipe 105, the sixth end 146 can be connected to the other end of the first heat exchanger 2 through a sixth pipe 106, the other end of the out-vehicle heat exchanger 17 can be connected to the other end of the seventh heat exchanger 107 through the seventh pipe 107 through the other end of the seventh heat exchanger 107 through the eighth pipe 107 and the other end of the out-vehicle heat exchanger 17 can be connected to the eighth end 107 through the eighth pipe 107.

The multi-way valve is a preferred structural form of the multi-way valve and a preferred connection mode of eight ends of the multi-way valve, and can effectively connect an in-vehicle heat exchanger, an out-vehicle heat exchanger, a battery heat exchanger, a motor heat exchanger, a first heat exchanger and a second heat exchanger into a whole, wherein the first heat exchanger is a condenser of a refrigerant circulation system, if the in-vehicle and the battery are required to be heated, the in-vehicle heat exchanger and the battery can be connected to the first heat exchanger through the eight-way valve to form a loop according to the requirement, and meanwhile, the second heat exchanger can be used as an evaporator to be connected with the out-vehicle heat exchanger and the motor heat exchanger to form a loop, so that a low-temperature water circulation loop is formed, and heat is absorbed from the outside of the vehicle and/or the motor to heat the in-vehicle and/or the battery; the system can be switched according to the requirements of the interior of the vehicle, the battery, the motor and the like, if the interior of the vehicle is required to be refrigerated, the battery is cooled, the motor is cooled, the interior of the vehicle, the battery heat exchanger and the like can be connected to the second heat exchanger (evaporator) to form a low-temperature water circulation loop, the first heat exchanger can be considered to be connected with the motor heat exchanger and the exterior of the vehicle to form a high-temperature water circulation loop, the battery and/or the interior of the vehicle can be absorbed and discharged to the exterior of the vehicle or the motor, and the heat is emitted through the motor heat exchanger, so that the exterior of the vehicle, the motor, the battery and the interior of the vehicle can be integrally connected in the way of the eight-way valve, and energy at each place can be utilized according to the requirements, so that the temperature requirements of the interior of the vehicle and the battery and the like can be met, and the running energy efficiency of the system can be improved.

In some embodiments of the present invention, in some embodiments,

Inside the eight-way valve, the first end 141 is switchable between communicating with the second end 142 and with the fourth end 144, the second end 142 is switchable between communicating with the first end 141 and with the third end 143, the third end 143 is switchable between communicating with the second end 142 and with the fourth end 144, the fourth end 144 is switchable between communicating with the third end 143 and with the first end 141, the fifth end 145 is switchable between communicating with the sixth end 146 and with the eighth end 148, the sixth end 146 is switchable between communicating with the fifth end 145 and with the seventh end 147, the seventh end 147 is switchable between communicating with the sixth end 146 and with the eighth end 148, and the eighth end 148 is switchable between communicating with the fifth end 145 and with the seventh end 147.

The eight-way valve is characterized in that the eight-way valve is provided with a preferred connection relation and a switching relation among eight ends, and the eight-way valve can form 2 modes through the specific connection mode and the switching mode of the eight ends, namely: mode (one): the first end 141 communicates with the fourth end 144, the second end 142 communicates with the third end 143, the sixth end 146 communicates with the seventh end 147, and the fifth end 145 communicates with the eighth end 148; and mode (two): the first end 141 communicates with the second end 142, the third end 143 communicates with the fourth end 144, the fifth end 145 communicates with the sixth end 146, and the seventh end 147 communicates with the eighth end 148, so that the in-vehicle heat exchanger can be connected to a high-temperature water circulation loop communicating with the first heat exchanger to heat the inside of the vehicle, the in-vehicle heat exchanger can be connected to a low-temperature water circulation loop communicating with the second heat exchanger to cool the inside of the vehicle, and the battery heat exchanger can be connected to a high-temperature water circulation loop communicating with the first heat exchanger to heat the battery, or the battery heat exchanger can be connected to a low-temperature water circulation loop communicating with the second heat exchanger to cool the battery, and accordingly, the electric motor heat exchanger and the out-vehicle heat exchanger can be connected to a low-temperature water circulation loop communicating with the second heat exchanger or to a low-temperature water circulation loop communicating with the first heat exchanger to heat the inside of the vehicle, so as to heat the inside of the vehicle, or cool the battery and the battery, so as to heat the in the vehicle, or cool the battery and the battery, and the battery heat exchanger can be connected to the high-temperature water circulation loop.

In some embodiments of the present invention, in some embodiments,

The eight-way valve has 2 modes in total, including mode (one): the first end 141 communicates with the fourth end 144, the second end 142 communicates with the third end 143, the sixth end 146 communicates with the seventh end 147, and the fifth end 145 communicates with the eighth end 148; mode (two): the first end 141 communicates with the second end 142, the third end 143 communicates with the fourth end 144, the fifth end 145 communicates with the sixth end 146, and the seventh end 147 communicates with the eighth end 148; the eight-way valve is switched to switch between the mode (one) and the mode (two).

The eight-way valve is arranged to have the two modes and can be switched between the two modes, so that the in-vehicle heat exchanger can be connected into a high-temperature water circulation loop communicated with the first heat exchanger to heat the interior of the vehicle, the in-vehicle heat exchanger is connected into a low-temperature water circulation loop communicated with the second heat exchanger to heat the interior of the vehicle, the battery heat exchanger is connected into the high-temperature water circulation loop communicated with the first heat exchanger to heat the battery, or the battery heat exchanger is connected into the low-temperature water circulation loop communicated with the second heat exchanger to cool the battery, and the corresponding electric motor heat exchanger and the out-of-vehicle heat exchanger are also connected into the low-temperature water circulation loop communicated with the second heat exchanger or into the high-temperature water circulation loop communicated with the first heat exchanger to heat the interior of the vehicle, or heat the battery or cool the battery and the motor, and the like.

In some embodiments of the present invention, in some embodiments,

The first pipeline 101 is provided with a first water pump 7, any part on the first pipeline 101 is communicated with a first expansion water tank 8, the third pipeline 103 is provided with a second water pump 15, and any part on the third pipeline 103 is communicated with a second expansion water tank 16.

According to the utility model, the first water pump can provide water power for the heat exchanger in the vehicle and/or the battery heat exchanger, the first expansion water tank is used for storing redundant water, the second water pump can provide water power for the heat exchanger outside the vehicle and/or the motor heat exchanger, and the second expansion water tank is also used for storing redundant water.

In some embodiments of the present invention, in some embodiments,

The other end of the battery heat exchanger 12 is connected to the seventh pipeline 107 through a tenth pipeline 110, a position of the tenth pipeline 110 connected to the seventh pipeline 107 is a first position, one end of the eighth pipeline 108 is connected to the seventh end 147, and a position of the other end of the eighth pipeline 108 connected to the seventh pipeline 107 is located between the first position and the motor heat exchanger 18.

The connection mode of the other end of the battery heat exchanger and the connection position of the eighth pipeline are that the battery heat exchanger is connected to the seventh pipeline through the tenth pipeline, so that the battery heat exchanger can be respectively communicated with the in-vehicle heat exchanger or the motor heat exchanger, can be used for heating or refrigerating together with the in-vehicle heat exchanger according to the requirement, can be cooled or heated together with the motor heat exchanger according to the requirement, and the eighth pipeline ensures that water in the high-temperature water circulation pipeline after heat exchange of the motor and the out-vehicle heat exchanger is led back to the first heat exchanger through the eight-way valve or that water in the low-temperature water circulation pipeline after heat exchange of the motor and the out-vehicle heat exchanger is led back to the second heat exchanger through the eight-way valve.

In some embodiments of the present invention, in some embodiments,

And an eleventh pipeline 111 and a twelfth pipeline 112, wherein one end of the eleventh pipeline 111 is communicated to the fifth pipeline 105, the other end of the eleventh pipeline 111 is communicated to the seventh pipeline 107 and is positioned between the first position and the in-vehicle heat exchanger 9, one end of the twelfth pipeline 112 is communicated with the eighth pipeline 108, and the other end of the twelfth pipeline 112 is communicated to the fifth pipeline 105.

According to the utility model, the effect of short-circuiting the battery heat exchanger can be achieved through the eleventh pipeline and the twelfth pipeline by forming the connection of the heat exchanger in the vehicle through the eleventh pipeline, the effect of short-circuiting the battery heat exchanger can be achieved through the twelfth pipeline, or the effect of short-circuiting the pipe section of the eighth pipeline between the twelfth pipeline and the second three-way valve can be achieved, and the switching effect of a plurality of different operation modes can be achieved.

In some embodiments of the present invention, in some embodiments,

A first three-way valve 10 is arranged at the position where the eleventh pipeline 111 is communicated with the seventh pipeline 107, the end a, the end b and the end c of the first three-way valve 10 are respectively communicated with the in-vehicle heat exchanger 9, the eleventh pipeline 111 and the first position,

A second three-way valve 11 is arranged at the position of the eighth pipeline 108 communicated with the seventh pipeline 107, the end a, the end b and the end c of the second three-way valve 11 are respectively communicated with the motor heat exchanger 18, the eighth pipeline 108 and the first position,

A third three-way valve 13 is disposed at a position where the twelfth pipeline 112 is connected to the fifth pipeline 105, and an a end, a b end and a c end of the third three-way valve 13 are respectively connected to the battery heat exchanger 12, the twelfth pipeline 112 and the fifth pipeline 105.

The heat management air conditioning system is in a further preferred structural form, and can be respectively connected with an eleventh pipeline, a twelfth pipeline and an eighth pipeline through the arrangement of the first, the second and the third three-way valves, so that the 3 three-way valves can be controlled according to the needs, whether the battery heat exchanger is short-circuited or not is realized, and various different combined operation modes such as heating or refrigerating in a vehicle, heating or refrigerating of a battery and cooling of a motor are realized, and the application requirements are met.

In some embodiments of the present invention, in some embodiments,

The location where the eleventh line 111 communicates with the fifth line 105 is between the fifth end 145 of the eight-way valve and the third three-way valve 13. According to the utility model, the connecting position of the eleventh pipeline is positioned between the eight-way valve and the third three-way valve, so that circulating water led back to the eight-way valve from the eleventh pipeline is prevented from passing through the third three-way valve, control confusion is avoided, and control precision is improved.

In some embodiments of the present invention, in some embodiments,

The refrigerant circulation system is characterized in that a refrigerant medium flows in the refrigerant circulation system, a refrigerant flows in the refrigerant circulation system, the refrigerant is water, the refrigerant circulation system further comprises a gas-liquid separator 5, and the gas-liquid separator 5 is arranged at the air suction end of the compressor 1; the throttling device 3 is an electronic expansion valve, and the first heat exchanger 2 and the second heat exchanger 4 are both plate heat exchangers.

This is the preferred coolant form of the utility model, as well as the preferred construction of the plurality of heat exchangers and the preferred construction of the throttle device.

The utility model also provides a control method of the indirect heat exchange electric automobile heat management air conditioning system, which comprises the following steps:

a detection step of detecting a temperature in the vehicle, a temperature of the battery, and a temperature of the motor;

Judging whether the vehicle has a refrigerating or heating requirement according to the temperature in the vehicle, the temperature of the battery and the temperature of the motor, whether the battery has the refrigerating or heating requirement and whether the motor has the refrigerating requirement;

A control step of controlling to execute an in-vehicle heating, battery heating and motor cooling mode, namely a second operation mode, when the in-vehicle heating needs, the battery heating needs and the motor cooling needs; when the heating requirement exists in the vehicle and the cooling requirements exist on the battery and the motor, controlling to execute a mode of heating in the vehicle, cooling the battery and cooling the motor, namely a first operation mode; when there is a heating demand in the vehicle and only the battery has a cooling demand, control is performed to perform in-vehicle heating+battery cooling, i.e., the third operation mode.

According to the utility model, the refrigerating medium can acquire heat or cold from the refrigerant circulating system through the first heat exchanger and the second heat exchanger, so that the refrigerating medium flows in the refrigerating medium circulating system to heat or refrigerate the interior of the vehicle through the heat exchanger in the vehicle, the battery heat exchanger and the motor heat exchanger respectively, the battery is heated or refrigerated, the motor is cooled, the indirect heat exchange thermal management air conditioning system is formed, the problem of potential safety hazards caused by refrigerant leakage caused by direct heat exchange of the interior of the vehicle, the battery, the motor and the like through the pipeline connection of the refrigerant system is solved, the cabin heat exchanger, the battery heat exchanger, the cabin heat exchanger and the motor heat exchanger are connected into a whole, the interior of the vehicle, the battery, the outside of the vehicle and the motor are effectively connected into a whole, and the heat exchanging loops which are independent of the battery, the motor, the cabin and the outside of the cabin are respectively in the first operation mode, the second operation mode and the third operation mode are respectively, the battery and/or motor heat can be recycled, the internal heating of the vehicle and/or the battery can be heated through the pipeline connection of the heat exchanger, and the motor can be heated when the battery and the motor are properly utilized, the heating efficiency of the battery and the cooling system is required to be heated in the cabin or the cooling system is improved, and the cabin is heated when the battery and the heating system is used for heating and the heating is or the heating system is or the heating and the cabin is or the heating system is or the heating is used.

According to the utility model, as the refrigerant system (the compressor, the plate heat exchanger and the throttle valve) adopts a highly integrated mode, the pipeline connection can be reduced, the refrigerant filling quantity can be greatly reduced, the leakage risk is low, and in addition, the cockpit adopts a liquid cooling indirect heat exchange mode, so that the refrigerant cannot leak into the inner space of the cockpit.

According to the utility model, the air-conditioning heat pump can be used for preheating the cockpit and the battery under the low-temperature working condition, and the energy efficiency (heating quantity/power consumption) of the heat pump system is as high as 2-4, and the electric heating energy efficiency is lower than 1, so that the electric quantity of the battery pack is saved by more than 60% when the battery pack reaches the same temperature, and the cruising ability is improved.

According to the utility model, through switching the waterway valve group, the flow direction of liquid is changed, heat exchange can be carried out on different loads, waste heat recovery of the motor and the battery at low temperature is realized, and the low-temperature heating energy efficiency is improved.

In some embodiments of the present invention, in some embodiments,

When the multi-way valve is an eight-way valve, the eight-way valve has 2 modes in total, including a mode (one) and a mode (two): and the eight-way valve is switched between the mode (one) and the mode (two), and comprises a first water pump 7 and a second water pump, and also comprises a first three-way valve 10, a second three-way valve 11 and a third three-way valve 13:

Operation mode seven: passenger cabin air-conditioning heating, battery heating and motor cooling mode (motor waste heat recovery)

When there is a heating requirement in the vehicle, the battery has a heating requirement and the motor has a cooling requirement, the process of controlling and executing the in-vehicle heating, battery heating and motor cooling mode, namely the second operation mode is as follows: the compressor 1 is controlled to be opened, a refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve execution mode (II) is controlled, a fan of the in-vehicle heat exchanger 9 is opened, the end a and the end c of the first three-way valve 10 are communicated, the end a and the end c of the third three-way valve 13 are communicated, and the end a and the end b of the second three-way valve 11 are communicated, namely an operation mode seven;

When the battery needs to be preheated in low-temperature weather and the passenger cabin has a heating requirement, a circulating passenger cabin air conditioner heating, battery heating and motor cooling mode is adopted, and in combination with fig. 8, a waterway circulation schematic diagram is as follows:

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the first end 141 and the second end 142 of the eight-way valve are communicated), is pressurized by the first water pump 7 and enters the heat exchanger 9 (preferably an HVAC component, at the moment, the HVAC is opened), passes through the first three-way valve 10 (the three-way valve is electrically opened, a and c are communicated) after radiating heat, passes through the battery heat exchanger 12, passes through the third three-way valve 13 (the three-way valve is electrically opened, a and c are communicated), and enters the inlet of the first heat exchanger 2 (at the moment, the fifth end 145 and the sixth end 146 of the eight-way valve are communicated), so that the high-temperature water side circulation is completed.

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through the eight-way valve from the outlet of the second heat exchanger 4 (at the moment, the third end 143 and the fourth end 144 of the eight-way valve are communicated), then enters the part of the external heat exchanger 17 through the pressurization of the second water pump 15, absorbs heat through the motor heat exchanger 18 (the motor electric control part) after absorbing heat, passes through the second three-way valve 11 (the three-way valve is powered off and the a and b are communicated) and then passes through the eight-way valve (at the moment, the seventh end 147 and the eighth end 148 of the eight-way valve are communicated), and then enters the inlet of the second heat exchanger 4 to complete the circulation of the high-temperature water side.

Operation mode eight: cabin air-conditioning heating, battery cooling and motor system cooling mode (battery, motor waste heat recovery)

When there is a heating requirement in the vehicle, and both the battery and the motor have cooling requirements, the control is performed in the vehicle heating, battery cooling and motor cooling modes, namely, the process of the first operation mode is as follows: the compressor 1 is controlled to be opened, a refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve execution mode (II) is controlled, the fan of the in-vehicle heat exchanger 9 is opened, the end a and the end b of the first three-way valve 10 are communicated, the end a and the end b of the third three-way valve 13 are communicated, and the end a and the end c of the second three-way valve 11 are communicated, namely, the operation mode eight;

When the weather of low temperature, motor system has sufficient heat source, in order to avoid the heat extravagant, can with heat reuse, under the higher circumstances of group battery temperature in addition, can transfer the heat to the cockpit in, reduce the energy consumption when increasing the heating amount, adopt cockpit air conditioner heating + battery cooling + motor system cooling mode this moment, combine the flow chart of fig. 9 to show:

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the first end 141 and the second end 142 of the eight-way valve are communicated), then enters the in-vehicle heat exchanger 9 under pressure by the first water pump 7 (at the moment, the HVAC is opened), after heat dissipation, passes through the first three-way valve 10 (the three-way valve is powered off, a and b are communicated), then passes through the eight-way valve (at the moment, the fifth end 145 and the sixth end 146 of the eight-way valve are communicated), and then enters the inlet of the first heat exchanger 2, so that the high-temperature water side circulation is completed.

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through an eight-way valve from the outlet of the second heat exchanger 4 (at the moment, the third end 143 and the fourth end 144 of the eight-way valve are communicated), then enters the heat exchanger 17 outside the vehicle under pressure by the second water pump 15, absorbs heat by the motor heat exchanger 18 after absorbing heat, passes through the second three-way valve 11 (the three-way valve is electrified, the a and the c are communicated) and then passes through the battery heat exchanger 12 after absorbing heat, passes through the third three-way valve 13 (the three-way valve is powered off, the a and the b are communicated), passes through the eight-way valve (at the moment, the seventh end 147 and the eighth end 148 of the eight-way valve are communicated), and then enters the inlet of the second heat exchanger 4 to complete the high-temperature water side circulation.

When there is a heating requirement in the vehicle and only the battery has a cooling requirement, the process of controlling and executing the heating and the battery cooling in the vehicle, namely the third operation mode is as follows: the compressor 1 is controlled to be opened, the refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve execution mode (II) is controlled, the fan of the in-vehicle heat exchanger 9 is opened, the end a and the end b of the first three-way valve 10 are communicated, the end a and the end b of the third three-way valve 13 are communicated, the end a and the end c of the second three-way valve 11 are communicated, and the fan of the motor heat exchanger 18 is closed, namely an operation mode nine.

The utility model adopts a set of highly integrated refrigerant system and a set of integrated water system to form a set of indirect heat exchange high-efficiency heat management air conditioning system. The heat exchanger of the refrigerant system is fixed, the circulating direction of the refrigerant is also fixed, and the cooling or heating of the passenger cabin is switched by controlling the water flow direction of the eight-way valve. The control system can automatically select the optimal operation mode according to the requirements of all loads, so that the control valve group can switch the water flow direction to realize energy exchange. The utility model can realize 9 operation modes and meets the basic operation requirement of the thermal management system.

2 Modes of the eight-way valve, when the passenger cabin is refrigerated, the mode is switched to a mode (I), wherein the first end 141 is communicated with the fourth end 144, the second end 142 is communicated with the third end 143, the sixth end 146 is communicated with the seventh end 147, and the fifth end 145 is communicated with the eighth end 148; when the passenger compartment heats up, the mode (two) is switched, at this time, the first end 141 communicates with the second end 142, the third end 143 communicates with the fourth end 144, the fifth end 145 communicates with the sixth end 146, and the seventh end 147 communicates with the eighth end 148.

The circulation process of the refrigerant system comprises the following steps: the low-temperature low-pressure gas is compressed into high-temperature high-pressure gas by the compressor 1, enters the first heat exchanger 2 (preferably the first plate heat exchanger) to be cooled into high-temperature high-pressure liquid, is throttled into low-temperature low-pressure liquid by the throttle device 3 (preferably the electronic expansion valve), enters the second heat exchanger 4 (preferably the second plate heat exchanger) to absorb heat to form low-temperature low-pressure gas, and then enters the gas-liquid separator 5-and returns to the air suction port of the compressor 1 to complete refrigerant circulation.

In some embodiments of the present invention, in some embodiments,

The control step is used for controlling and executing a single cooling mode of the cockpit when the cooling requirement exists in the automobile; control to execute a battery pack individual cooling mode when only the battery pack has a cooling demand; when the cooling requirement exists in the vehicle and the cooling requirements exist on the battery and the motor, controlling to execute a mode of cooling in the vehicle, cooling the battery and cooling the motor; when the cooling requirement is not met in the vehicle and the temperature of the battery pack is lower than the preset temperature, controlling and executing a battery pack cooling mode; when the vehicle only has heating requirements, controlling and executing an independent passenger cabin heating mode; when the heating requirement does not exist in the vehicle, and the battery has the heating requirement, the battery independent heating mode is controlled to be executed.

In some embodiments of the present invention, in some embodiments,

When the eight-way valve has 2 modes in total, including a mode (one) and a mode (two): and the eight-way valve is switched between the mode (one) and the mode (two), and comprises a first water pump 7 and a second water pump, and also comprises a first three-way valve 10, a second three-way valve 11 and a third three-way valve 13:

operation mode one: independent cooling mode of cockpit

The control step, when there is a refrigeration demand in the vehicle, controls the process of executing the single refrigeration mode of the cockpit to be: the compressor 1 is controlled to be opened, a refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve executing mode (I) is controlled, the fan of the in-vehicle heat exchanger 9 is opened, the end a and the end b of the first three-way valve 10 are communicated, the third three-way valve 13 is not communicated, and the end a and the end b of the second three-way valve 11 are communicated, namely, the operating mode I;

When only the cockpit has the refrigerating demand state, the air conditioning system is in a cockpit refrigerating mode, and the flow chart of the combined figure 2 is as follows:

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through the eight-way valve from the outlet of the second heat exchanger 4 (the first end 141 and the fourth end 144 of the eight-way valve are communicated at the moment), is pressurized by the first water pump 7 to enter the in-vehicle heat exchanger 9 (preferably an HVAC component is started at the moment), passes through the first three-way valve 10 (the three-way valve is powered off and the a and b are communicated) after absorbing heat, passes through the eight-way valve (the fifth end 145 and the eighth end 148 are communicated at the moment), and enters the second heat exchanger 4-inlet to complete the low-temperature water side circulation.

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the second end 142 of the eight-way valve is communicated with the third end 143), then enters the external heat exchanger 17 part through the second water pump 15 in a pressurizing way, absorbs heat through the motor heat exchanger 18 (preferably the motor electric control part) after radiating heat, passes through the second three-way valve 11 (the three-way valve is powered off and the a and b are communicated with each other), passes through the eight-way valve (at the moment, the sixth end 146 of the eight-way valve is communicated with the seventh end 147) and enters the inlet of the first heat exchanger 2 to complete the circulation of the high-temperature water side.

And an operation mode II: battery pack individual cooling mode

When only the battery pack has a refrigerating requirement, the process of executing the battery pack independent cooling mode is controlled to be as follows: the compressor 1 is controlled to be opened, a refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve executing mode (I) is controlled, the fan of the in-vehicle heat exchanger 9 is closed, the end a and the end c of the first three-way valve 10 are communicated, the end a and the end c of the third three-way valve 13 are communicated, and the end a and the end b of the second three-way valve 11 are communicated, namely, the operating mode II;

when the automobile is charged rapidly or the temperature of the battery pack is too high, and the battery pack needs to be cooled, the following battery pack independent cooling mode can be adopted when the passenger cabin has no refrigeration requirement. In connection with fig. 3:

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through the eight-way valve from the outlet of the second heat exchanger 4 (at the moment, the first end 141 and the fourth end 144 of the eight-way valve are communicated), then enters the in-vehicle heat exchanger 9 under pressure by the first water pump 7 (at the moment, the HVAC is closed), absorbs heat, passes through the first three-way valve 10 (the three-way valve is electrified, a and c are communicated), then passes through the battery heat exchanger 12 to cool and absorb heat, passes through the third three-way valve 13 (the three-way valve is electrified, a and c are communicated), passes through the eight-way valve (at the moment, the fifth end 145 and the eighth end 148 of the eight-way valve are communicated), and then enters the inlet of the second heat exchanger 4 to complete the circulation of the low-temperature water side.

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the second end 142 and the third end 143 of the eight-way valve are communicated), then enters the external heat exchanger 17 through the second water pump 15 in a pressurizing way, absorbs heat through the motor heat exchanger 18 after radiating heat, passes through the second three-way valve 11 (the three-way valve is powered off and the a and the b are communicated) and then passes through the eight-way valve (at the moment, the sixth end 146 and the seventh end 147 of the eight-way valve are communicated), and then enters the inlet of the first heat exchanger 2 to complete the high-temperature water side circulation.

And an operation mode III: member cabin air conditioner cooling, battery cooling and motor cooling circulation mode

When the refrigeration requirement exists in the vehicle and the refrigeration requirements exist in the battery and the motor, the process of controlling the execution of the in-vehicle refrigeration, battery cooling and motor cooling circulation mode is as follows: the compressor 1 is controlled to be opened, a refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve executing mode (I) is controlled, the fan of the in-vehicle heat exchanger 9 is opened, the end a and the end c of the first three-way valve 10 are communicated, the end a and the end b of the third three-way valve 13 are communicated, and the end a and the end b of the second three-way valve 11 are communicated, namely, the operating mode III;

When the automobile is charged rapidly or the temperature of the battery pack is too high, and the battery pack needs to be cooled, and meanwhile, the passenger cabin has a refrigerating requirement, the following battery pack independent cooling mode can be adopted. In connection with fig. 4:

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through the eight-way valve from the outlet of the second heat exchanger 4 (at the moment, the first end 141 and the fourth end 144 of the eight-way valve are communicated), then enters the in-vehicle heat exchanger 9 through the first water pump 7 in a pressurizing way (at the moment, the HVAC is opened), absorbs heat, passes through the first three-way valve 10 (the three-way valve is electrified, a and c are communicated), then passes through the battery heat exchanger 12 for cooling and absorbing heat, passes through the third three-way valve 13 (the three-way valve is electrified, a and c are communicated), passes through the eight-way valve (at the moment, the fifth end 145 and the eighth end 148 of the eight-way valve are communicated), and then enters the inlet of the second heat exchanger 4 to complete the circulation of the low-temperature water side.

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the second end 142 and the third end 143 of the eight-way valve are communicated), then enters the heat exchanger 17 outside the vehicle under pressure by the second water pump 15, absorbs heat by the motor heat exchanger 18 after radiating heat, passes through the second three-way valve 11 (the three-way valve is powered off and the a and the b are communicated) and then passes through the eight-way valve (at the moment, the sixth end 146 and the seventh end 147 of the eight-way valve are communicated), and then enters the inlet of the first heat exchanger 2 to complete the high-temperature water side circulation.

Operation mode four: battery pack heat dissipation (air forced convection heat transfer) mode

When no refrigeration requirement exists in the vehicle and the temperature of the battery pack is lower than the preset temperature, the process of controlling and executing the battery pack heat dissipation mode is as follows: the compressor 1 is controlled to be closed, the refrigerant circulation system is closed, the first water pump 7 is closed, the second water pump 15 is opened, the eight-way valve execution mode (I) is controlled, the first three-way valve 10 is not connected, the end a and the end b of the third three-way valve 13 are communicated, and the end a and the end c of the second three-way valve 11 are communicated, namely, the operation mode four;

When the member cabin has no refrigeration requirement and the temperature of the battery pack is not high, the battery pack can be cooled by adopting an indirect heat exchange mode without starting refrigerant circulation. In connection with fig. 5: at this time, the refrigerant system is closed, the first water pump 7 is closed, the second water pump 15 is opened, and the circulation process is as follows:

The high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the second end 142 of the eight-way valve is communicated with the third end 143), then enters the heat exchanger 17 outside the vehicle under pressure by the second water pump 15, absorbs heat by the motor heat exchanger 18 after radiating heat, passes through the second three-way valve 11 (the three-way valve is electrified, the a and the c are communicated) and then passes through the battery heat exchanger 12 after absorbing heat by the third three-way valve 13 (the three-way valve is powered off, the a and the b are communicated), passes through the eight-way valve (at the moment, the sixth end 146 and the seventh end 147 of the eight-way valve are communicated), and then enters the inlet of the first heat exchanger 2 to complete water side circulation.

Mode five: independent heating mode for passenger cabin

When only heating requirements exist in the vehicle, the process of controlling and executing the independent passenger cabin heating mode is as follows: the compressor 1 is controlled to be opened, a refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve execution mode (II) is controlled, the fan of the in-vehicle heat exchanger 9 is opened, the end a and the end b of the first three-way valve 10 are communicated, the third three-way valve 13 is not communicated, and the end a and the end b of the second three-way valve 11 are communicated, namely an operation mode five;

When only the cockpit has a heating demand state, the air conditioning system operates according to the independent heating mode of the cockpit, and the flow chart is combined with the flow chart shown in fig. 6:

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the first end 141 and the second end 142 of the eight-way valve are communicated), is pressurized by the first water pump 7 to enter the in-vehicle heat exchanger 9 (preferably an HVAC component, at the moment, the HVAC is opened), passes through the first three-way valve 10 (the three-way valve is powered off, and the a and the b are communicated) after heat dissipation, passes through the eight-way valve (at the moment, the fifth end 145 and the sixth end 146 of the eight-way valve are communicated), and enters the inlet of the first heat exchanger 2 to complete the high-temperature side circulation.

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through an eight-way valve from the outlet of the second heat exchanger 4 (at the moment, the third end 143 of the eight-way valve is communicated with the fourth end 144), then enters the heat exchanger 17 outside the vehicle under pressure by the second water pump 15, absorbs heat by the motor heat exchanger 18 after absorbing heat, passes through the second three-way valve 11 (the three-way valve is powered off and the a and b are communicated with each other) and then passes through the eight-way valve (at the moment, the seventh end 147 of the eight-way valve is communicated with the eighth end 148), and then enters the inlet of the second heat exchanger 4 to complete the high-temperature water side circulation.

Operation mode six: battery independent heating mode

When the heating requirement does not exist in the vehicle, and the battery has the heating requirement, the process of controlling and executing the independent battery heating mode is as follows: the compressor 1 is controlled to be opened, the refrigerant circulation system is controlled to operate, the first water pump 7 and the second water pump 15 are both opened, the eight-way valve execution mode (II) is controlled, the fan of the in-vehicle heat exchanger 9 is closed, the end a and the end c of the first three-way valve 10 are communicated, the end a and the end c of the third three-way valve 13 are communicated, and the end a and the end b of the second three-way valve 11 are communicated, namely, the operation mode six.

When the battery needs to be preheated in a low-temperature environment and the passenger cabin has no heating requirement, a circulating battery pack heating mode is adopted, and a waterway circulating schematic diagram is as follows in combination with fig. 7:

High-temperature water circulation: the high-temperature cooling liquid passes through the eight-way valve from the outlet of the first heat exchanger 2 (at the moment, the first end 141 and the second end 142 of the eight-way valve are communicated), is pressurized by the first water pump 7 and enters the heat exchanger 9 (preferably an HVAC component, at the moment, the HVAC is closed), passes through the first three-way valve 10 (the three-way valve is electrically opened, a and c are communicated) after radiating heat, passes through the battery heat exchanger 12, passes through the third three-way valve 13 (the three-way valve is electrically opened, a and c are communicated) and then enters the inlet of the first heat exchanger 2 (at the moment, the fifth end 145 and the sixth end 146 of the eight-way valve are communicated), so that the high-temperature water side circulation is completed.

And (3) circulating low-temperature water: the low-temperature cooling liquid passes through an eight-way valve from the outlet of the second heat exchanger 4 (at the moment, the third end 143 and the fourth end 144 of the eight-way valve are communicated), then enters the heat exchanger 17 outside the vehicle under pressure by the second water pump 15, absorbs heat by the motor heat exchanger 18 after absorbing heat, passes through the second three-way valve 11 (the three-way valve is powered off and a and b are communicated) and then passes through the eight-way valve (at the moment, the seventh end 147 and the eighth end 148 of the eight-way valve are communicated), and then enters the inlet of the second heat exchanger 4 to complete the high-temperature water side circulation.

The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the utility model. The foregoing is merely a preferred embodiment of the present utility model, and it should be noted that it will be apparent to those skilled in the art that modifications and variations can be made without departing from the technical principles of the present utility model, and these modifications and variations should also be regarded as the scope of the utility model.

Claims

1. An indirect heat exchange electric automobile thermal management air conditioning system which is characterized in that: comprising the following steps:

The refrigerant circulation system comprises a compressor (1), a first heat exchanger (2), a throttling device (3) and a second heat exchanger (4), wherein the compressor (1), the first heat exchanger (2), the throttling device (3) and the second heat exchanger (4) are all arranged on a refrigerant circulation pipeline, the refrigerant circulation system comprises an in-vehicle heat exchanger (9), an out-vehicle heat exchanger (17), a battery heat exchanger (12) and a motor heat exchanger (18), the in-vehicle heat exchanger (9), the out-vehicle heat exchanger (17), the battery heat exchanger (12) and the motor heat exchanger (18) are all arranged on the refrigerant circulation pipeline, and the refrigerant circulation system are connected into a whole through the multi-way valve (14);

In a first operating mode, the motor heat exchanger (18) can absorb heat of the motor, and the battery heat exchanger (12) can absorb heat of the battery and can heat the interior of the vehicle through the interior heat exchanger (9); in a second operating mode, the motor heat exchanger (18) is capable of absorbing heat of the motor and heating the battery via the battery heat exchanger (12) and/or heating the interior of the vehicle via the interior heat exchanger (9); in a third operating mode, the in-vehicle heat exchanger (9) is capable of absorbing cold in the vehicle and cooling the battery via the battery heat exchanger (12).

2. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 1, wherein:

The multi-way valve (14) is an eight-way valve, the eight-way valve comprises a first end (141), a second end (142), a third end (143), a fourth end (144), a fifth end (145), a sixth end (146), a seventh end (147) and an eighth end (148), the first end (141) can be communicated with one end of the in-vehicle heat exchanger (9) through a first pipeline (101), the second end (142) can be communicated with one end of the first heat exchanger (2) through a second pipeline (102) so as to exchange heat with a refrigerant in the first heat exchanger (2), the third end (143) can be communicated with one end of the out-vehicle heat exchanger (17) through a third pipeline (103), the fourth end (144) can be communicated with one end of the second heat exchanger (4) through a fourth pipeline (104) so as to exchange heat with the refrigerant in the second heat exchanger (4), the fifth end (145) can be communicated with one end of the battery (12) through a fifth pipeline (105), the third end (143) can be communicated with one end of the out-vehicle heat exchanger (17) through a third pipeline (103) through a seventh end (9) of the in-vehicle heat exchanger (9), the seventh end (147) can be communicated to the seventh pipeline (107) through an eighth pipeline (108), and the eighth end (148) can be communicated to the other end of the second heat exchanger (4) through a ninth pipeline (109).

3. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 2, wherein:

Inside the eight-way valve, the first end (141) is switchable between communicating with the second end (142) and with the fourth end (144), the second end (142) is switchable between communicating with the first end (141) and with the third end (143), the third end (143) is switchable between communicating with the second end (142) and with the fourth end (144), the fourth end (144) is switchable between communicating with the third end (143) and with the first end (141), the fifth end (145) is switchable between communicating with the sixth end (146) and with the eighth end (148), the sixth end (146) is switchable between communicating with the fifth end (145) and with the seventh end (147), the seventh end (147) is switchable between communicating with the sixth end (146) and with the eighth end (148), and the seventh end (147) is switchable between communicating with the eighth end (146) and with the eighth end (148).

4. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 3, wherein:

The eight-way valve has 2 modes in total, including mode (one): -said first end (141) communicates with said fourth end (144), said second end (142) communicates with said third end (143), said sixth end (146) communicates with said seventh end (147), said fifth end (145) communicates with said eighth end (148); mode (two): -said first end (141) communicates with said second end (142), said third end (143) communicates with said fourth end (144), said fifth end (145) communicates with said sixth end (146), and said seventh end (147) communicates with said eighth end (148); the eight-way valve is switched to switch between the mode (one) and the mode (two).

5. The indirect heat exchange electric vehicle thermal management air conditioning system according to any of claims 2-4, wherein:

The novel expansion device is characterized in that a first water pump (7) is arranged on the first pipeline (101), a first expansion water tank (8) is communicated with any position on the first pipeline (101), a second water pump (15) is arranged on the third pipeline (103), and a second expansion water tank (16) is communicated with any position on the third pipeline (103).

6. The indirect heat exchange electric vehicle thermal management air conditioning system according to any of claims 2-4, wherein:

the other end of the battery heat exchanger (12) is communicated to the seventh pipeline (107) through a tenth pipeline (110), the position of the tenth pipeline (110) communicated to the seventh pipeline (107) is a first position, one end of the eighth pipeline (108) is communicated with the seventh end (147), and the position of the other end of the eighth pipeline (108) communicated to the seventh pipeline (107) is located between the first position and the motor heat exchanger (18).

7. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 6, wherein:

The system further comprises an eleventh pipeline (111) and a twelfth pipeline (112), wherein one end of the eleventh pipeline (111) is communicated to the fifth pipeline (105), the other end of the eleventh pipeline (111) is communicated to the seventh pipeline (107) and is located between the first position and the in-vehicle heat exchanger (9), one end of the twelfth pipeline (112) is communicated with the eighth pipeline (108), and the other end of the twelfth pipeline (112) is communicated to the fifth pipeline (105).

8. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 7, wherein:

A first three-way valve (10) is arranged at the position of the eleventh pipeline (111) communicated with the seventh pipeline (107), the end a, the end b and the end c of the first three-way valve (10) are respectively communicated with the in-vehicle heat exchanger (9), the eleventh pipeline (111) and the first position,

A second three-way valve (11) is arranged at the position of the eighth pipeline (108) communicated with the seventh pipeline (107), the end a, the end b and the end c of the second three-way valve (11) are respectively communicated with the motor heat exchanger (18), the eighth pipeline (108) and the first position,

A third three-way valve (13) is arranged at the position, communicated with the fifth pipeline (105), of the twelfth pipeline (112), and an end a, an end b and an end c of the third three-way valve (13) are respectively communicated with the battery heat exchanger (12), the twelfth pipeline (112) and the fifth pipeline (105).

9. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 8, wherein:

The position at which the eleventh pipeline (111) is communicated with the fifth pipeline (105) is located between the fifth end (145) of the eight-way valve and the third three-way valve (13).

10. The indirect heat exchange electric vehicle thermal management air conditioning system according to claim 1, wherein:

The refrigerant circulation system is characterized in that a refrigerant medium flows in the refrigerant circulation system, a refrigerant flows in the refrigerant circulation system, the refrigerant is water, the refrigerant circulation system further comprises a gas-liquid separator (5), and the gas-liquid separator (5) is arranged at the air suction end of the compressor (1); the throttling device (3) is an electronic expansion valve, and the first heat exchanger (2) and the second heat exchanger (4) are both plate heat exchangers.