CN221340120U - Heat pump system of electric automobile - Google Patents
Heat pump system of electric automobile Download PDFInfo
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- CN221340120U CN221340120U CN202323389616.6U CN202323389616U CN221340120U CN 221340120 U CN221340120 U CN 221340120U CN 202323389616 U CN202323389616 U CN 202323389616U CN 221340120 U CN221340120 U CN 221340120U
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- 239000003507 refrigerant Substances 0.000 claims abstract description 179
- 239000000110 cooling liquid Substances 0.000 claims abstract description 141
- 238000010438 heat treatment Methods 0.000 claims abstract description 46
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 75
- 238000001816 cooling Methods 0.000 claims description 30
- 239000007788 liquid Substances 0.000 claims description 21
- 238000005057 refrigeration Methods 0.000 claims description 9
- 238000007791 dehumidification Methods 0.000 claims description 6
- 238000011084 recovery Methods 0.000 abstract description 10
- 238000005265 energy consumption Methods 0.000 abstract description 9
- 238000001704 evaporation Methods 0.000 abstract description 9
- 239000002918 waste heat Substances 0.000 abstract description 7
- 239000003570 air Substances 0.000 description 28
- 239000002826 coolant Substances 0.000 description 15
- 238000010586 diagram Methods 0.000 description 14
- 230000005494 condensation Effects 0.000 description 8
- 238000009833 condensation Methods 0.000 description 8
- 230000008020 evaporation Effects 0.000 description 6
- 239000012080 ambient air Substances 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- 230000002238 attenuated effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000009545 invasion Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
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- Air-Conditioning For Vehicles (AREA)
Abstract
The utility model relates to an electric automobile heat pump system, which belongs to the technical field of electric automobile heat management and comprises a refrigerant loop and a cooling liquid loop, wherein the refrigerant loop and the cooling liquid loop are mutually thermally coupled through a water-cooled condenser and a battery cooler. The system can increase the evaporating temperature of the heat pump system through self heating capacity compensation of the heat pump system, so that the operating range of the heat pump system in a low-temperature environment is widened, and the heating mode can be operated in the low-temperature environment below-10 ℃. When the system operates in a heating mode, the evaporator is utilized to dehumidify while providing heat for the interior of the vehicle, so that the risk of fogging is avoided, and the driving safety and the comfort are improved. Meanwhile, when the system operates in a heating mode, air heat recovery and electric drive waste heat recovery in the passenger cabin are realized, and energy consumption is reduced; in addition, as the required flow of the refrigerant of the system is reduced, the rotating speed of the compressor is reduced, so that the performance is improved.
Description
Technical Field
The utility model belongs to the technical field of electric automobile heat management, and relates to an electric automobile heat pump system.
Background
Electric automobiles are used as main stream products of new energy automobiles, and have excellent potential in reducing carbon emission. The heat pump system of the electric automobile in the current market has the following defects:
1. the operation range is as follows: the performance is extremely low or even can not work under the temperature of minus 10 ℃;
2. Operational economics aspect: the air inlet is ambient air in a heating mode, the cold invasion in the vehicle is large, and the energy consumption of the system is high; in addition, the heating mode also causes low evaporation temperature of the system, low suction pressure of the compressor, low circulation flow of the system, constant high-speed operation of the compressor, low isentropic efficiency and low energy efficiency ratio;
3. Security aspect: if the air intake is passenger cabin air in the heating mode, fog in the vehicle can be generated due to the fact that personnel in the passenger cabin are scattered wet, and the risk of fog generation is higher when the personnel are more, so that the driving safety is affected;
4. comfort aspect: the heating mode needs to be frequently switched to a defogging mode, and the comfort in the vehicle is poor;
5. Reliability aspect: the operation pressure of the compressor is high in low temperature in winter and high temperature in summer, the exhaust temperature is high, the shutdown protection is easily triggered when the exhaust temperature is too high, and the service life of the compressor is seriously attenuated;
6. the cost aspect is as follows: in winter, the water heating electric heater is adopted for assisting in heating, so that the system cost is high and the pipeline structure is complex.
Disclosure of utility model
Accordingly, the present utility model is directed to an electric vehicle heat pump system, which solves the problems of the conventional electric vehicle heat pump system.
In order to achieve the above purpose, the present utility model provides the following technical solutions:
The heat pump system of the electric automobile comprises a compressor, a refrigerant three-way proportional valve, a water-cooled condenser, an external condenser, a gas-liquid separator, a first electronic expansion valve, a battery cooler, a second electronic expansion valve, an internal condenser, an evaporator, a first electronic water pump, a first three-way valve, a battery pack, a second three-way valve, an electric drive, a cooling liquid three-way proportional valve, a second electronic water pump, a third three-way valve and a radiator;
the compressor, the refrigerant three-way proportional valve, the built-in condenser, the second electronic expansion valve, the evaporator and the gas-liquid separator are sequentially connected in series to form a first refrigerant loop;
The compressor, the refrigerant three-way proportional valve, the built-in condenser, the first electronic expansion valve, the refrigerant channel of the battery cooler and the gas-liquid separator are sequentially connected in series to form a second refrigerant loop;
The compressor, the refrigerant three-way proportional valve, a refrigerant channel of the water-cooling condenser, the external condenser, the first electronic expansion valve, a refrigerant channel of the battery cooler and the gas-liquid separator are sequentially connected in series to form a third refrigerant loop;
The compressor, the refrigerant three-way proportional valve, a refrigerant channel of the water-cooled condenser, the external condenser, the second electronic expansion valve, the evaporator and the gas-liquid separator are sequentially connected in series to form a fourth refrigerant loop;
The first electronic water pump, the first three-way valve, the electric drive, the cooling liquid three-way proportional valve, the second three-way valve and the cooling liquid channel of the battery cooler are sequentially connected in series to form a first electric drive cooling liquid loop;
the second electronic water pump, the electric drive, the cooling liquid three-way proportional valve, the third three-way valve and the radiator are sequentially connected in series to form a second electric drive cooling liquid loop;
The second electronic water pump, the electric drive, the cooling liquid three-way proportional valve, the third three-way valve, the water-cooling condenser and the radiator are sequentially connected in series to form a cooling liquid loop of the water-cooling condenser;
The first electronic water pump, the first three-way valve, the battery pack, the second three-way valve and the cooling liquid channel of the battery cooler are sequentially connected in series to form a first battery pack cooling liquid loop;
The second electronic water pump, the first three-way valve, the battery pack, the second three-way valve, the cooling liquid three-way proportional valve, the third three-way valve and the radiator are sequentially connected in series to form a second battery pack cooling liquid loop;
The refrigerant loop is provided with a refrigerant, the cooling liquid loop is provided with cooling liquid, and each loop can be independently opened.
Optionally, the first refrigerant loop, the second refrigerant loop, the first electric drive cooling liquid loop and the second electric drive cooling liquid loop are opened into a first heating mode of the passenger cabin;
the first refrigerant loop, the third refrigerant loop, the first electric drive cooling liquid loop and the cooling liquid loop of the water-cooled condenser are opened into a second heating mode of the passenger cabin;
the fourth refrigerant loop and the cooling liquid loop of the water-cooled condenser are opened into a passenger cabin refrigeration mode;
the first refrigerant loop, the fourth refrigerant loop and the cooling liquid loop of the water-cooled condenser are opened into a passenger cabin dehumidification mode;
The third refrigerant loop, the first battery pack cooling liquid loop and the water-cooling condenser cooling liquid loop are opened into a battery pack refrigeration mode;
The second electric drive cooling liquid loop and the second battery pack cooling liquid loop are opened into a battery pack and electric drive natural cooling mode.
Optionally, the first refrigerant circuit is turned on to a low temperature start mode, and when the ambient temperature is lower than a set value, the low temperature start mode is operated before the first heating mode of the passenger cabin or the second heating mode of the passenger cabin is operated.
Optionally, the first electronic water pump and the second electronic water pump are connected in parallel with a kettle.
Optionally, a blower is provided on one side of the evaporator.
Optionally, an electronic fan is arranged at one side of the external condenser.
The utility model has the beneficial effects that:
1. The operation range is wide: the system can increase the evaporating temperature of the heat pump system through self heating capacity compensation of the heat pump system, so that the operating range of the heat pump system in a low-temperature environment is widened, and the heating mode can be operated in the low-temperature environment below-10 ℃.
2. The safety and the comfort are good: when the system operates in a heating mode, heat is provided for the interior of the vehicle, and meanwhile, the evaporator is utilized for dehumidification, so that the risk of fogging is avoided, and the driving safety and the driving comfort are improved.
3. And (3) running economy: when the system operates a heating mode, the air heat recovery and the electric drive waste heat recovery in the passenger cabin are realized, and the energy consumption is reduced; in addition, as the required flow of the system refrigerant is reduced, the rotating speed of the compressor is reduced, and the performance is improved.
4. The reliability is high: the condensation temperature is reduced by adding a water-cooling condenser and introducing a cooling liquid loop of the water-cooling condenser, so that the system operation pressure ratio can be effectively reduced in summer; and in winter, the electric drive cooling liquid loop recovers electric drive heat, improves the evaporation temperature and can reduce the system operation pressure ratio. The compressor pressure ratio is reduced, the exhaust temperature is reduced, and the probability of triggering shutdown protection due to overhigh exhaust temperature is further reduced.
5. The cost is low: the water heating electric heater of the traditional heat pump system is omitted, the cost is reduced, and the pipeline structure is simplified.
Additional advantages, objects, and features of the utility model will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the utility model. The objects and other advantages of the utility model may be realized and obtained by means of the instrumentalities and combinations particularly pointed out in the specification.
Drawings
For the purpose of making the objects, technical solutions and advantages of the present utility model more apparent, the present utility model will be described in the following preferred detail with reference to the accompanying drawings, in which:
Fig. 1 is a schematic diagram of a heat pump system of an electric vehicle according to the present utility model.
Fig. 2 is a schematic diagram of a first heating mode operation of the passenger compartment of the heat pump system of the electric vehicle.
Fig. 3 is a schematic diagram of a second heating mode operation of the passenger compartment of the electric vehicle heat pump system.
Fig. 4 is a schematic diagram of the operation of the electric vehicle heat pump system in the low temperature start mode.
Fig. 5 is a schematic diagram of the operation of the electric vehicle heat pump system in passenger compartment cooling mode.
Fig. 6 is a schematic diagram of a passenger compartment dehumidification mode operation of the electric vehicle heat pump system.
Fig. 7 is a schematic diagram of a battery pack cooling mode operation of the heat pump system of the electric vehicle.
Fig. 8 is a schematic diagram of the operation of the electric vehicle heat pump system in battery and electric drive natural cooling mode.
Reference numerals: the air conditioner comprises a compressor 1, a refrigerant three-way proportional valve 2, a water-cooled condenser 3, an external condenser 4, an electronic fan 5, a gas-liquid separator 6, a first electronic expansion valve 7, a battery cooler 8, a second electronic expansion valve 9, an internal condenser 10, an evaporator 11, a blower 12, a first electronic water pump 13, a first three-way valve 14, a battery pack 15, a second three-way valve 16, an electric drive 17, a cooling liquid three-way proportional valve 18, a second electronic water pump 19, a third three-way valve 20, a radiator 21 and a kettle 22.
Detailed Description
Other advantages and effects of the present utility model will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present utility model with reference to specific examples. The utility model may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present utility model. It should be noted that the illustrations provided in the following embodiments merely illustrate the basic idea of the present utility model by way of illustration, and the following embodiments and features in the embodiments may be combined with each other without conflict.
Wherein the drawings are for illustrative purposes only and are shown in schematic, non-physical, and not intended to limit the utility model; for the purpose of better illustrating embodiments of the utility model, certain elements of the drawings may be omitted, enlarged or reduced and do not represent the size of the actual product; it will be appreciated by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numbers in the drawings of embodiments of the utility model correspond to the same or similar components; in the description of the present utility model, it should be understood that, if there are terms such as "upper", "lower", "left", "right", "front", "rear", etc., that indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, it is only for convenience of describing the present utility model and simplifying the description, but not for indicating or suggesting that the referred device or element must have a specific azimuth, be constructed and operated in a specific azimuth, so that the terms describing the positional relationship in the drawings are merely for exemplary illustration and should not be construed as limiting the present utility model, and that the specific meaning of the above terms may be understood by those of ordinary skill in the art according to the specific circumstances.
Referring to fig. 1 to 7, the present embodiment provides an electric vehicle heat pump system, including:
The first cooling medium loop, the second cooling medium loop, the third cooling medium loop, the fourth cooling medium loop, the first electric drive cooling liquid loop, the second electric drive cooling liquid loop, the water-cooled condenser cooling liquid loop and the first battery pack cooling liquid loop:
The first refrigerant loop and the second refrigerant loop share a refrigerant channel of the built-in condenser, the third refrigerant loop and the fourth refrigerant loop share a refrigerant channel of the water-cooled condenser and the external condenser, the first refrigerant loop and the fourth refrigerant loop share an evaporator, and the second refrigerant loop and the third refrigerant loop share a battery cooler;
The first electric drive cooling liquid loop and the second electric drive cooling liquid loop share an electric drive cooling liquid channel, and the first electric drive cooling liquid loop and the first battery pack cooling liquid loop share a cooling liquid channel of a battery cooler;
The second refrigerant loop is coupled with the first electric drive cooling liquid loop through the battery cooler, the third refrigerant loop is coupled with the water-cooled condenser cooling liquid loop through the water-cooled condenser, and the third refrigerant loop is coupled with the water-cooled condenser cooling liquid loop through the water-cooled condenser.
Forming the first refrigerant loop, the second refrigerant loop, the third refrigerant loop and the fourth refrigerant loop, and needing to use the refrigerant three-way proportional valve 2, the first electronic expansion valve 7 and the second electronic expansion valve 9; the first electric drive cooling liquid loop, the second electric drive cooling liquid loop, the water-cooled condenser cooling liquid loop and the first battery pack cooling liquid loop are formed by using a cooling liquid three-way proportional valve 19, a first three-way valve 15, a second three-way valve 17 and a third three-way valve 21.
The first refrigerant circuit includes: the compressor 1, the interface A and the interface B of the refrigerant three-way proportional valve 2, the built-in condenser 10, the second electronic expansion valve 9, the evaporator 11 and the gas-liquid separator 6 which are sequentially communicated to form a closed loop;
the second refrigerant circuit includes: the compressor 1, the interface A and the interface B of the refrigerant three-way proportional valve 2, the built-in condenser 10, the first electronic expansion valve 7, the refrigerant channel of the battery cooler 8 and the gas-liquid separator 6 are sequentially communicated to form a closed loop;
The third refrigerant circuit includes: the compressor 1, the interface A and the interface C of the refrigerant three-way proportional valve 2, the refrigerant channel of the water-cooled condenser 3, the external condenser 4, the first electronic expansion valve 7, the refrigerant channel of the battery cooler 8 and the gas-liquid separator 6 are sequentially communicated to form a closed loop;
The fourth refrigerant circuit includes: the compressor 1 of the closed loop, the interface A and the interface C of the refrigerant three-way proportional valve 2, the refrigerant channel of the water-cooled condenser 3, the external condenser 4, the second electronic expansion valve 9, the evaporator 11 and the gas-liquid separator 6 are sequentially communicated.
The first electrically driven coolant circuit includes:
The first electronic water pump 13, the interface O and the interface M of the first three-way valve 14, the interface I and the interface H of the cooling liquid three-way proportional valve 18, the interface J and the interface K of the second three-way valve 16 and the battery cooler 8.
The water outlet of the first electronic water pump 13 is communicated with the interface O of the first three-way valve 14, the interface O of the first three-way valve 14 is communicated with the interface M, the interface M of the first three-way valve 14 is communicated with the water inlet of the electric drive 17, the water outlet of the electric drive 17 is communicated with the interface I of the cooling liquid three-way proportional valve 18, the interface I of the cooling liquid three-way proportional valve 18 is communicated with the interface H, the interface H of the cooling liquid three-way proportional valve 18 is communicated with the interface J of the second three-way valve 16, the interface J of the second three-way valve 16 is communicated with the interface K, and the cooling liquid channel of the battery cooler 8 is communicated with the interface K of the second three-way valve 17 and the water inlet of the first electronic water pump 13.
The second electrically driven coolant circuit includes:
The second electronic water pump 19, the electric drive 17, interfaces I and G of the coolant three-way proportional valve 18, interfaces E and F of the third three-way valve 20 and the radiator 21.
The water outlet of the second electronic water pump 19 is communicated with the water inlet of the electric drive 17, the water outlet of the electric drive 17 is communicated with the interface I of the cooling liquid three-way proportional valve 18, the interface I of the cooling liquid three-way proportional valve 18 is communicated with the interface G, the interface G of the cooling liquid three-way proportional valve 18 is communicated with the interface E of the third three-way valve 20, the interface E of the cooling liquid three-way proportional valve 21 is communicated with the interface F, and the water inlet and the water outlet of the radiator 21 are respectively communicated with the interface F of the third three-way valve 20 and the water inlet of the second electronic water pump 19.
The water-cooled condenser coolant loop includes:
The second electronic water pump 19, the electric drive 17, interfaces I and G of the coolant three-way proportional valve 18, interfaces E and D of the third three-way valve 20, the water-cooled condenser 3 and the radiator 21.
The water outlet of the second electronic water pump 19 is communicated with the water inlet of the electric drive 17, the water outlet of the electric drive 17 is communicated with the interface I of the cooling liquid three-way proportional valve 18, the interface I of the cooling liquid three-way proportional valve 18 is communicated with the interface G, the interface G of the cooling liquid three-way proportional valve 18 is communicated with the interface E of the third three-way valve 20, the interface E of the cooling liquid three-way proportional valve 21 is communicated with the interface D, the cooling liquid channel of the water-cooled condenser 3 is communicated with the interface D of the third three-way valve 20 and the water inlet of the radiator 21, and the water outlet of the radiator 21 is communicated with the water inlet of the second electronic water pump 19.
The first battery pack coolant circuit includes:
The first electronic water pump 13, the interface O and the interface N of the first three-way valve 14, the battery pack 15, the interface L and the interface K of the second three-way valve 16 and the cooling liquid channel of the battery cooler 8;
The water outlet of the first electronic water pump 13 is communicated with the interface O of the first three-way valve 14, the interface O of the first three-way valve 14 is communicated with the interface N, the water inlet and the water outlet of the battery pack are respectively communicated with the interface N of the first three-way valve 14 and the interface L of the second three-way valve 16, the interface L of the second three-way valve 16 is communicated with the interface K, and the cooling liquid channel of the battery cooler 8 is communicated with the interface K of the second three-way valve 16 and the water inlet of the first electronic water pump 13.
The second battery pack coolant circuit includes:
The second electronic water pump 19, the interface M and the interface N of the first three-way valve 14, the battery pack 15, the interface L and the interface J of the second three-way valve 16, the interface H and the interface G of the cooling liquid three-way proportional valve 18, the interface E and the interface F of the third three-way valve 20 and the radiator 21.
The second electronic water pump 19, the interface M and the interface N of the first three-way valve 14, the battery pack 15, the interface L and the interface J of the second three-way valve 16, the interface H and the interface G of the cooling liquid three-way proportional valve 18, the interface E and the interface F of the third three-way valve 20 and the radiator 21 are sequentially connected in series to form a second battery pack cooling liquid loop.
The second electric drive cooling liquid loop and the second battery pack cooling liquid loop are opened into a battery pack and electric drive natural cooling mode.
The water outlet of the second electronic water pump 19 is communicated with the water inlet of the electric drive 17 and the interface M of the first three-way valve 14, and the water outlet of the electric drive 17 is communicated with the interface I of the cooling liquid three-way proportional valve 18; the interface M of the first three-way valve 14 is communicated with the interface N of the first three-way valve 14, the inlet and the outlet of the battery pack are communicated with the interface N of the first three-way valve 14 and the interface L of the second three-way valve 16, the interface L of the second three-way valve 16 is communicated with the interface J, and the interface J of the second three-way valve 16 is communicated with the interface H of the coolant three-way proportional valve; the interface I and the interface H of the three-way proportional valve of the cooling liquid are communicated with the interface G, the interface G of the three-way proportional valve 18 of the cooling liquid is communicated with the interface E of the third three-way valve 20, the interface E and the interface F of the three-way proportional valve 21 of the cooling liquid are communicated, and the water inlet and the water outlet of the radiator 21 are respectively communicated with the interface F of the third three-way valve 20 and the water inlet of the second electronic water pump 19. The proportion of the three-way proportional valve of the cooling liquid is controlled by the water outlet temperature of the battery pack.
The working principle of the system is as follows:
The electric automobile heat pump system comprises the following modes: the system comprises a first passenger cabin heating mode, a second passenger cabin heating mode, a low-temperature starting mode, a passenger cabin refrigerating mode, a passenger cabin dehumidifying mode, a battery pack refrigerating mode, a battery pack and an electric drive natural cooling mode, wherein heat generated by the battery pack and the electric drive is dissipated through the battery pack and an electric drive cooling liquid loop.
The first heating mode of the passenger cabin utilizes the refrigerant to heat the passenger cabin, one part of the cooling capacity of the refrigerant absorbs the air heat of the passenger cabin to offset, and the other part of the cooling capacity of the refrigerant counteracts the heat absorbed by the electric drive waste heat and the cooling liquid.
Whether the passenger cabin is opened or not is determined by an instruction input by a user, and whether the passenger cabin is opened or not is determined by the air inlet temperature of the external condenser. When the inlet air temperature of the external condenser is minus 10 ℃, the heat pump system starts a first heating mode of the passenger cabin.
The specific principle of the first heating mode of the passenger cabin is as follows:
Forming a first refrigerant loop, a second refrigerant loop, a first electric drive cooling liquid loop and a second electric drive cooling liquid loop; the first refrigerant loop is communicated with the second refrigerant loop, the first electric drive cooling liquid loop is communicated with the second electric drive cooling liquid loop, and the second refrigerant loop is thermally coupled with the first electric drive cooling liquid loop;
The first refrigerant loop directly releases own cooling capacity to the passenger cabin and dehumidifies air from the passenger cabin; the first refrigerant loop and the second refrigerant loop directly release the heat of the first refrigerant loop and the second refrigerant loop to dehumidified air, so that the passenger cabin air heat recovery and heating are realized, and the energy consumption is reduced; the second refrigerant loop counteracts the cold energy generated by the second refrigerant loop, the heat generated by the electric drive in the first electric drive cooling liquid loop and the heat of the cooling liquid absorbing ambient air, and electric drive waste heat recovery is realized. The specific schematic diagram is shown in fig. 2.
A second heating mode of the passenger cabin, wherein one part of the heat of the refrigerant is used for heating the passenger cabin, and the other part of the heat of the refrigerant is dispersed into the cooling liquid; and one part of the cooling capacity of the refrigerant absorbs and counteracts the heat of the air in the passenger cabin, and the other part of the cooling capacity of the refrigerant counteracts the heat absorbed by the electric drive waste heat and the cooling liquid.
Whether the passenger cabin is started or not is determined by an instruction input by a user, and whether the passenger cabin is started or not is determined by the air inlet temperature of the external condenser. When the air inlet temperature of the external condenser is less than or equal to minus 10 ℃, the evaporation temperature of the heat pump system is low, so that the air suction pressure of the compressor is low, the air suction density of the compressor is low, the refrigerant circulating mass flow of the whole system is low, the air discharge temperature of the compressor is high, and the alarm stop is frequently triggered. Therefore, in the environment, the heat pump system starts the second heating mode of the passenger cabin, and the evaporation temperature is increased so as to widen the operation range of the heat pump system in the low-temperature environment.
The specific principle of the second heating mode of the passenger cabin is as follows:
Forming a first refrigerant loop, a third refrigerant loop, a first electric drive cooling liquid loop and a water-cooled condenser cooling liquid loop; the first refrigerant loop is communicated with the third refrigerant loop, the first electric drive cooling liquid loop is communicated with the water-cooled condenser cooling liquid loop, and the third refrigerant loop is thermally coupled with the first electric drive cooling liquid loop and the water-cooled condenser cooling liquid loop; the external condenser of the third refrigerant loop is only used as a refrigerant channel and does not play a role in condensation, namely, the electronic fan is in a closed state.
The first refrigerant loop directly releases own cooling capacity to the passenger cabin and dehumidifies air from the passenger cabin; the first refrigerant loop and the second refrigerant loop directly release the heat of the first refrigerant loop and the second refrigerant loop to dehumidified air, so that the passenger cabin air heat recovery and heating are realized, and the energy consumption is reduced; the third refrigerant loop releases the own cold energy to the first electric drive cooling liquid loop, and the third refrigerant loop releases the own heat energy to the water-cooling condenser cooling liquid loop; the cold energy of the first electric drive cooling liquid loop is counteracted with the heat generated by electric drive in the loop and the heat of the cooling liquid loop of the water-cooled condenser, so that the electric drive waste heat recovery is realized, the evaporation temperature of the heat pump system is increased through the self heating energy compensation of the heat pump system, and the operating range of the heat pump system in a low-temperature environment is widened. The specific schematic diagram is shown in fig. 3.
Low temperature start mode: the compressor is used for doing work to increase the heat of the gaseous refrigerant, and the gaseous refrigerant releases heat to the liquid refrigerant to evaporate the liquid refrigerant, so that the flow of the circulating refrigerant of the system is increased, and the normal pressure required by a heating mode is further established.
The specific principle of the low-temperature starting mode is as follows:
The first refrigerant loop is formed, the blower in front of the built-in condenser and the evaporator does not work, and the opening of the second electronic expansion valve is adjusted to be fully opened so as not to play a role of throttling, so that the built-in condenser, the second electronic expansion valve and the evaporator are only used as circulation pipelines. The gaseous refrigerant is compressed by the compressor and then sequentially flows through the built-in condenser, the second electronic expansion valve and the evaporator and then enters the gas-liquid separator, and the high-temperature and high-pressure gaseous refrigerant contacts with the low-temperature and low-pressure liquid refrigerant in the gas-liquid separator to evaporate the low-temperature and low-pressure liquid refrigerant, so that the suction pressure is increased, the exhaust pressure is increased, and the normal pressure required by a heating mode is established.
The system receives the instruction of starting the heating mode, and whether the system runs the low-temperature starting mode is determined by the air inlet temperature of the external condenser. When the inlet air temperature of the external condenser is less than or equal to 0 ℃, the low-temperature starting mode is operated, and when the exhaust pressure is more than or equal to 1.9Mpa or the exhaust temperature is more than or equal to 100 ℃, the air enters the first heating mode of the passenger cabin or the second heating mode of the passenger cabin. The specific schematic diagram is shown in fig. 4.
In the passenger cabin refrigeration mode, the passenger cabin is refrigerated by utilizing a refrigerant, and the heat of the refrigerant is radiated through the external condenser and the water-cooling condenser.
The specific principle of the passenger cabin refrigerating mode is as follows:
if the temperature of the electric drive water is lower than the discharge temperature of the compressor:
Forming a fourth refrigerant loop and a cooling liquid loop of the water-cooled condenser; the fourth refrigerant loop is thermally coupled to the water cooled condenser coolant loop. The refrigerant of the fourth refrigerant loop can be cooled to a certain temperature by the electric driving water through the water-cooling condenser and then enters the external condenser for condensation.
The fourth refrigerant loop directly releases own cooling capacity to the air in the passenger cabin to realize the refrigeration of the passenger cabin; and the fourth refrigerant loop directly releases a part of heat to the environment, and the other part of heat is released to the water-cooled condenser cooling liquid, and the water-cooled condenser cooling liquid loop releases the heat to the environment. The condensation temperature is reduced, so that energy consumption is reduced, or the operating range of the heat pump system in a high-temperature environment is widened. The specific schematic diagram is shown in fig. 5.
If the temperature of the electric drive water is higher than the discharge temperature of the compressor:
Forming a fourth refrigerant loop, wherein the fourth refrigerant loop directly releases own cooling capacity to the air in the passenger cabin, so as to realize the refrigeration of the passenger cabin; the fourth refrigerant loop directly releases a portion of its own heat to the environment.
In the passenger cabin dehumidification mode, a refrigerant is utilized to dehumidify the passenger cabin, one part of heat of the refrigerant is radiated through an internal condenser, and the other part of heat of the refrigerant is radiated through an external condenser and a water-cooled condenser.
The specific principle of the passenger cabin dehumidification mode is as follows:
if the temperature of the electric drive water is lower than the discharge temperature of the compressor:
Forming a first refrigerant loop, a fourth refrigerant loop and a cooling liquid loop of a water-cooled condenser; the first refrigerant loop is communicated with a fourth refrigerant loop, and the fourth refrigerant loop is thermally coupled with a cooling liquid loop of the water-cooled condenser. The refrigerant of the fourth refrigerant loop is cooled to a certain temperature by the electric driving water through the water-cooling condenser and then enters the external condenser for condensation.
The first refrigerant loop and the fourth refrigerant loop directly release own cooling capacity to the air in the passenger cabin, so that the passenger cabin is dehumidified; the first refrigerant loop directly releases self heat to the passenger cabin, so that the passenger cabin is only dehumidified and not cooled; and the fourth refrigerant loop directly releases a part of heat to the environment, and the other part of heat is released to the water-cooled condenser cooling liquid, and the water-cooled condenser cooling liquid loop releases the heat to the environment. The condensation temperature is reduced and the energy consumption is further reduced. The specific schematic diagram is shown in fig. 6.
If the temperature of the electric drive water is higher than the discharge temperature of the compressor:
and a first refrigerant loop and a fourth refrigerant loop are formed, and the first refrigerant loop is communicated with the fourth refrigerant loop.
The first refrigerant loop and the fourth refrigerant loop directly release own cooling capacity to the air in the passenger cabin, so that the passenger cabin is dehumidified; the first refrigerant loop directly releases self heat to the passenger cabin, so that the passenger cabin is only dehumidified and not cooled; the fourth refrigerant circuit directly releases heat to the environment.
In the battery pack refrigeration mode, a refrigerant is utilized to refrigerate the battery pack, and the heat of the refrigerant is radiated through the external condenser and the water-cooling condenser.
The specific principle of the battery pack refrigeration mode is as follows:
if the temperature of the electric drive water is lower than the discharge temperature of the compressor:
Forming a third refrigerant loop, a first battery pack cooling liquid loop and a water-cooled condenser cooling liquid loop; the first battery pack cooling liquid loop and the water-cooled condenser cooling liquid loop are not communicated, and the third refrigerant loop is thermally coupled with the first battery pack cooling liquid loop and the water-cooled condenser cooling liquid loop. The refrigerant of the third refrigerant loop can be cooled to a certain temperature by the electric driving water through the water-cooling condenser and then enters the external condenser for condensation.
The third refrigerant loop exchanges the cold energy generated by the third refrigerant loop to the first battery pack cooling liquid loop to cool the battery pack, and the third refrigerant loop directly releases part of heat of the third refrigerant loop to the environment, and the other part of heat is released to the water-cooled condenser cooling liquid, and the water-cooled condenser cooling liquid loop releases the heat to the environment. The condensation temperature is reduced and the energy consumption is further reduced. The specific schematic diagram is shown in fig. 7.
If the temperature of the electric drive water is higher than the discharge temperature of the compressor:
forming a third refrigerant loop and a first battery pack cooling liquid loop; the third coolant loop is thermally coupled to the first battery pack coolant loop.
The third refrigerant loop exchanges the cold energy generated by the third refrigerant loop to the first battery pack cooling liquid loop to cool the battery pack, and the third refrigerant loop directly releases heat to the environment.
The refrigerant loop is provided with the refrigerant, the cooling liquid loop is provided with the cooling liquid, the refrigerant loop and the cooling liquid loop are mutually thermally coupled through the water-cooled condenser and the battery cooler, and the purpose of improving the evaporating temperature of the heat pump system through self heating capacity compensation of the heat pump system is achieved, so that the operating range of the heat pump system in a low-temperature environment is widened, and the heating mode can be operated in the low-temperature environment below-10 ℃. When the system operates in a heating mode, the evaporator is utilized to dehumidify while providing heat for the interior of the vehicle, so that the risk of fogging is avoided, and the driving safety and the comfort are improved. Meanwhile, when the system operates in a heating mode, the air heat recovery and the electric drive waste heat recovery in the passenger cabin are realized, and the energy consumption is reduced; in addition, as the required flow rate of the refrigerant of the system is reduced, the rotating speed of the compressor is reduced, so that the performance can be improved. The condensing temperature is reduced by adding a water-cooled condenser and introducing a cooling liquid loop of the water-cooled condenser, and the system operation pressure ratio is effectively reduced in summer; and in winter, the electric drive cooling liquid loop recovers electric drive heat, improves the evaporation temperature and can reduce the system operation pressure ratio. The compressor pressure ratio is reduced, the exhaust temperature is reduced, and the probability of triggering shutdown protection due to overhigh exhaust temperature is further reduced. The utility model realizes independent or interrelated operation of passenger cabin thermal management, battery thermal management and electric drive thermal management through interrelated coupling of the loops.
Finally, it is noted that the above embodiments are only for illustrating the technical solution of the present utility model and not for limiting the same, and although the present utility model has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the present utility model, which is intended to be covered by the claims of the present utility model.
Claims (6)
1. An electric automobile heat pump system, its characterized in that: the device comprises a compressor (1), a refrigerant three-way proportional valve (2), a water-cooled condenser (3), an external condenser (4), a gas-liquid separator (6), a first electronic expansion valve (7), a battery cooler (8), a second electronic expansion valve (9), an internal condenser (10), an evaporator (11), a first electronic water pump (13), a first three-way valve (14), a battery pack (15), a second three-way valve (16), an electric drive (17), a cooling liquid three-way proportional valve (18), a second electronic water pump (19), a third three-way valve (20) and a radiator (21);
The compressor (1), the refrigerant three-way proportional valve (2), the built-in condenser (10), the second electronic expansion valve (9), the evaporator (11) and the gas-liquid separator (6) are sequentially connected in series to form a first refrigerant loop;
the compressor (1), the refrigerant three-way proportional valve (2), the built-in condenser (10), the first electronic expansion valve (7), the refrigerant channel of the battery cooler (8) and the gas-liquid separator (6) are sequentially connected in series to form a second refrigerant loop;
The compressor (1), the refrigerant three-way proportional valve (2), the refrigerant channel of the water-cooled condenser (3), the external condenser (4), the first electronic expansion valve (7), the refrigerant channel of the battery cooler (8) and the gas-liquid separator (6) are sequentially connected in series to form a third refrigerant loop;
the compressor (1), the refrigerant three-way proportional valve (2), a refrigerant channel of the water-cooled condenser (3), the external condenser (4), the second electronic expansion valve (9), the evaporator (11) and the gas-liquid separator (6) are sequentially connected in series to form a fourth refrigerant loop;
The first electronic water pump (13), the first three-way valve (14), the electric drive (17), the cooling liquid three-way proportional valve (18), the second three-way valve (16) and the cooling liquid channel of the battery cooler (8) are sequentially connected in series to form a first electric drive cooling liquid loop;
The second electronic water pump (19), the electric drive (17), the cooling liquid three-way proportional valve (18), the third three-way valve (20) and the radiator (21) are sequentially connected in series to form a second electric drive cooling liquid loop;
The second electronic water pump (19), the electric drive (17), the cooling liquid three-way proportional valve (18), the third three-way valve (20), the water-cooled condenser (3) and the radiator (21) are sequentially connected in series to form a cooling liquid loop of the water-cooled condenser;
The first electronic water pump (13), the first three-way valve (14), the battery pack (15), the second three-way valve (16) and the cooling liquid channel of the battery cooler (8) are sequentially connected in series to form a first battery pack cooling liquid loop;
The second electronic water pump (19), the first three-way valve (14), the battery pack (15), the second three-way valve (16), the cooling liquid three-way proportional valve (18), the third three-way valve (20) and the radiator (21) are sequentially connected in series to form a second battery pack cooling liquid loop;
The refrigerant loop is provided with a refrigerant, the cooling liquid loop is provided with cooling liquid, and each loop can be independently opened.
2. An electric vehicle heat pump system according to claim 1, wherein:
The first refrigerant loop, the second refrigerant loop, the first electric drive cooling liquid loop and the second electric drive cooling liquid loop are opened into a first heating mode of the passenger cabin;
the first refrigerant loop, the third refrigerant loop, the first electric drive cooling liquid loop and the cooling liquid loop of the water-cooled condenser are opened into a second heating mode of the passenger cabin;
the first refrigerant loop is opened into a low-temperature starting mode;
the fourth refrigerant loop and the cooling liquid loop of the water-cooled condenser are opened into a passenger cabin refrigeration mode;
the first refrigerant loop, the fourth refrigerant loop and the cooling liquid loop of the water-cooled condenser are opened into a passenger cabin dehumidification mode;
The third refrigerant loop, the first battery pack cooling liquid loop and the water-cooling condenser cooling liquid loop are opened into a battery pack refrigeration mode;
The second electric drive cooling liquid loop and the second battery pack cooling liquid loop are opened into a battery pack and electric drive natural cooling mode.
3. An electric vehicle heat pump system according to claim 2, characterized in that: the first refrigerant loop is opened to a low-temperature starting mode, and when the ambient temperature is lower than a set value, the low-temperature starting mode is operated before the first heating mode of the passenger cabin or the second heating mode of the passenger cabin is operated.
4. An electric vehicle heat pump system according to claim 1, wherein: the first electronic water pump (13) and the second electronic water pump (19) are connected in parallel with a kettle (22).
5. An electric vehicle heat pump system according to claim 1, wherein: one side of the evaporator (11) is provided with a blower (12).
6. An electric vehicle heat pump system according to claim 1, wherein: an electronic fan (5) is arranged at one side of the external condenser (4).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323389616.6U CN221340120U (en) | 2023-12-12 | 2023-12-12 | Heat pump system of electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202323389616.6U CN221340120U (en) | 2023-12-12 | 2023-12-12 | Heat pump system of electric automobile |
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| Publication Number | Publication Date |
|---|---|
| CN221340120U true CN221340120U (en) | 2024-07-16 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202323389616.6U Active CN221340120U (en) | 2023-12-12 | 2023-12-12 | Heat pump system of electric automobile |
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| Country | Link |
|---|---|
| CN (1) | CN221340120U (en) |
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2023
- 2023-12-12 CN CN202323389616.6U patent/CN221340120U/en active Active
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