Indirect reversible air conditioning heat pump system and operation method for electric vehicles

Abstract

This invention provides an indirect reversible air conditioning heat pump system and operating method for electric vehicles. The method includes: a first refrigerant fluid circuit, which includes, in the direction of refrigerant fluid flow: a compressor 1, a first dual-fluid heat exchanger 3, a high-pressure liquid dryer 11, a first expansion valve 5, and a first heat exchanger 6 for being passed through by the vehicle's external airflow; it also includes: a first internal heat exchanger 12, a second expansion valve 13, and a second dual-fluid heat exchanger 16; and a second heat transfer fluid circuit in which a heat transfer fluid flows. This invention can rapidly heat the passenger compartment, reduce heat loss, improve heat recovery efficiency, and has a simple piping system with low cost.

Description

Technical Field

[0001] This invention relates to the field of vehicle heat treatment technology, and more particularly to an indirect reversible air conditioning heat pump system and operating method for electric vehicles. Background Technology

[0002] Modern vehicles increasingly include air conditioning circuits. In a conventional air conditioning circuit, refrigerant fluid flows sequentially into: the compressor; a first heat exchanger called the condenser, which is positioned to contact the vehicle's external airflow to release heat; an expansion valve; and a second heat exchanger called the evaporator, which is positioned to contact the vehicle's internal airflow to cool the vehicle's passenger compartment.

[0003] Currently, there are more complex air conditioning circuit architectures that enable reversible air conditioning systems. This means that the system absorbs heat energy from the outside air at a first heat exchanger, also known as an evaporator-condenser, and then returns the heat energy to the vehicle interior via a dedicated heat exchanger. This can be achieved using an indirect air conditioning circuit. Indirect here refers to an air conditioning circuit comprising two separate flow loops for two different fluids (e.g., refrigerant fluid and ethylene glycol-water) to facilitate various heat exchanges. Such an air conditioning circuit allows it to be used according to different operating modes.

[0004] However, as part of electric or hybrid vehicles, components such as batteries and electronic parts are thermally managed by a secondary thermal management circuit. This configuration increases production costs, and the heat generated by these components is lost. Summary of the Invention

[0005] This invention provides an indirect reversible air conditioning heat pump system and operating method for electric vehicles to solve the problems of high production cost and large heat loss in the existing thermal management architecture.

[0006] In a first aspect, embodiments of the present invention provide an indirect reversible air conditioning heat pump system for an electric vehicle, comprising:

[0007] The first refrigerant fluid circuit includes, in the direction of refrigerant fluid flow: a compressor 1, a first dual-fluid heat exchanger 3, a high-pressure liquid dryer 11, a first expansion valve 5, and a first heat exchanger 6 for being passed through by the external airflow of the vehicle.

[0008] The second heat transfer fluid loop, in which the heat transfer fluid flows;

[0009] The first input end of the first dual-fluid heat exchanger 3 is connected to the output end of the compressor 1, and the first output end of the first dual-fluid heat exchanger 3 is connected to the input end of the high-pressure liquid dryer 11; at the same time, the first dual-fluid heat exchanger 3 is also arranged on the second heat transfer fluid circuit so that heat exchange can be carried out between the first refrigerant fluid circuit and the second heat transfer fluid circuit.

[0010] The second port 38 of the first heat exchanger 6 is connected to the output end of the high-pressure liquid dryer 11 through the first expansion valve 5 and the connection point 30. The first port 37 of the first heat exchanger 6 is connected to the input end of the compressor 1 through the connection point 35. The refrigerant fluid in the first heat exchanger 6 has a reversible flow direction. When the refrigerant fluid flows in from the first port 37 and flows out from the second port 38, the first heat exchanger is a condenser; when the refrigerant fluid flows in from the second port 38 and flows out from the first port 37, the first heat exchanger is an evaporator.

[0011] The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a first internal heat exchanger 12, a second expansion valve 13, and a second dual-fluid heat exchanger 16;

[0012] The high-pressure side inlet of the first internal heat exchanger 12 is connected to the output end of the high-pressure liquid dryer 11 and the input end of the first expansion valve 5 through the connection point 30. The high-pressure side outlet of the first internal heat exchanger 12 is connected to the input end of the second expansion valve 13. The low-pressure side outlet of the first internal heat exchanger 12 is connected to the first port 37 of the first heat exchanger 6 and the input end of the compressor 1 through the connection point 35. The low-pressure side inlet of the first internal heat exchanger 12 is connected to the first output end of the second dual-fluid heat exchanger 16 through the connection point 34. The high-pressure refrigerant fluid processed by the high-pressure liquid dryer 11 flows in and exchanges heat with the low-pressure refrigerant fluid flowing out of the output end of the second dual-fluid heat exchanger 16 through the connection point 34.

[0013] The first input terminal of the second dual-fluid heat exchanger 16 is connected to the output terminal of the second expansion valve 13. The first output terminal of the second dual-fluid heat exchanger 16 is connected to the low-pressure side inlet of the first internal heat exchanger 12 through connection point 34. The second and third input terminals of the second dual-fluid heat exchanger 16 are respectively connected to the output terminals of the motor 26 and the battery 25. The second and third output terminals of the second dual-fluid heat exchanger 16 are respectively connected to the input terminals of the motor 26 and the battery 25. The second dual-fluid heat exchanger 16 is used to absorb heat from the heat transfer fluid flowing through the motor 26 and the battery 25 and recover the heat generated by the motor 26 and the battery 25.

[0014] In one possible implementation, the first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a first shut-off valve 2 and a second check valve 10;

[0015] The input end of the first shut-off valve 2 is connected to the output end of the compressor 1 through connection point 28, and the output end of the first shut-off valve 2 is connected to the first input end of the first dual-fluid heat exchanger 3.

[0016] The input end of the second check valve 10 is connected to the first output end of the first dual-fluid heat exchanger 3, and the output end of the second check valve 10 is connected to the input end of the high-pressure liquid drying tank 11.

[0017] In one possible implementation, the first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a third shut-off valve 8 and a first check valve 9;

[0018] The input end of the third shut-off valve 8 is connected between the output end of the compressor 1 and the input end of the first shut-off valve 2 through the connection point 28, and the output end of the third shut-off valve 8 is connected to the first port 37 of the first heat exchanger 6 through the connection point 36.

[0019] The first check valve 9 is installed on a branch of the pipe connected to the second port 38 of the first heat exchanger 6, and the input end of the first check valve 9 is connected to the connection point between the branch and the pipe. The output end of the first check valve 9 is connected to the input end of the high-pressure liquid drying tank 11 and the output end of the second check valve 10 through connection point 29.

[0020] In one possible implementation, the first refrigerant fluid circuit further includes a second shut-off valve 7 in the direction of refrigerant fluid flow;

[0021] The input end of the second shut-off valve 7 is connected between the first port 37 of the first heat exchanger 6 and the output end of the third shut-off valve 8 via connection point 36. The output end of the second shut-off valve 7 is connected to the input end of the compressor 1 and the low-pressure side outlet of the first internal heat exchanger 12 via connection point 35.

[0022] In one possible implementation, the first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a third expansion valve 14, a second heat exchanger 17 which is passed through the internal airflow of the vehicle and located in the front compartment of the passenger compartment, a fourth expansion valve 15, a third heat exchanger 18 which is passed through the internal airflow of the vehicle and located in the rear compartment of the passenger compartment, and a third check valve 21.

[0023] The input ends of the third expansion valve 14, the fourth expansion valve 15, and the second expansion valve 13 are connected to the high-pressure side outlet of the first internal heat exchanger 12. The output end of the third expansion valve 14 is connected to the input end of the second heat exchanger 17. The output end of the fourth expansion valve 15 is connected to the input end of the third heat exchanger 18. The output ends of the second heat exchanger 17 and the third heat exchanger 18 are connected to the input end of the third check valve 21. The output end of the third check valve 21 is connected to the low-pressure side inlet of the first internal heat exchanger 12 via connection point 34.

[0024] In one possible implementation, the second heat transfer fluid circuit includes, in the direction of heat transfer fluid flow: a pump 22, a water heater 23, a fourth heat exchanger 19 for being passed through by the internal airflow of the vehicle and disposed in the front compartment of the passenger compartment, and a fifth heat exchanger 20 for being passed through by the internal airflow of the vehicle and disposed in the rear compartment of the passenger compartment.

[0025] The input end of the pump 22 is connected to the second output end of the first dual-fluid heat exchanger, and the output end of the pump 22 is connected to the input end of the water heater 23. The output end of the water heater 23 is connected to the input end of the fourth heat exchanger 19 and the input end of the fifth heat exchanger 20 through connection point 39. The output ends of the fourth heat exchanger 19 and the fifth heat exchanger 20 are connected to the second input end of the first dual-fluid heat exchanger 3 through connection point 4.

[0026] In one possible implementation, the second heat transfer fluid circuit further includes a three-way proportional valve 24 in the direction of heat transfer fluid flow.

[0027] The first port of the three-way proportional valve 24 is connected to the output end of the water heater 23, the second port of the three-way proportional valve 24 is connected to the connection point 39, and the third port of the three-way proportional valve 24 is connected to the input end of the battery 25; the output end of the battery 25 is connected to the pipe between the connection point 4 and the second input end of the first dual-fluid heat exchanger 3.

[0028] In one possible implementation, the second heat transfer fluid circuit further includes a coolant shut-off valve 27 in the direction of heat transfer fluid flow.

[0029] The input end of the coolant shut-off valve 27 is connected to the second valve port of the three-way proportional valve 24 through the connection point 39, and the output end of the coolant shut-off valve 27 is connected to the input end of the fifth heat exchanger 20.

[0030] In one possible implementation, the first refrigerant fluid circuit further includes a second internal heat exchanger 40 in the direction of refrigerant fluid flow.

[0031] The high-pressure side inlet of the second internal heat exchanger 40 is connected to the output end of the high-pressure liquid drying tank 11, and the high-pressure side outlet of the second internal heat exchanger 40 is connected to the input end of the first expansion valve 5 and the high-pressure side inlet of the first internal heat exchanger 12 respectively through the connection point 30.

[0032] The low-pressure side inlet of the second internal heat exchanger 40 is connected to the first port 37 of the first heat exchanger 6, and the low-pressure side outlet of the second internal heat exchanger 40 is connected to the input end of the compressor 1 and the low-pressure side outlet of the first internal heat exchanger 12 respectively through the connection point 35.

[0033] The refrigerant fluid flows in the same or opposite directions on the high-pressure side and the low-pressure side of the second internal heat exchanger 40.

[0034] Secondly, embodiments of the present invention provide an operating method for an indirect reversible air conditioning heat pump for an electric vehicle, including the indirect reversible air conditioning heat pump system for an electric vehicle described in any of the above embodiments, and further including:

[0035] When the indirect reversible air conditioning heat pump system of the electric vehicle is in heat pump mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly passes through the connection point 30 and the first expansion valve 5, or through the high-pressure side inlet of the second internal heat exchanger 40, the connection point 30, and the first expansion valve 5. The resulting low-pressure refrigerant fluid circulates from the second port 38, circulates through the first heat exchanger 6, absorbs heat from the outside air passing through the first heat exchanger 6, flows from the first port 37 of the first heat exchanger 6 through the connection point 36, and then directly returns to the compressor 1 through the second shut-off valve 7 and the connection point 35. Alternatively, it flows in through the low-pressure inlet of the second internal heat exchanger 40, flows out from the low-pressure outlet of the second internal heat exchanger 40, and returns to the compressor 1 through the connection point 35.

[0036] In the second heat transfer fluid loop, the heat transfer fluid at the second output end of the first dual-fluid heat exchanger 3 flows sequentially into pump 22, water heater 23, three-way proportional valve 24, and connection point 39, and then splits into two paths: one path enters the fourth heat exchanger 19 to heat the internal air, meeting the heating requirements of the front cabin space of the crew cabin; the other path passes through coolant shut-off valve 27 and enters the fifth heat exchanger 20 to heat the internal air, meeting the heating requirements of the rear cabin space of the crew cabin. The heat transfer fluid flowing out of the fifth heat exchanger 20 and the heat transfer fluid flowing out of the fourth heat exchanger 19 merge at connection point 4 and enter the second input end of the first dual-fluid heat exchanger 3, absorbing heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and then flows out from the second output end of the first dual-fluid heat exchanger 3 back to pump 22.

[0037] One possible implementation also includes:

[0038] When the indirect reversible air conditioning heat pump system of the electric vehicle is in heat recovery mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly enters through the connection point 30 and the high-pressure side inlet of the first internal heat exchanger 12, or through the second internal heat exchanger 40. The high-pressure refrigerant fluid flows in through the high-pressure side inlet, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. After flowing out through the high-pressure side outlet of the first internal heat exchanger 12, it enters the second expansion valve 13. The low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, absorbs heat from the heat transfer fluid flowing through the motor 26, and after flowing out from the first output end of the second dual-fluid heat exchanger 16, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35.

[0039] In the second heat transfer fluid loop of the heat recovery mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that through which the heat transfer fluid flows in the heat pump mode.

[0040] One possible implementation also includes:

[0041] When the indirect reversible air conditioning heat pump system of the electric vehicle is in a mixed mode of heat pump mode and heat recovery mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 is directly divided into two paths at the connection point 30, or flows in through the high-pressure side inlet of the second internal heat exchanger 40. After flowing out of the high-pressure side outlet of the second internal heat exchanger 40, it is divided into two paths at the connection point 30. One path passes through the first expansion valve 5, and the low-pressure refrigerant fluid enters from the second port 38, circulates through the first heat exchanger 6, and then flows out through the first heat exchanger 6. Heat is absorbed from the outside air in the heat exchanger 6. After flowing out from the first port 37 of the first heat exchanger 6, it flows sequentially through the connection point 36 and the second shut-off valve 7, and then directly returns to the compressor 1 through the connection point 35. Alternatively, it can flow in from the low-pressure side inlet of the second internal heat exchanger 40, flow out from the low-pressure side outlet of the second internal heat exchanger 40, and then return to the compressor 1 through the connection point 35. Another path enters the high-pressure side and the second expansion valve 13 of the first internal heat exchanger 12. The low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, absorbs heat from the heat transfer fluid flowing through the motor 26, and flows out from the first output end of the second dual-fluid heat exchanger 16. After flowing out through the connection point 34, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35.

[0042] In the second heat transfer fluid loop of the hybrid mode of the heat pump mode and the heat recovery mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that of the heat transfer fluid in the heat pump mode.

[0043] One possible implementation also includes:

[0044] When the indirect reversible air conditioning heat pump system of the electric vehicle is in the first dehumidification mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly enters through the connection point 30 and the high-pressure side inlet of the first internal heat exchanger 12, or through the second internal heat exchanger. The high-pressure side inlet of the second internal heat exchanger 40 flows in, the high-pressure side outlet of the second internal heat exchanger 40 flows out, and the high-pressure side inlet of the first internal heat exchanger 12 flows out and enters the third expansion valve 14. The low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool and dehumidify the air in the passenger compartment. After flowing out from the output end of the second heat exchanger 17, it passes through the third check valve 21 and the connection point 34 and enters the low-pressure side of the first internal heat exchanger 12. It then returns to the compressor 1 through the connection point 35.

[0045] In the second heat transfer fluid loop, the heat transfer fluid flows sequentially from the second output end of the first dual-fluid heat exchanger 3 into the pump 22, water heater 23, three-way proportional valve 24, and connection point 39. The heat transfer fluid then enters the fourth heat exchanger 19 to heat the internal air, meeting the heating requirements of the front cabin space of the crew compartment. The heat transfer fluid flowing out of the fourth heat exchanger 19 enters the second input end of the first dual-fluid heat exchanger 3 through the connection point 4, absorbs heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and flows out from the second output end of the first dual-fluid heat exchanger 3 back to the pump 22.

[0046] One possible implementation also includes:

[0047] When the indirect reversible air conditioning heat pump system of the electric vehicle is in the second dehumidification mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 is directly divided into two paths at the connection point 30, or flows in through the high-pressure side inlet of the second internal heat exchanger 40. After flowing out of the high-pressure side outlet of the second internal heat exchanger 40, it is divided into two paths at the connection point 30. One path enters the high-pressure side of the first internal heat exchanger 12 and the third expansion valve 14, while the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the refrigerant. The air in the passenger compartment is dehumidified and flows out from the output end of the second heat exchanger 17. After passing through the third check valve 21 and the connection point 34, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35. Alternatively, after passing through the first expansion valve 5, the low-pressure refrigerant fluid circulates through the second port 38 into the first heat exchanger 6, absorbs heat from the outside air passing through the first heat exchanger 6, and flows sequentially through the first port 37, the connection point 36, and the second shut-off valve 7 of the first heat exchanger 6. It then returns directly to the compressor 1 through the connection point 35, or flows in from the low-pressure side inlet of the second internal heat exchanger 40, flows out from the low-pressure side outlet of the second internal heat exchanger 40, and returns to the compressor 1 through the connection point 35.

[0048] In the second heat transfer fluid loop of the second dehumidification mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that through which the heat transfer fluid flows in the heat pump mode.

[0049] One possible implementation also includes:

[0050] When the indirect reversible air conditioning heat pump system of the electric vehicle is in the cabin cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and enters the first heat exchanger 6 from the first port 37. In the first heat exchanger 6, it is cooled by the outside air and flows out from the second port 38 of the first heat exchanger 6. It then passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and directly through connection point 30. It then enters from the high-pressure side inlet of the first internal heat exchanger 12, or flows in through the high-pressure side inlet of the second internal heat exchanger 40 and flows out from the high-pressure side outlet of the second internal heat exchanger 40, and exits from the first internal heat exchanger 12. The refrigerant fluid entering from the high-pressure side inlet of the heat exchanger 12 and exiting from the high-pressure side outlet of the first internal heat exchanger 12 is divided into two paths. One path passes through the third expansion valve 14, and the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the air in the front compartment of the passenger compartment. The other path passes through the fourth expansion valve 15, and the low-pressure refrigerant fluid circulates through the third heat exchanger 18 to cool the air in the rear compartment of the passenger compartment. The refrigerant flowing out from the output end of the second heat exchanger 17 and the output end of the third heat exchanger 18 enters the low-pressure side of the first internal heat exchanger 12 after passing through the third check valve 21 and the connection point 34, and returns to the compressor 1 through the connection point 35.

[0051] One possible implementation also includes:

[0052] When the indirect reversible air conditioning heat pump system of the electric vehicle is in single-battery cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and then enters the first heat exchanger 6 through the first port 37. In the first heat exchanger 6, it is cooled by the outside air and flows out from the second port 38 of the first heat exchanger 6. It then passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and directly through connection point 30. It then enters from the high-pressure side inlet of the first internal heat exchanger 12, or through the high-pressure side of the second internal heat exchanger 40. The refrigerant flows in through the inlet, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. After flowing in through the high-pressure side outlet of the first internal heat exchanger 12, the low-pressure refrigerant fluid obtained through the second expansion valve 13 circulates into the second dual-fluid heat exchanger 16. The second dual-fluid heat exchanger 16 cools the heat transfer fluid flowing through the battery 25. After flowing out from the first output end of the second dual-fluid heat exchanger 16, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35.

[0053] One possible implementation also includes:

[0054] When the indirect reversible air conditioning heat pump system of the electric vehicle is in a mixed mode of cabin cooling mode and single-battery cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and enters the first port 37 of the first heat exchanger 6. In the first heat exchanger 6, it is cooled by the outside air and flows out from the second port 38 of the first heat exchanger 6. It then passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and directly through connection point 30. It then enters from the high-pressure side inlet of the first internal heat exchanger 12, or flows in through the high-pressure side inlet of the second internal heat exchanger 40, flows out from the high-pressure side outlet of the second internal heat exchanger 40, and enters from the high-pressure side inlet of the first internal heat exchanger 12. The refrigerant fluid exiting from the high-pressure side outlet of the first internal heat exchanger 12 is distributed... There are three paths. The first path passes through the second expansion valve 13, through which the low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, which cools the heat transfer fluid flowing through the battery 25. The second path passes through the third expansion valve 14, through which the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the air in the front compartment of the passenger compartment. The third path passes through the fourth expansion valve 15, through which the low-pressure refrigerant fluid circulates through the third heat exchanger 18 to cool the air in the rear compartment of the passenger compartment. The refrigerant flowing out from the output ends of the second heat exchanger 17 and the third heat exchanger 18 passes through the third check valve 21, and then merges with the refrigerant fluid flowing out from the second dual-fluid heat exchanger 16 at the connection point 34 before entering the low-pressure side of the first internal heat exchanger 12 and returning to the compressor 1 through the connection point 35.

[0055] Thirdly, embodiments of the present invention provide a vehicle including the indirect reversible air conditioning heat pump system for electric vehicles described in any of the above embodiments.

[0056] This invention provides an indirect reversible air conditioning heat pump system and operating method for electric vehicles. By simultaneously placing a first dual-fluid heat exchanger in a first refrigerant fluid circuit and a second heat transfer fluid circuit, heat exchange occurs between them. This allows heat absorbed from the outside air by the first heat exchanger in the first refrigerant fluid circuit to be transferred to the second heat transfer fluid circuit via the first dual-fluid heat exchanger. The resulting heat is then rapidly heated in the passenger compartment by equipment installed in the second heat transfer fluid circuit, reducing heat loss. Furthermore, this indirect air conditioning thermal management system for vehicles has fewer components, simpler piping, and lower system cost. The refrigerant fluid flows into the second dual-fluid heat exchanger through the first internal heat exchanger, allowing the second dual-fluid heat exchanger to recover heat from the connected motor or battery. This recovered heat is then transferred to the second heat transfer fluid via the first dual-fluid heat exchanger to heat the passenger compartment, thereby improving heat recovery efficiency. Attached Figure Description

[0057] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0058] Figure 1 This is a schematic diagram of an indirect reversible air conditioning heat pump system for electric vehicles provided in an embodiment of the present invention;

[0059] Figure 2 This is a schematic diagram of an indirect reversible air conditioning heat pump system for an electric vehicle provided in another embodiment of the present invention;

[0060] Figure 3 This is a schematic diagram of an indirect reversible air conditioning heat pump system (including a second internal heat exchanger) for an electric vehicle provided in an embodiment of the present invention.

[0061] Figure 4 This is a schematic diagram of an indirect reversible air conditioning heat pump system (including a second internal heat exchanger) for an electric vehicle provided in another embodiment of the present invention.

[0062] Figure 5 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during heat pump mode, provided in an embodiment of the present invention.

[0063] Figure 6 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during the heat recovery mode provided in this embodiment of the invention;

[0064] Figure 7 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during a hybrid mode of heat pump mode and heat recovery mode provided in this embodiment of the invention.

[0065] Figure 8 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during the first dehumidification mode provided in this embodiment of the invention;

[0066] Figure 9 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during the second dehumidification mode provided in this embodiment of the invention;

[0067] Figure 10 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during the cockpit cooling mode provided in this embodiment of the invention;

[0068] Figure 11 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during the single-cell cooling mode provided in this embodiment of the invention;

[0069] Figure 12 This is a schematic diagram illustrating the changes in pressure and enthalpy experienced by the refrigerant fluid during a hybrid mode of cockpit cooling mode and single-battery cooling mode provided in an embodiment of the present invention. Detailed Implementation

[0070] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0071] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0072] Figure 1 The schematic diagram of an indirect reversible air conditioning heat pump system for an electric vehicle provided by an embodiment of the present invention mainly includes a first refrigerant fluid circuit and a second heat transfer fluid circuit. The first refrigerant fluid circuit is represented by a thick solid line, and the second refrigerant fluid circuit is represented by a thin solid line, as detailed below:

[0073] The first refrigerant fluid circuit includes, in the direction of refrigerant fluid flow: a compressor 1, a first dual-fluid heat exchanger 3, a high-pressure liquid dryer 11, a first expansion valve 5, and a first heat exchanger 6 for being passed through by the external airflow of the vehicle.

[0074] The second heat transfer fluid loop, in which the heat transfer fluid flows;

[0075] The first input terminal of the first dual-fluid heat exchanger 3 is connected to the output terminal of the compressor 1, and the first output terminal of the first dual-fluid heat exchanger 3 is connected to the input terminal of the high-pressure liquid drying tank 11; at the same time, the first dual-fluid heat exchanger 3 is also arranged in the second heat transfer fluid circuit. Figure 1 The second heat transfer fluid circuit is not shown in the figure, so that heat exchange can take place between the first refrigerant fluid circuit and the second heat transfer fluid circuit; wherein, the high-pressure liquid dryer 11 is used to separate the gas and liquid of the refrigerant entering it and output high-pressure refrigerant.

[0076] The second port 38 of the first heat exchanger 6 is connected to the output end of the high-pressure liquid dryer 11 through the first expansion valve 5 and the connection point 30. The first port 37 of the first heat exchanger 6 is connected to the input end of the compressor 1 through the connection point 35. The refrigerant fluid in the first heat exchanger 6 has a reversible flow direction. When the refrigerant fluid flows in from the first port 37 and flows out from the second port 38, the first heat exchanger is a condenser; when the refrigerant fluid flows in from the second port 38 and flows out from the first port 37, the first heat exchanger is an evaporator.

[0077] The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a first internal heat exchanger 12, a second expansion valve 13, and a second dual-fluid heat exchanger 16;

[0078] The high-pressure side inlet of the first internal heat exchanger 12 is connected to the output end of the high-pressure liquid dryer 11 and the input end of the first expansion valve 5 through connection point 30. The high-pressure side outlet of the first internal heat exchanger 12 is connected to the input end of the second expansion valve 13. The low-pressure side outlet of the first internal heat exchanger 12 is connected to the first port 37 of the first heat exchanger 6 and the input end of the compressor 1 through connection point 35. The low-pressure side inlet of the first internal heat exchanger 12 is connected to the first output end of the second dual-fluid heat exchanger 16 through connection point 34. This allows the high-pressure refrigerant fluid processed by the high-pressure liquid dryer 11 to flow in and exchange heat with the low-pressure refrigerant fluid flowing out of the output end of the second dual-fluid heat exchanger 16 through connection point 34.

[0079] The first input terminal of the second dual-fluid heat exchanger 16 is connected to the output terminal of the second expansion valve 13. The first output terminal of the second dual-fluid heat exchanger 16 is connected to the low-pressure side inlet of the first internal heat exchanger 12 through connection point 34. The second and third input terminals of the second dual-fluid heat exchanger 16 are respectively connected to the output terminals of the motor 26 and the battery 25. The second and third output terminals of the second dual-fluid heat exchanger 16 are respectively connected to the input terminals of the motor 26 and the battery 25. The second dual-fluid heat exchanger 16 is used to absorb heat from the heat transfer fluid flowing through the motor 26 and the battery 25 and recover the heat generated by the motor 26 and the battery 25.

[0080] The aforementioned indirect reversible air conditioning heat pump system for electric vehicles utilizes a first dual-fluid heat exchanger simultaneously located in both the first refrigerant fluid circuit and the second heat transfer fluid circuit. This allows heat exchange between the two circuits, enabling the heat absorbed from the outside air by the first heat exchanger in the first refrigerant fluid circuit to be transferred to the second heat transfer fluid circuit via the first dual-fluid heat exchanger. This heat is then used to rapidly heat the passenger compartment through devices installed in the second heat transfer fluid circuit. This indirect air conditioning thermal management system features fewer components, simpler piping, and lower system cost. The refrigerant fluid flows through the first internal heat exchanger into the second dual-fluid heat exchanger, allowing the second dual-fluid heat exchanger to recover heat from the connected motor or battery. This recovered heat is then transferred through the first dual-fluid heat exchanger to the second heat transfer fluid to heat the passenger compartment, thereby improving heat recovery efficiency.

[0081] See Figure 2 Optionally, the first refrigerant fluid circuit may further include, in the direction of refrigerant fluid flow: a first shut-off valve 2 and a second check valve 10;

[0082] The input end of the first shut-off valve 2 is connected to the output end of the compressor 1 via connection point 28, and the output end of the first shut-off valve 2 is connected to the first input end of the first two-fluid heat exchanger 3. The function of the first shut-off valve 2 is to control whether the refrigerant fluid flowing out of the compressor 1 flows into the first two-fluid heat exchanger 3 by opening and closing it. It can be understood that when the first shut-off valve 2 is closed, the refrigerant fluid flowing out of the compressor 1 cannot flow into the first two-fluid heat exchanger 3, and when the first shut-off valve 2 is open, the refrigerant fluid flowing out of the compressor 1 can flow into the first two-fluid heat exchanger 3.

[0083] The input end of the second check valve 10 is connected to the first output end of the first dual-fluid heat exchanger 3, and the output end of the second check valve 10 is connected to the input end of the high-pressure liquid dryer 11. The second check valve 10 is a valve to prevent refrigerant fluid backflow. That is, the refrigerant fluid can flow out of the first dual-fluid heat exchanger 3 and into the second check valve 10, and then flow out of the second check valve 10 and into the high-pressure liquid dryer 11. However, the refrigerant fluid cannot flow out of the input end of the high-pressure liquid dryer 11 and into the output end of the second check valve 10.

[0084] See Figure 2 The first refrigerant fluid circuit also includes, in the direction of refrigerant fluid flow: a third shut-off valve 8 and a first check valve 9;

[0085] The input end of the third shut-off valve 8 is connected between the output end of the compressor 1 and the input end of the first shut-off valve 2 via connection point 28. The output end of the third shut-off valve 8 is connected to the first port 37 of the first heat exchanger 6 via connection point 36. Here, the third shut-off valve 8 is located at the output end of the compressor 1, and together with the first shut-off valve 2, it diverts the refrigerant fluid flowing out of the compressor 1. When the first shut-off valve 2 is open and the third shut-off valve 8 is closed, the refrigerant fluid flowing out of the compressor 1 flows into the first dual-fluid heat exchanger 3 through the first shut-off valve 2. When the first shut-off valve 2 is closed and the third shut-off valve 8 is open, the refrigerant fluid flowing out of the compressor 1 flows into the first heat exchanger 6 through the third shut-off valve 8.

[0086] The first check valve 9 is installed on the branch of the pipe connected to the second port 38 of the first heat exchanger 6, and the input end of the first check valve 9 is connected to the connection point between the branch and the pipe. The output end of the first check valve 9 is connected to the input end of the high-pressure liquid dryer 11 and the output end of the second check valve 10 through the connection point 29.

[0087] Optional, see Figure 2 The first refrigerant fluid circuit also includes a second shut-off valve 7 in the direction of refrigerant fluid flow;

[0088] The input end of the second shut-off valve 7 is connected between the first port 37 of the first heat exchanger 6 and the output end of the third shut-off valve 8 via connection point 36. The output end of the second shut-off valve 7 is connected to the input end of the compressor 1 and the low-pressure side outlet of the first internal heat exchanger 12 via connection point 35. The refrigerant fluid flowing out from the first port 37 of the first heat exchanger 6 can return to the input end of the compressor 1 through the open second shut-off valve 7 and connection point 35.

[0089] See Figure 2 Optionally, the first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a third expansion valve 14, a second heat exchanger 17 that is passed through by the vehicle's internal airflow and is located in the front compartment of the passenger compartment, a fourth expansion valve 15, a third heat exchanger 18 that is passed through by the vehicle's internal airflow and is located in the rear compartment of the passenger compartment, and a third check valve 21.

[0090] The input ends of the third expansion valve 14, the fourth expansion valve 15, and the second expansion valve 13 are connected to the high-pressure side outlet of the first internal heat exchanger 12. The output end of the third expansion valve 14 is connected to the input end of the second heat exchanger 17. The output end of the fourth expansion valve 15 is connected to the input end of the third heat exchanger 18. The output ends of the second heat exchanger 17 and the third heat exchanger 18 are connected to the input end of the third check valve 21. The output end of the third check valve 21 is connected to the low-pressure side inlet of the first internal heat exchanger 12 via connection point 34.

[0091] By opening and closing the second expansion valve 13, the third expansion valve 14 and the fourth expansion valve 15, the refrigerant fluid flowing out of the first internal heat exchanger 12 is diverted, and the refrigerant fluid enters the corresponding second dual-fluid heat exchanger 16, the second heat exchanger 17 and the third heat exchanger 18 to achieve heat exchange.

[0092] See Figure 2 Optionally, the second heat transfer fluid circuit includes, in the direction of heat transfer fluid flow: a pump 22, a water heater 23, a fourth heat exchanger 19 for being passed through by the vehicle's internal airflow and located in the front compartment of the passenger compartment, and a fifth heat exchanger 20 for being passed through by the vehicle's internal airflow and located in the rear compartment of the passenger compartment.

[0093] The input end of pump 22 is connected to the second output end of the first two-fluid heat exchanger, and the output end of pump 22 is connected to the input end of water heater 23. The output end of water heater 23 is connected to the input end of the fourth heat exchanger 19 and the input end of the fifth heat exchanger 20 through connection point 39. The output ends of the fourth heat exchanger 19 and the fifth heat exchanger 20 are connected to the second input end of the first two-fluid heat exchanger 3 through connection point 4.

[0094] The water heater 23 heats the heat transfer fluid in the second heat transfer fluid circuit, avoiding the use of a high-power electric heater, thereby improving system energy efficiency under heating conditions and increasing vehicle mileage. On the other hand, the first dual-fluid heat exchanger 3 transfers heat from the first refrigerant fluid circuit to the second heat transfer fluid circuit, so that the heat transfer fluid in the second heat transfer fluid circuit itself has a certain amount of heat, thereby reducing the amount of electricity used by the water heater 23 to heat to the preset temperature.

[0095] Optionally, the second heat transfer fluid circuit further includes a three-way proportional valve 24 in the direction of heat transfer fluid flow. The three-way proportional valve 24 is used to regulate the amount of water entering the battery 25 and the second heat exchanger 17 and the third heat exchanger 18.

[0096] The first port of the three-way proportional valve 24 is connected to the output end of the water heater 23, the second port of the three-way proportional valve 24 is connected to the connection point 39, and the third port of the three-way proportional valve 24 is connected to the input end of the battery 25; the output end of the battery 25 is connected to the pipe between the connection point 4 and the second input end of the first dual-fluid heat exchanger 3.

[0097] Optionally, the second heat transfer fluid circuit may further include a coolant shut-off valve 27 in the direction of heat transfer fluid flow.

[0098] The input end of the coolant shut-off valve 27 is connected to the second valve port of the three-way proportional valve 24 via connection point 39, and the output end of the coolant shut-off valve 27 is connected to the input end of the fifth heat exchanger 20.

[0099] Optional, see Figure 3 and Figure 4 The first refrigerant fluid circuit also includes, in the direction of refrigerant fluid flow: a second internal heat exchanger 40;

[0100] The high-pressure side inlet of the second internal heat exchanger 40 is connected to the output end of the high-pressure liquid drying tank 11, and the high-pressure side outlet of the second internal heat exchanger 40 is connected to the input end of the first expansion valve 5 and the high-pressure side inlet of the first internal heat exchanger 12 respectively through connection point 30.

[0101] The low-pressure side inlet of the second internal heat exchanger 40 is connected to the first port 37 of the first heat exchanger 6, and the low-pressure side outlet of the second internal heat exchanger 40 is connected to the input end of the compressor 1 and the low-pressure side outlet of the first internal heat exchanger 12 respectively through the connection point 35.

[0102] In this process, the refrigerant fluid flows in the same or opposite directions on the high-pressure and low-pressure sides of the second internal heat exchanger 40. When the refrigerant fluid flows in the same direction on both sides, the superheat requirement is smaller; conversely, when the flow directions are opposite, the superheat requirement is larger. Superheat can be understood as the temperature of a superheated gas minus the temperature of a dry saturated gas at the corresponding pressure, when the refrigerant fluid is in a superheated gas state. Different refrigerant fluid flow directions result in different superheat requirements. Reverse flow of the refrigerant fluid leads to better heat exchange than co-flow, therefore, the low-pressure side outlet temperature increases faster and the superheat is higher during reverse flow.

[0103] The aforementioned indirect reversible air conditioning heat pump system for electric vehicles utilizes a first dual-fluid heat exchanger simultaneously located in both the first refrigerant fluid circuit and the second heat transfer fluid circuit. This allows heat exchange between the two circuits, enabling the heat absorbed from the outside air by the first heat exchanger in the first refrigerant fluid circuit to be transferred to the second heat transfer fluid circuit via the first dual-fluid heat exchanger. The heat is then rapidly heated in the front and rear compartments of the passenger compartment by the second and third heat exchangers within the second heat transfer fluid circuit, meeting the temperature requirements of the occupants. This indirect air conditioning thermal management system for vehicles has fewer components, simpler piping connections, and lower system costs. The refrigerant fluid flows from the first internal heat exchanger into the second dual-fluid heat exchanger, allowing the second dual-fluid heat exchanger to recover heat from the connected motor or battery. This recovered heat is then transferred through the first dual-fluid heat exchanger to the second heat transfer fluid to heat the passenger compartment, thereby improving heat recovery efficiency.

[0104] By controlling the vehicle's indirect reversible multi-evaporation air conditioning thermal management system, multiple modes of the system can be implemented to meet various needs of personnel.

[0105] Below, we will use the indirect reversible air conditioning heat pump system of electric vehicles to achieve different modes, which can include: heat pump mode, heat recovery mode, a hybrid mode of heat pump mode and heat recovery mode, first dehumidification mode, second dehumidification mode, cabin cooling mode, single battery cooling mode, and a hybrid mode of cabin cooling mode and single battery cooling mode.

[0106] See Figure 2 When the indirect reversible air conditioning heat pump system of the electric vehicle is in heat pump mode, the refrigerant fluid circulates through the compressor 1. At this time, the first shut-off valve 2 is open and the third shut-off valve 8 is closed. The high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10 and the high-pressure liquid dryer 11. The high-pressure liquid refrigerant fluid separated in the high-pressure liquid dryer 11 directly passes through the connection point 30 and the first expansion valve 5. The resulting low-pressure refrigerant fluid circulates from the second port 38 and circulates through the first heat exchanger 6. It absorbs heat from the outside air passing through the first heat exchanger 6, flows from the first port 37 of the first heat exchanger 6 through the connection point 36 and then directly returns to the compressor 1 through the second shut-off valve 7 and the connection point 35.

[0107] See Figure 3 or Figure 4 Similarly, when the indirect reversible air conditioning heat pump system of an electric vehicle is in heat pump mode, the refrigerant fluid sequentially passes through compressor 1, first shut-off valve 2, first dual-fluid heat exchanger 3, second check valve 10, and high-pressure liquid dryer 11. The high-pressure refrigerant fluid flowing from high-pressure liquid dryer 11 flows into the high-pressure side inlet of the second internal heat exchanger 40, flows out from the high-pressure side outlet of the second internal heat exchanger 40, and then enters the first heat exchanger 6 through connection point 30 and first expansion valve 5. The refrigerant fluid flowing out from the first port 37 of the first heat exchanger 6 flows into the second internal heat exchanger 40 through connection point 36 and second shut-off valve 7, flows out from the low-pressure outlet of the second internal heat exchanger 40, and returns to compressor 1 through connection point 35. It should be noted that here the refrigerant fluid flows through the high-pressure side of the second internal heat exchanger 40; the second internal heat exchanger 40 does not process the refrigerant fluid and merely serves as a liquid flow pipe.

[0108] See Figure 2 , Figure 3 and Figure 4In the second heat transfer fluid loop, the first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid loop. At the second output end of the first dual-fluid heat exchanger 3, the heat transfer fluid flows sequentially into the pump 22, water heater 23, three-way proportional valve 24 and connection point 39 and then splits into two paths: one path enters the fourth heat exchanger 19 to heat the internal air, meeting the heating requirements of the front cabin space of the crew cabin; the other path passes through the coolant shut-off valve 27 and enters the fifth heat exchanger 20 to heat the internal air, meeting the heating requirements of the rear cabin space of the crew cabin. The heat transfer fluid flowing out of the fifth heat exchanger 20 and the heat transfer fluid flowing out of the fourth heat exchanger 19 merge at connection point 4 and enter the second input end of the first dual-fluid heat exchanger 3, absorbing heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and flowing out from the second output end of the first dual-fluid heat exchanger 3 back to the pump 22.

[0109] See Figure 5 , Figure 5 The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during heat pump mode, with curve X representing the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it undergoes compression, as shown by arrow 100, at which point the refrigerant fluid is under high pressure. The high-pressure refrigerant fluid then enters the first dual-fluid heat exchanger 3 and transfers its enthalpy to the heat transfer fluid in the second heat transfer fluid loop, as shown by arrow 200. At this point, the refrigerant fluid loses enthalpy while maintaining a constant pressure. The refrigerant fluid with reduced enthalpy enters the high-pressure liquid dryer 11, allowing only the liquid phase refrigerant fluid to flow out of the high-pressure liquid dryer 11. At this point, the refrigerant fluid is in a liquid phase, high-pressure state, as shown by arrow 4a. The refrigerant fluid then passes through the first expansion valve 5, where it experiences an isenthalpic pressure drop as indicated by arrow 500. This results in the refrigerant being a mixture of gas and liquid, and it passes through the saturation curve X. At this point, the refrigerant fluid is still a mixture of gas and liquid, and its pressure is low. The low-pressure refrigerant passes through the first heat exchanger 6 and gains enthalpy by absorbing heat from the external airflow flowing through the first heat exchanger 6. At this point, the refrigerant is in a two-phase state, as indicated by arrow 600. It then passes through the second shut-off valve 7, as indicated by arrow 4b, and finally returns to the compressor 1 through connection point 35.

[0110] See Figure 2 , Figure 3 and Figure 4When the indirect reversible air conditioning heat pump system of the electric vehicle is in heat recovery mode, after the refrigerant fluid circulates through the compressor 1, the first shut-off valve 2 opens and the third shut-off valve 8 closes. The resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The liquid refrigerant fluid separated in the high-pressure liquid dryer 11 directly enters through the connection point 30 and the high-pressure side inlet of the first internal heat exchanger 12, or flows in through the high-pressure side inlet of the second internal heat exchanger 40 and exits from the second internal heat exchanger 42. The high-pressure side outlet of 0 flows out and enters from the high-pressure side inlet of the first internal heat exchanger 12. After flowing out from the high-pressure side outlet of the first internal heat exchanger 12, it enters the second expansion valve 13. At this time, the third expansion valve 14 and the fourth expansion valve 15 are closed. The low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16 and absorbs heat from the heat transfer fluid flowing through the motor 26, thereby avoiding the loss of motor heat. After flowing out from the first output end of the second dual-fluid heat exchanger 16, the refrigerant fluid enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35.

[0111] In the second heat transfer fluid loop of the heat recovery mode, the first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid loop. The flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that through which the heat transfer fluid flows in the heat pump mode. That is, in the second heat transfer fluid loop, the first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid loop. The heat transfer fluid at the second output end of the first dual-fluid heat exchanger 3 flows into the pump 22, water heater 23, three-way proportional valve 24 and connection point 39 in sequence and then splits into two paths: one path of heat transfer fluid enters the fourth heat exchanger 19 to heat the internal air and meet the heating requirements of the front cabin space of the crew cabin; the other path enters the fifth heat exchanger 20 after passing through the coolant shut-off valve 27 to heat the internal air and meet the heating requirements of the rear cabin space of the crew cabin. The heat transfer fluid flowing out of the fifth heat exchanger 20 and the heat transfer fluid flowing out of the fourth heat exchanger 19 merge at connection point 4 and enter the second input end of the first dual-fluid heat exchanger 3, and absorb heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and flows out from the second output end of the first dual-fluid heat exchanger 3 back to the pump 22.

[0112] In the heat recovery mode, the heat generated by the motor can be recovered through the second dual-fluid heat exchanger 16, and then the heat is transferred to the passenger compartment through the fourth heat exchanger 19 and the fifth heat exchanger 20 of the second heat transfer fluid circuit via the internal heat exchange of the first dual-fluid heat exchanger 3, thereby meeting user needs and improving heat utilization.

[0113] Figure 6The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during heat recovery mode, with curve X representing the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it is compressed, as shown by arrow 100, at which point it is under high pressure. The high-pressure refrigerant fluid then enters the first dual-fluid heat exchanger 3 and transfers its enthalpy to the heat transfer fluid in the second heat transfer fluid loop, as shown by arrow 200. At this point, the refrigerant fluid loses enthalpy while maintaining a constant pressure. The refrigerant fluid with reduced enthalpy then enters the high-pressure liquid dryer 11, allowing only the liquid phase refrigerant fluid to flow out. At this point, the refrigerant fluid is in a liquid phase, high-pressure state. Finally, the refrigerant fluid passes through the first internal heat exchanger 12 and loses its enthalpy, as shown by arrow 10a. The refrigerant fluid then passes through the second expansion valve 13, experiencing an isenthalpic pressure drop as indicated by arrow 110. This results in the refrigerant being a mixture of gas and liquid, and it passes through the saturation curve X. At this point, the refrigerant fluid is still a mixture of gas and liquid, and its pressure is low. The low-pressure refrigerant passes through the second two-fluid heat exchanger 16 and gains enthalpy by absorbing heat from the motor heat exchange fluid flowing through the second two-fluid heat exchanger 16. At this point, the refrigerant is in a two-phase state, as indicated by arrow 150. It then enters the first internal heat exchanger 12 and gains enthalpy, at which point the refrigerant fluid is in the gas phase, as indicated by arrow 10b. Finally, it returns to the compressor via connection point 35.

[0114] See Figure 2 When the indirect reversible air conditioning heat pump system of an electric vehicle is in a mixed mode of heat pump mode and heat recovery mode, the refrigerant fluid circulates through compressor 1, the first shut-off valve 2 opens, and the third shut-off valve 8 closes. The resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 is directly divided into two paths at connection point 30. (See [link]). Figure 3 When a second internal heat exchanger 40 is installed in the indirect reversible air conditioning heat pump system of an electric vehicle, the refrigerant flows in through the high-pressure side inlet of the second internal heat exchanger 40 and flows out through the high-pressure side outlet of the second internal heat exchanger 40. At connection point 30, the refrigerant splits into two paths. One path passes through the first expansion valve 5, and the low-pressure refrigerant fluid enters from the second port 38, circulates through the first heat exchanger 6, absorbs heat from the outside air passing through the first heat exchanger 6, and flows out from the first port 37 of the first heat exchanger 6. After passing through connection point 36 and the second shut-off valve 7, it returns directly to the compressor 1 through connection point 35. (See also...) Figure 3 or Figure 4The refrigerant flows into the compressor 1 through the connection point 35 after flowing out from the low-pressure side inlet of the second internal heat exchanger 40 and out from the low-pressure side outlet of the second internal heat exchanger 40; another path enters the high-pressure side of the first internal heat exchanger 12 and the second expansion valve 13. At this time, the third expansion valve 14 and the fourth expansion valve 15 are closed. The low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, absorbs heat from the heat transfer fluid flowing through the motor 26, and flows out from the first output end of the second dual-fluid heat exchanger 16. After entering the low-pressure side of the first internal heat exchanger 12 through the connection point 34, it returns to the compressor 1 through the connection point 35.

[0115] In the second heat transfer fluid loop of the hybrid mode combining heat pump and heat recovery modes, the flow direction of the heat transfer fluid is the same as that in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that in the heat pump mode. For details, please refer to the detailed description of the flow direction and equipment of the heat transfer fluid in the heat pump mode; these will not be repeated here.

[0116] Figure 7The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during a hybrid mode combining heat pump and heat recovery. Curve X represents the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As it passes through compressor 1, it undergoes compression, as shown by arrow 100, at which point it is under high pressure. The high-pressure refrigerant fluid then enters the first dual-fluid heat exchanger 3, transferring its enthalpy to the heat transfer fluid in the second heat transfer fluid loop, as shown by arrow 200. Here, the refrigerant fluid loses enthalpy while maintaining a constant pressure. The enthalpy-reduced refrigerant fluid then enters the high-pressure liquid dryer 11, allowing only the liquid phase refrigerant fluid to flow out. At this point, the refrigerant fluid is in a liquid phase, high-pressure state, as shown by arrow 10a. The refrigerant then splits into two branches. The first refrigerant branch passes through the first expansion device 5, where the refrigerant fluid experiences an isenthalpic pressure drop as indicated by arrow 110. This results in it being a mixture of gas and liquid, and it crosses the saturation curve X. At this point, the refrigerant fluid is still a mixture of gas and liquid, and its pressure is low. The low-pressure refrigerant then passes through the first heat exchanger 6 and gains enthalpy by absorbing heat from the external airflow flowing through the first heat exchanger 6. At this point, the refrigerant is in a two-phase state, as indicated by arrow 150. It then passes through the second shut-off valve 7, as indicated by arrow 10b. The second refrigerant branch passes through the first internal heat exchanger 12 and loses its enthalpy, as indicated by arrow 4a. The refrigerant fluid then passes through the second expansion valve 13, experiencing an isenthalpic pressure drop as indicated by arrow 500. This results in it being a mixture of gas and liquid, and it crosses the saturation curve X. At this point, the refrigerant fluid is still a mixture of gas and liquid, and its pressure is low. The low-pressure refrigerant then passes through the second two-fluid heat exchanger 16 and gains enthalpy by absorbing heat from the motor heat exchange fluid flowing through it. At this point, the refrigerant is in a two-phase state, as indicated by arrow 600. It then enters the first internal heat exchanger 12 and gains enthalpy again, at which point the refrigerant fluid is in the gas phase, as indicated by arrow 4b. Finally, the two refrigerant branches merge at 35 and return to the compressor.

[0117] See Figure 2 , Figure 3 and Figure 4 When the indirect reversible air conditioning heat pump system of the electric vehicle is in the first dehumidification mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly enters through the connection point 30 and the high-pressure side inlet of the first internal heat exchanger 12, or see [link to relevant documentation]. Figure 3 and Figure 4The refrigerant fluid flows in through the high-pressure side inlet of the second internal heat exchanger 40, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. After flowing out through the high-pressure side outlet of the first internal heat exchanger 12, it enters the third expansion valve 14. The low-pressure refrigerant fluid circulates through the second heat exchanger 17, cooling and dehumidifying the air in the passenger compartment. After flowing out from the output end of the second heat exchanger 17, it passes through the third check valve 21 and connection point 34 before entering the low-pressure side of the first internal heat exchanger 12, and returns to the compressor 1 through connection point 35. It should be noted that the refrigerant fluid flows through the high-pressure side of the second internal heat exchanger 40. The second internal heat exchanger 40 does not process the refrigerant fluid; it merely serves as a liquid flow conduit.

[0118] In the second heat transfer fluid loop, the heat transfer fluid at the second output end of the first dual-fluid heat exchanger 3 flows sequentially into the pump 22, water heater 23, three-way proportional valve 24 and connection point 39. The heat transfer fluid then enters the fourth heat exchanger 19 to heat the internal air, meeting the heating requirements of the front cabin space of the crew compartment. The heat transfer fluid flowing out of the fourth heat exchanger 19 enters the second input end of the first dual-fluid heat exchanger 3 through connection point 4, absorbs heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and flows out from the second output end of the first dual-fluid heat exchanger 3 back to the pump 22.

[0119] Figure 8The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during the first dehumidification mode, with curve X representing the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it undergoes compression, as shown by arrow 100, at which point the refrigerant fluid is at high pressure. The high-pressure refrigerant fluid then enters the first dual-fluid heat exchanger 3 and transfers its enthalpy to the heat transfer fluid in the second heat transfer fluid loop, as shown by arrow 200. At this point, the refrigerant fluid loses enthalpy while maintaining a constant pressure. The refrigerant fluid with reduced enthalpy enters the high-pressure liquid dryer 11, allowing only the liquid phase refrigerant fluid to flow out of the high-pressure liquid dryer 11. At this point, the refrigerant fluid is in the liquid phase. Then, the refrigerant fluid enters the first internal heat exchanger 12 and loses enthalpy there, as shown by arrow 10a. This enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 10b. The high-pressure refrigerant then passes through the third expansion valve 14. The high-pressure refrigerant fluid experiences an isenthalpic pressure drop, as indicated by arrow 120, and crosses the saturation curve X, causing it to switch to a gas-liquid mixture state. The refrigerant fluid is now at low pressure. The low-pressure refrigerant fluid then passes through the second heat exchanger 17, where it gains enthalpy, as indicated by arrow 160, while simultaneously cooling the internal airflow. The low-pressure refrigerant fluid then passes through the first internal heat exchanger 12, where it gains enthalpy, as indicated by arrow 10b, from the high-pressure refrigerant fluid passing through the first internal heat exchanger 12 and crosses the saturation curve X, causing it to switch to a gaseous state. The low-pressure refrigerant fluid then returns to the compressor 1.

[0120] See Figure 2 When the indirect reversible air conditioning heat pump system of the electric vehicle is in the second dehumidification mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The liquid refrigerant fluid separated in the high-pressure liquid dryer 11 is directly divided into two paths at the connection point 30, or see [link to other documentation]. Figure 3 and Figure 4The refrigerant flows in through the high-pressure side inlet of the second internal heat exchanger 40 and out through the high-pressure side outlet of the second internal heat exchanger 40. At connection point 30, it splits into two paths: one enters the high-pressure side of the first internal heat exchanger 12 and the third expansion valve 14, while the second expansion valve 13 and the fourth expansion valve 15 are closed. The low-pressure refrigerant fluid circulates through the second heat exchanger 17, cooling and dehumidifying the air in the passenger compartment. After flowing out from the output end of the second heat exchanger 17, it passes through the third check valve 21 and connection point 34 before entering the low-pressure side of the first internal heat exchanger 12 and then... The refrigerant returns to the compressor 1 via connection point 35. Alternatively, after passing through the first expansion valve 5, the low-pressure refrigerant fluid circulates through the second port 38 into the first heat exchanger 6, absorbs heat from the outside air passing through the first heat exchanger 6, and flows sequentially through the first port 37, connection point 36, and second shut-off valve 7 of the first heat exchanger 6, before returning directly to the compressor 1 via connection point 35. Or, it can flow in from the low-pressure side inlet of the second internal heat exchanger 40, flow out from the low-pressure side outlet of the second internal heat exchanger 40, and return to the compressor 1 via connection point 35.

[0121] In the second heat transfer fluid loop of the second dehumidification mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that of the heat transfer fluid in the heat pump mode. For details, please refer to the description of the flow direction of the heat transfer fluid in the second heat transfer fluid loop in the heat pump mode.

[0122] Figure 9The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during the second dehumidification mode, with curve X representing the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it undergoes compression, as shown by arrow 100, at which point it is under high pressure. The high-pressure refrigerant fluid then enters the first dual-fluid heat exchanger 3 and transfers its enthalpy to the heat transfer fluid in the second heat transfer fluid loop, as shown by arrow 200. At this point, the refrigerant fluid loses enthalpy while maintaining a constant pressure, as shown by arrow 4a. The refrigerant then splits into two branches. The first refrigerant branch passes through the first expansion valve 5, where the refrigerant fluid experiences an isenthalpic pressure drop as indicated by arrow 500. This results in it being a mixture of gas and liquid, and it crosses the saturation curve X. At this point, the refrigerant fluid is still a mixture of gas and liquid, and its pressure is low. The low-pressure refrigerant then passes through the first heat exchanger 6 and gains enthalpy by absorbing heat from the external airflow flowing through the first heat exchanger 6. At this point, the refrigerant is in a two-phase state, as indicated by arrow 600. It then passes through the second shut-off valve 7, as indicated by arrow 4b. The second refrigerant branch passes through the first internal heat exchanger 12 and loses its enthalpy, as indicated by arrow 10a. The refrigerant fluid then passes through the third expansion valve 14, experiencing an isenthalpic pressure drop as indicated by arrow 120. This results in it being a mixture of gas and liquid, and it crosses the saturation curve X. At this point, the refrigerant fluid is still a mixture of gas and liquid, and its pressure is low. The low-pressure refrigerant then passes through the second heat exchanger 17 and gains enthalpy by absorbing heat from the internal air flowing through it. At this point, the refrigerant is in a two-phase state, as indicated by arrow 160. It then enters the first internal heat exchanger 12 and gains enthalpy again, at which point the refrigerant fluid is in the gas phase, as indicated by arrow 10b. Finally, the two refrigerant branches merge at 35 and return to the compressor.

[0123] See Figure 2 When the indirect reversible air conditioning heat pump system of the electric vehicle is in the cabin cooling mode, the refrigerant fluid circulates through the compressor 1. At this time, the first shut-off valve 2 is closed and the third shut-off valve 8 is open. The resulting high-pressure gas circulation passes through the third shut-off valve 8 and enters the first heat exchanger 6 from the first port 37. At this time, the first heat exchanger 6 acts as a condenser. After the refrigerant fluid is cooled by the outside air in the first heat exchanger 6, it flows out from the second port 38 of the first heat exchanger 6, passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and then directly passes through connection point 30, and enters from the high-pressure side inlet of the first internal heat exchanger 12, or see [link to relevant documentation]. Figure 2 and Figure 3The refrigerant flows in through the high-pressure side inlet of the second internal heat exchanger 40, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. The refrigerant fluid exiting the high-pressure side outlet of the first internal heat exchanger 12 is divided into two paths. One path passes through the third expansion valve 14, and the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the air in the front compartment of the passenger compartment. The other path passes through the fourth expansion valve 15, and the low-pressure refrigerant fluid circulates through the third heat exchanger 18 to cool the air in the rear compartment of the passenger compartment. The refrigerant flowing out from the output end of the second heat exchanger 17 and the output end of the third heat exchanger 18 enters the low-pressure side of the first internal heat exchanger 12 after passing through the third check valve 21 and the connection point 34, and returns to the compressor 1 through the connection point 35.

[0124] Figure 10 The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during the cockpit cooling mode, with curve X representing the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it undergoes compression, as indicated by arrow 100, at which point it is at high pressure. The high-pressure refrigerant fluid then enters the first heat exchanger 6 and transfers its enthalpy to the external airflow, as indicated by arrow 600. The refrigerant exiting the first heat exchanger 6 is in a pure liquid state. It then enters the first internal heat exchanger 12, where it loses enthalpy, as indicated by arrow 10a, which is transferred to the low-pressure refrigerant fluid, as indicated by arrow 10b. The high-pressure refrigerant then splits into two branches, passing through the third expansion device 14 and the fourth expansion device 15 respectively. The high-pressure refrigerant fluid experiences an isenthalpic pressure drop, as indicated by arrow 120, and crosses the saturation curve X, causing it to switch to a gas-liquid mixture state at low pressure. The low-pressure refrigerant fluid then passes through the second heat exchanger 17 and the third heat exchanger 18, where it acquires enthalpy, as shown at 160 and 180, respectively, while simultaneously cooling the internal airflow. The low-pressure refrigerant fluid then passes through the first internal heat exchanger 12, where it acquires enthalpy from the high-pressure refrigerant fluid passing through the first internal heat exchanger 12, as shown by arrow 10b, and crosses the saturation curve X, causing it to switch to a gaseous state. The low-pressure refrigerant fluid then returns to the compressor 1.

[0125] See Figure 2When the indirect reversible air conditioning heat pump system of an electric vehicle is in single-battery cooling mode, the refrigerant fluid circulates through the compressor 1. At this time, the first shut-off valve 2 is closed and the third shut-off valve 8 is open. The resulting high-pressure gas circulation passes through the third shut-off valve 8 and enters the first heat exchanger 6 through the first port 37. The first heat exchanger 6 acts as a condenser. The refrigerant fluid is cooled by the outside air in the first heat exchanger 6 and flows out from the second port 38 of the first heat exchanger 6. After passing through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, it directly passes through connection point 30 and enters from the high-pressure side inlet of the first internal heat exchanger 12. Or see Figure 3 and Figure 4 The refrigerant flows in through the high-pressure side inlet of the second internal heat exchanger 40, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. After flowing in through the high-pressure side outlet of the first internal heat exchanger 12, the second expansion valve 13 opens, and the third expansion valve 14 and the fourth expansion valve 15 close. The low-pressure refrigerant fluid obtained through the second expansion valve 13 then circulates into the second dual-fluid heat exchanger 16. The second dual-fluid heat exchanger 16 cools the heat transfer fluid flowing through the battery 25, thereby cooling the battery 25. After flowing out from the first output end of the second dual-fluid heat exchanger 16, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35.

[0126] Figure 11 The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during single-cell cooling mode, with curve X representing the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it undergoes compression, as indicated by arrow 100, at which point the refrigerant fluid is at high pressure. The high-pressure refrigerant fluid then enters the first heat exchanger 6 and transfers its enthalpy to the external airflow, as indicated by arrow 600. The refrigerant exiting the first heat exchanger 6 is in a pure liquid state, and then the refrigerant fluid enters the first internal heat exchanger 12, where it loses enthalpy, as indicated by arrow 10a, which is transferred to the low-pressure refrigerant fluid, as indicated by arrow 10b. The high-pressure refrigerant then passes through the second expansion device 13, where it experiences an isenthalpic pressure drop, as indicated by arrow 110, and crosses the saturation curve X, causing it to switch to a gas-liquid mixture state and be at low pressure. The low-pressure refrigerant fluid then passes through the second two-fluid heat exchanger 16, where it acquires enthalpy, as shown in 150, while simultaneously cooling the heat transfer fluid flowing through the cell 25. The low-pressure refrigerant fluid then passes through the first internal heat exchanger 12, where it acquires enthalpy from the high-pressure refrigerant fluid passing through the first internal heat exchanger 12, as shown by arrow 10b, and crosses the saturation curve X, causing it to switch to a gaseous state. The low-pressure refrigerant fluid then returns to the compressor 1.

[0127] See Figure 2 When the indirect reversible air conditioning heat pump system of the electric vehicle is in a mixed mode of cabin cooling mode and single battery cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and enters the first port 37 of the first heat exchanger 6. In the first heat exchanger 6, it is cooled by the outside air, flows out from the second port 38 of the first heat exchanger 6, passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and then directly through connection point 30, entering from the high-pressure side inlet of the first internal heat exchanger 12, or see [reference missing]. Figure 3 and Figure 4 The refrigerant fluid flows in through the high-pressure side inlet of the second internal heat exchanger 40, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. The refrigerant fluid exiting from the high-pressure side outlet of the first internal heat exchanger 12 is divided into three paths. The first path passes through the second expansion valve 13, and the low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, which cools the heat transfer fluid flowing through the battery 25. The second path passes through the third expansion valve 14, and the low-pressure refrigerant fluid... The refrigerant circulating through the second heat exchanger 17 cools the air in the front compartment of the passenger compartment. The third path, after passing through the fourth expansion valve 15, allows the low-pressure refrigerant fluid to circulate through the third heat exchanger 18 to cool the air in the rear compartment of the passenger compartment. The refrigerant flowing out from the output ends of the second heat exchanger 17 and the third heat exchanger 18 passes through the third check valve 21 and then merges with the refrigerant fluid flowing out from the second dual-fluid heat exchanger 16 at the connection point 34 before entering the low-pressure side of the first internal heat exchanger 12 and returning to the compressor 1 through the connection point 35.

[0128] Figure 12The diagram illustrates the pressure and enthalpy changes experienced by the refrigerant fluid during a hybrid mode combining cockpit cooling and single-cell cooling. Curve X represents the refrigerant fluid saturation state. The refrigerant fluid entering compressor 1 is in the gas phase. As the refrigerant fluid passes through compressor 1, it undergoes compression, as indicated by arrow 100, at which point it is at high pressure. The high-pressure refrigerant fluid then enters the first heat exchanger 6 and transfers its enthalpy to the external airflow, as indicated by arrow 600. The refrigerant exiting the first heat exchanger 6 is in a pure liquid state. It then enters the first internal heat exchanger 12, where it loses its enthalpy, as indicated by arrow 10a, which is transferred to the low-pressure refrigerant fluid, as indicated by arrow 10b. The high-pressure refrigerant then splits into three branches, passing through the second expansion device 13, the third expansion device 14, and the fourth expansion device 15, respectively. The high-pressure refrigerant fluid experiences an isenthalpic pressure drop, as indicated by arrow 130, and crosses the saturation curve X, causing it to switch to a gas-liquid mixture state at low pressure. The low-pressure refrigerant fluid then passes through the second dual-fluid heat exchanger 16, the second heat exchanger 17, and the third heat exchanger 18, where it acquires enthalpy as shown at 150, 160, and 180, respectively, while simultaneously cooling the heat transfer fluid flowing through the battery 25 and the internal airflow. The low-pressure refrigerant fluid then converges at junction 34, passes through the first internal heat exchanger 12, and acquires enthalpy there from the high-pressure refrigerant fluid passing through the first internal heat exchanger 12, as shown by arrow 10b, and crosses the saturation curve X, causing it to switch to a gaseous state. The low-pressure refrigerant fluid then returns to the compressor 1.

[0129] The aforementioned operation method of the indirect reversible air conditioning heat pump in electric vehicles achieves rapid temperature regulation of the internal airflow by operating different modes of the indirect reversible air conditioning heat pump system in electric vehicles, thus meeting different user needs. Specifically, in heat pump mode and a hybrid mode combining heat pump mode and heat recovery mode, the heating needs of the front and rear passenger compartments of large or luxury electric vehicles can be met. In cabin cooling mode and a hybrid mode combining cabin cooling mode and single-battery cooling mode, the cooling needs of the front and rear passenger compartments of large or luxury electric vehicles can be met. Furthermore, the first dual-fluid heat exchanger can extract some heat from the first refrigerant fluid loop, thereby improving heat utilization efficiency.

[0130] The present invention also provides a vehicle including an indirect reversible air conditioning heat pump system for an electric vehicle provided in any of the above embodiments, and having the beneficial effects brought by the indirect reversible air conditioning heat pump system for an electric vehicle provided in any of the above embodiments.

[0131] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. An indirect reversible air conditioning heat pump system for an electric vehicle, characterized in that, include: The first refrigerant fluid circuit includes, in the direction of refrigerant fluid flow: a compressor 1, a first dual-fluid heat exchanger 3, a high-pressure liquid dryer 11, a first expansion valve 5, and a first heat exchanger 6 for being passed through by the external airflow of the vehicle. The second heat transfer fluid loop, in which the heat transfer fluid flows; The first input end of the first dual-fluid heat exchanger 3 is connected to the output end of the compressor 1, and the first output end of the first dual-fluid heat exchanger 3 is connected to the input end of the high-pressure liquid dryer 11; at the same time, the first dual-fluid heat exchanger 3 is also arranged on the second heat transfer fluid circuit so that heat exchange can be carried out between the first refrigerant fluid circuit and the second heat transfer fluid circuit. The second port 38 of the first heat exchanger 6 is connected to the output end of the high-pressure liquid dryer 11 through the first expansion valve 5 and the connection point 30. The first port 37 of the first heat exchanger 6 is connected to the input end of the compressor 1 through the connection point 35. The refrigerant fluid in the first heat exchanger 6 has a reversible flow direction. When the refrigerant fluid flows in from the first port 37 and flows out from the second port 38, the first heat exchanger is a condenser; when the refrigerant fluid flows in from the second port 38 and flows out from the first port 37, the first heat exchanger is an evaporator. The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a first internal heat exchanger 12, a second expansion valve 13, and a second dual-fluid heat exchanger 16; The high-pressure side inlet of the first internal heat exchanger 12 is connected to the output end of the high-pressure liquid dryer 11 and the input end of the first expansion valve 5 through the connection point 30. The high-pressure side outlet of the first internal heat exchanger 12 is connected to the input end of the second expansion valve 13. The low-pressure side outlet of the first internal heat exchanger 12 is connected to the first port 37 of the first heat exchanger 6 and the input end of the compressor 1 through the connection point 35. The low-pressure side inlet of the first internal heat exchanger 12 is connected to the first output end of the second dual-fluid heat exchanger 16 through the connection point 34. The high-pressure refrigerant fluid processed by the high-pressure liquid dryer 11 flows in and exchanges heat with the low-pressure refrigerant fluid flowing out of the output end of the second dual-fluid heat exchanger 16 through the connection point 34. The first input terminal of the second dual-fluid heat exchanger 16 is connected to the output terminal of the second expansion valve 13. The first output terminal of the second dual-fluid heat exchanger 16 is connected to the low-pressure side inlet of the first internal heat exchanger 12 through connection point 34. The second input terminal and the third input terminal of the second dual-fluid heat exchanger 16 are respectively connected to the output terminal of the motor 26 and the output terminal of the battery 25. The second output terminal and the third output terminal of the second dual-fluid heat exchanger 16 are respectively connected to the input terminal of the motor 26 and the input terminal of the battery 25. The second dual-fluid heat exchanger 16 is used to absorb heat from the heat transfer fluid flowing through the motor 26 and the battery 25 and recover the heat generated by the motor 26 and the battery 25. The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a second internal heat exchanger 40; The high-pressure side inlet of the second internal heat exchanger 40 is connected to the output end of the high-pressure liquid drying tank 11, and the high-pressure side outlet of the second internal heat exchanger 40 is connected to the input end of the first expansion valve 5 and the high-pressure side inlet of the first internal heat exchanger 12 respectively through the connection point 30. The low-pressure side inlet of the second internal heat exchanger 40 is connected to the first port 37 of the first heat exchanger 6, and the low-pressure side outlet of the second internal heat exchanger 40 is connected to the input end of the compressor 1 and the low-pressure side outlet of the first internal heat exchanger 12 respectively through the connection point 35. The refrigerant fluid flows in the same or opposite directions on the high-pressure side and the low-pressure side of the second internal heat exchanger 40.

2. The indirect reversible air conditioning heat pump system for electric vehicles according to claim 1, characterized in that, The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a first shut-off valve 2 and a second check valve 10; The input end of the first shut-off valve 2 is connected to the output end of the compressor 1 through connection point 28, and the output end of the first shut-off valve 2 is connected to the first input end of the first dual-fluid heat exchanger 3. The input end of the second check valve 10 is connected to the first output end of the first dual-fluid heat exchanger 3, and the output end of the second check valve 10 is connected to the input end of the high-pressure liquid drying tank 11.

3. The indirect reversible air conditioning heat pump system for electric vehicles according to claim 2, characterized in that, The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a third shut-off valve 8 and a first check valve 9; The input end of the third shut-off valve 8 is connected between the output end of the compressor 1 and the input end of the first shut-off valve 2 through the connection point 28, and the output end of the third shut-off valve 8 is connected to the first port 37 of the first heat exchanger 6 through the connection point 36. The first check valve 9 is installed on a branch of the pipe connected to the second port 38 of the first heat exchanger 6, and the input end of the first check valve 9 is connected to the connection point between the branch and the pipe. The output end of the first check valve 9 is connected to the input end of the high-pressure liquid drying tank 11 and the output end of the second check valve 10 through connection point 29.

4. The indirect reversible air conditioning heat pump system for electric vehicles according to claim 3, characterized in that, The first refrigerant fluid circuit further includes a second shut-off valve 7 in the direction of refrigerant fluid flow; The input end of the second shut-off valve 7 is connected between the first port 37 of the first heat exchanger 6 and the output end of the third shut-off valve 8 via connection point 36. The output end of the second shut-off valve 7 is connected to the input end of the compressor 1 and the low-pressure side outlet of the first internal heat exchanger 12 via connection point 35.

5. The indirect reversible air conditioning heat pump system for electric vehicles according to any one of claims 1-4, characterized in that, The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a third expansion valve 14, a second heat exchanger 17 which is passed through by the internal airflow of the vehicle and is located in the front compartment of the passenger compartment, a fourth expansion valve 15, a third heat exchanger 18 which is passed through by the internal airflow of the vehicle and is located in the rear compartment of the passenger compartment, and a third check valve 21. The input ends of the third expansion valve 14, the fourth expansion valve 15, and the second expansion valve 13 are connected to the high-pressure side outlet of the first internal heat exchanger 12. The output end of the third expansion valve 14 is connected to the input end of the second heat exchanger 17. The output end of the fourth expansion valve 15 is connected to the input end of the third heat exchanger 18. The output ends of the second heat exchanger 17 and the third heat exchanger 18 are connected to the input end of the third check valve 21. The output end of the third check valve 21 is connected to the low-pressure side inlet of the first internal heat exchanger 12 via connection point 34.

6. The indirect reversible air conditioning heat pump system for electric vehicles according to any one of claims 1-4, characterized in that, The second heat transfer fluid circuit includes, in the direction of heat transfer fluid flow: a pump 22, a water heater 23, a fourth heat exchanger 19 for being passed through by the internal airflow of the vehicle and disposed in the front compartment of the passenger compartment, and a fifth heat exchanger 20 for being passed through by the internal airflow of the vehicle and disposed in the rear compartment of the passenger compartment. The input end of the pump 22 is connected to the second output end of the first dual-fluid heat exchanger, and the output end of the pump 22 is connected to the input end of the water heater 23. The output end of the water heater 23 is connected to the input end of the fourth heat exchanger 19 and the input end of the fifth heat exchanger 20 through connection point 39. The output ends of the fourth heat exchanger 19 and the fifth heat exchanger 20 are connected to the second input end of the first dual-fluid heat exchanger 3 through connection point 4.

7. The indirect reversible air conditioning heat pump system for electric vehicles according to claim 6, characterized in that, The second heat transfer fluid circuit further includes, in the direction of heat transfer fluid flow: a three-way proportional valve 24; The first port of the three-way proportional valve 24 is connected to the output end of the water heater 23, the second port of the three-way proportional valve 24 is connected to the connection point 39, and the third port of the three-way proportional valve 24 is connected to the input end of the battery 25; the output end of the battery 25 is connected to the pipe between the connection point 4 and the second input end of the first dual-fluid heat exchanger 3.

8. The indirect reversible air conditioning heat pump system for electric vehicles according to claim 7, characterized in that, The second heat transfer fluid circuit further includes, in the direction of heat transfer fluid flow: a coolant shut-off valve 27; The input end of the coolant shut-off valve 27 is connected to the second valve port of the three-way proportional valve 24 through the connection point 39, and the output end of the coolant shut-off valve 27 is connected to the input end of the fifth heat exchanger 20.

9. A method for operating an indirect reversible air conditioning heat pump for an electric vehicle, characterized in that, The indirect reversible air conditioning heat pump system for electric vehicles, including any one of claims 4-8, further includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in heat pump mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly passes through the connection point 30 and the first expansion valve 5, or through the high-pressure side inlet of the second internal heat exchanger 40, the connection point 30, and the first expansion valve 5. The resulting low-pressure refrigerant fluid circulates from the second port 38, circulates through the first heat exchanger 6, absorbs heat from the outside air passing through the first heat exchanger 6, flows from the first port 37 of the first heat exchanger 6 through the connection point 36, and then directly returns to the compressor 1 through the second shut-off valve 7 and the connection point 35. Alternatively, it flows in through the low-pressure inlet of the second internal heat exchanger 40, flows out from the low-pressure outlet of the second internal heat exchanger 40, and returns to the compressor 1 through the connection point 35. In the second heat transfer fluid loop, the heat transfer fluid at the second output end of the first dual-fluid heat exchanger 3 flows sequentially into the pump 22, water heater 23, three-way proportional valve 24, and connection point 39, and then splits into two paths: one path enters the fourth heat exchanger 19 to heat the internal air, meeting the heating requirements of the front cabin space of the crew cabin; the other path passes through the coolant shut-off valve 27 and enters the fifth heat exchanger 20 to heat the internal air, meeting the heating requirements of the rear cabin space of the crew cabin. The heat transfer fluid flowing out of the fifth heat exchanger 20 and the heat transfer fluid flowing out of the fourth heat exchanger 19 merge at connection point 4 and enter the second input end of the first dual-fluid heat exchanger 3, absorbing heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and then flows out from the second output end of the first dual-fluid heat exchanger 3 back to the pump 22. The second heat transfer fluid circuit includes, in the direction of heat transfer fluid flow: a pump 22, a water heater 23, a fourth heat exchanger 19 for being passed through by the internal airflow of the vehicle and located in the front compartment of the passenger compartment, and a fifth heat exchanger 20 for being passed through by the internal airflow of the vehicle and located in the rear compartment of the passenger compartment. The input end of the pump 22 is connected to the second output end of the first dual-fluid heat exchanger, the output end of the pump 22 is connected to the input end of the water heater 23, the output end of the water heater 23 is connected to the input end of the fourth heat exchanger 19 and the input end of the fifth heat exchanger 20 respectively through connection point 39, and the output end of the fourth heat exchanger 19 and the output end of the fifth heat exchanger 20 are connected to the second input end of the first dual-fluid heat exchanger 3 through connection point 4. The second heat transfer fluid circuit further includes, in the direction of heat transfer fluid flow: a three-way proportional valve 24; The first valve port of the three-way proportional valve 24 is connected to the output end of the water heater 23, the second valve port of the three-way proportional valve 24 is connected to the connection point 39, and the third valve port of the three-way proportional valve 24 is connected to the input end of the battery 25; the output end of the battery 25 is connected to the pipe between the connection point 4 and the second input end of the first dual-fluid heat exchanger 3. The second heat transfer fluid circuit further includes, in the direction of heat transfer fluid flow: a coolant shut-off valve 27; The input end of the coolant shut-off valve 27 is connected to the second valve port of the three-way proportional valve 24 through the connection point 39, and the output end of the coolant shut-off valve 27 is connected to the input end of the fifth heat exchanger 20.

10. The operating method of the indirect reversible air conditioning heat pump for electric vehicles according to claim 9, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in heat recovery mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly enters through the connection point 30 and the high-pressure side inlet of the first internal heat exchanger 12, or through the second internal heat exchanger 40. The high-pressure refrigerant fluid flows in through the high-pressure side inlet, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. After flowing out through the high-pressure side outlet of the first internal heat exchanger 12, it enters the second expansion valve 13. The low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, absorbs heat from the heat transfer fluid flowing through the motor 26, and after flowing out from the first output end of the second dual-fluid heat exchanger 16, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35. In the second heat transfer fluid loop of the heat recovery mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that through which the heat transfer fluid flows in the heat pump mode.

11. The operating method of the indirect reversible air conditioning heat pump for electric vehicles according to claim 9, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in a mixed mode of heat pump mode and heat recovery mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 is directly divided into two paths at the connection point 30, or flows in through the high-pressure side inlet of the second internal heat exchanger 40. After flowing out of the high-pressure side outlet of the second internal heat exchanger 40, it is divided into two paths at the connection point 30. One path passes through the first expansion valve 5, and the low-pressure refrigerant fluid enters from the second port 38, circulates through the first heat exchanger 6, and then flows out through the first heat exchanger 6. Heat is absorbed from the outside air in the heat exchanger 6. After flowing out from the first port 37 of the first heat exchanger 6, it flows sequentially through the connection point 36 and the second shut-off valve 7, and then directly returns to the compressor 1 through the connection point 35. Alternatively, it can flow in from the low-pressure side inlet of the second internal heat exchanger 40, flow out from the low-pressure side outlet of the second internal heat exchanger 40, and then return to the compressor 1 through the connection point 35. Another path enters the high-pressure side and the second expansion valve 13 of the first internal heat exchanger 12. The low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, absorbs heat from the heat transfer fluid flowing through the motor 26, and flows out from the first output end of the second dual-fluid heat exchanger 16. After flowing out through the connection point 34, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35. In the second heat transfer fluid loop of the hybrid mode of the heat pump mode and the heat recovery mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that of the heat transfer fluid in the heat pump mode.

12. The operating method of the indirect reversible air conditioning heat pump for electric vehicles according to claim 9, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in the first dehumidification mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 directly enters through the connection point 30 and the high-pressure side inlet of the first internal heat exchanger 12, or through the second internal heat exchanger. The high-pressure side inlet of the second internal heat exchanger 40 flows in, the high-pressure side outlet of the second internal heat exchanger 40 flows out, and the high-pressure side inlet of the first internal heat exchanger 12 flows out and enters the third expansion valve 14. The low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool and dehumidify the air in the passenger compartment. After flowing out from the output end of the second heat exchanger 17, it passes through the third check valve 21 and the connection point 34 and enters the low-pressure side of the first internal heat exchanger 12. It then returns to the compressor 1 through the connection point 35. In the second heat transfer fluid loop, the heat transfer fluid at the second output end of the first dual-fluid heat exchanger 3 flows sequentially into the pump 22, water heater 23, three-way proportional valve 24 and connection point 39, and then enters the fourth heat exchanger 19 to heat the internal air to meet the heating requirements of the front cabin space of the crew compartment. The heat transfer fluid flowing out of the fourth heat exchanger 19 enters the second input end of the first dual-fluid heat exchanger 3 through the connection point 4, absorbs heat from the refrigerant flowing through the first dual-fluid heat exchanger 3, and flows out from the second output end of the first dual-fluid heat exchanger 3 back to the pump 22. The first refrigerant fluid circuit further includes, in the direction of refrigerant fluid flow: a third expansion valve 14, a second heat exchanger 17 which is passed through by the internal airflow of the vehicle and is located in the front compartment of the passenger compartment, a fourth expansion valve 15, a third heat exchanger 18 which is passed through by the internal airflow of the vehicle and is located in the rear compartment of the passenger compartment, and a third check valve 21. The input ends of the third expansion valve 14, the fourth expansion valve 15, and the second expansion valve 13 are connected to the high-pressure side outlet of the first internal heat exchanger 12. The output end of the third expansion valve 14 is connected to the input end of the second heat exchanger 17. The output end of the fourth expansion valve 15 is connected to the input end of the third heat exchanger 18. The output ends of the second heat exchanger 17 and the third heat exchanger 18 are connected to the input end of the third check valve 21. The output end of the third check valve 21 is connected to the low-pressure side inlet of the first internal heat exchanger 12 via connection point 34.

13. The operating method of the indirect reversible air conditioning heat pump for electric vehicles according to claim 12, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in the second dehumidification mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the first shut-off valve 2, the first dual-fluid heat exchanger 3, the second check valve 10, and the high-pressure liquid dryer 11. The first dual-fluid heat exchanger 3 heats the fluid in the second heat transfer fluid circuit. The refrigerant fluid separated in the high-pressure liquid dryer 11 is directly divided into two paths at the connection point 30, or flows in through the high-pressure side inlet of the second internal heat exchanger 40. After flowing out of the high-pressure side outlet of the second internal heat exchanger 40, it is divided into two paths at the connection point 30. One path enters the high-pressure side of the first internal heat exchanger 12 and the third expansion valve 14, while the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the refrigerant. The air in the passenger compartment is dehumidified and flows out from the output end of the second heat exchanger 17. After passing through the third check valve 21 and the connection point 34, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35. Alternatively, after passing through the first expansion valve 5, the low-pressure refrigerant fluid circulates through the second port 38 into the first heat exchanger 6, absorbs heat from the outside air passing through the first heat exchanger 6, and flows sequentially through the first port 37, the connection point 36, and the second shut-off valve 7 of the first heat exchanger 6. It then returns directly to the compressor 1 through the connection point 35, or flows in from the low-pressure side inlet of the second internal heat exchanger 40, flows out from the low-pressure side outlet of the second internal heat exchanger 40, and returns to the compressor 1 through the connection point 35. In the second heat transfer fluid loop of the second dehumidification mode, the flow direction of the heat transfer fluid is the same as that of the heat transfer fluid in the heat pump mode, and the equipment through which the heat transfer fluid flows is the same as that through which the heat transfer fluid flows in the heat pump mode.

14. The operating method of the indirect reversible air conditioning heat pump for electric vehicles according to claim 12, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in the cabin cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and enters the first heat exchanger 6 from the first port 37. In the first heat exchanger 6, it is cooled by the outside air and flows out from the second port 38 of the first heat exchanger 6. It then passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and directly through connection point 30. It then enters from the high-pressure side inlet of the first internal heat exchanger 12, or flows in through the high-pressure side inlet of the second internal heat exchanger 40 and flows out from the high-pressure side outlet of the second internal heat exchanger 40, and exits from the first internal heat exchanger 12. The refrigerant fluid entering from the high-pressure side inlet of the heat exchanger 12 and exiting from the high-pressure side outlet of the first internal heat exchanger 12 is divided into two paths. One path passes through the third expansion valve 14, and the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the air in the front compartment of the passenger compartment. The other path passes through the fourth expansion valve 15, and the low-pressure refrigerant fluid circulates through the third heat exchanger 18 to cool the air in the rear compartment of the passenger compartment. The refrigerant flowing out from the output end of the second heat exchanger 17 and the output end of the third heat exchanger 18 enters the low-pressure side of the first internal heat exchanger 12 after passing through the third check valve 21 and the connection point 34, and returns to the compressor 1 through the connection point 35.

15. The operating method of the indirect reversible air conditioning heat pump for electric vehicles according to claim 9, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in single-battery cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and then enters the first heat exchanger 6 through the first port 37. In the first heat exchanger 6, it is cooled by the outside air and flows out from the second port 38 of the first heat exchanger 6. It then passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and directly through connection point 30. It then enters from the high-pressure side inlet of the first internal heat exchanger 12, or through the high-pressure side of the second internal heat exchanger 40. The refrigerant flows in through the inlet, flows out through the high-pressure side outlet of the second internal heat exchanger 40, and enters through the high-pressure side inlet of the first internal heat exchanger 12. After flowing in through the high-pressure side outlet of the first internal heat exchanger 12, the low-pressure refrigerant fluid obtained through the second expansion valve 13 circulates into the second dual-fluid heat exchanger 16. The second dual-fluid heat exchanger 16 cools the heat transfer fluid flowing through the battery 25. After flowing out from the first output end of the second dual-fluid heat exchanger 16, it enters the low-pressure side of the first internal heat exchanger 12 and returns to the compressor 1 through the connection point 35.

16. The operating method of the indirect reversible air conditioning heat pump for an electric vehicle according to claim 14, characterized in that, Also includes: When the indirect reversible air conditioning heat pump system of the electric vehicle is in a mixed mode of cabin cooling mode and single-battery cooling mode, the refrigerant fluid circulates through the compressor 1, and the resulting high-pressure gas circulates through the third shut-off valve 8 and enters the first port 37 of the first heat exchanger 6. In the first heat exchanger 6, it is cooled by the outside air and flows out from the second port 38 of the first heat exchanger 6. It then passes through the first check valve 9, connection point 29, and high-pressure liquid dryer 11, and directly through connection point 30. It then enters from the high-pressure side inlet of the first internal heat exchanger 12, or flows in through the high-pressure side inlet of the second internal heat exchanger 40, flows out from the high-pressure side outlet of the second internal heat exchanger 40, and enters from the high-pressure side inlet of the first internal heat exchanger 12. The refrigerant fluid exiting from the high-pressure side outlet of the first internal heat exchanger 12 is distributed... There are three paths. The first path passes through the second expansion valve 13, through which the low-pressure refrigerant fluid circulates through the second dual-fluid heat exchanger 16, which cools the heat transfer fluid flowing through the battery 25. The second path passes through the third expansion valve 14, through which the low-pressure refrigerant fluid circulates through the second heat exchanger 17 to cool the air in the front compartment of the passenger compartment. The third path passes through the fourth expansion valve 15, through which the low-pressure refrigerant fluid circulates through the third heat exchanger 18 to cool the air in the rear compartment of the passenger compartment. The refrigerant flowing out from the output ends of the second heat exchanger 17 and the third heat exchanger 18 passes through the third check valve 21, and then merges with the refrigerant fluid flowing out from the second dual-fluid heat exchanger 16 at the connection point 34 before entering the low-pressure side of the first internal heat exchanger 12 and returning to the compressor 1 through the connection point 35.

17. A vehicle, characterized in that, The indirect reversible air conditioning heat pump system for electric vehicles including any one of claims 1-8.

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