Direct heat pump automobile air conditioning system with waste heat cascade recovery

Abstract

The application is suitable for the field of automobile air conditioning technology, and particularly relates to a direct heat pump automobile air conditioning system with cascade waste heat recovery, which has multiple working modes, including an indoor refrigeration mode, an indoor refrigeration and battery cooling mode, a battery cooling mode, a heat pump indoor heating mode, a PTC heat supplement mode, a motor heat dissipation mode, a waste heat utilization mode, a defrosting mode and the like, and can realize a linked battery thermal management function, and can simultaneously perform battery preheating and indoor heating during defrosting, improve indoor thermal comfort and ensure that the battery works within a working temperature range. Moreover, in a low-temperature condition, the motor waste heat is used as a low-temperature heat source for indoor heating, so as to solve the problems of excessively high exhaust temperature of the compressor, obvious insufficient heating capacity and the like during low-temperature working condition operation of the heat pump automobile air conditioner. Moreover, the system can perform dehumidification during refrigeration, so as to improve indoor thermal comfort.

Description

Technical Field

[0001] This invention belongs to the field of automotive air conditioning technology, and specifically relates to a direct heat pump automotive air conditioning system with waste heat recovery in stages. Background Technology

[0002] In the automotive industry, in order to reduce environmental pollution, the large-scale development of electric vehicles has become a trend. Achieving the large-scale application of new energy vehicles while comprehensively improving the overall quality and performance of electric vehicles is one of the mainstream development directions at present.

[0003] Pure electric vehicles do not have a combustion engine. In addition to the fact that the compressor of the car's air conditioning system can no longer be directly driven by the engine, the engine's waste heat can no longer be used for heating in winter. Currently, most electric vehicles use PTC electric heaters for direct heating, which is inefficient and significantly reduces the driving range of electric vehicles. In the long run, this does not meet the goals of energy conservation and emission reduction. Summary of the Invention

[0004] The purpose of this invention is to provide a direct heat pump automotive air conditioning system with waste heat recovery in stages, which aims to solve the problem that current electric vehicles mostly use PTC electric heaters for direct heating, resulting in low efficiency and significantly reduced driving range.

[0005] The present invention is implemented as follows: a direct heat pump automotive air conditioning system with waste heat cascade recovery, the system includes: a waste heat temperature control circulation module, a PTC heater (10), a refrigerant circulation module, an in-vehicle heat exchange module and a battery temperature control module. The refrigerant circulation module is connected to an external heat exchanger (15) via a four-way valve (14). The external heat exchanger (15) is connected to the in-vehicle heat exchange module and the battery temperature control module via a three-way valve with a bidirectional electronic expansion valve. The refrigerant circulation module is connected to the in-vehicle heat exchange module and the battery temperature control module via the four-way valve (14). The PTC heater (10) is installed in the waste heat temperature control circulation module, and the waste heat temperature control circulation module is connected to the battery temperature control module.

[0006] Preferably, the waste heat temperature control circulation module includes a first water pump (1), a proportional five-way valve (6), an in-vehicle radiator (11), a motor radiator (7), and a motor cooling fan (8). The first water pump (1) passes through a pipe through a charging system (2), a DC power converter (3), a motor control system (4), and a motor (5), and is connected to the proportional five-way valve (6). One end of the motor radiator (7) is connected to the proportional five-way valve (6), and the other end is connected to a first electromagnetic three-way valve (9). The motor cooling fan (8)... The PTC heater (10) is located on one side of the motor radiator (7). One end of the PTC heater (10) is connected to the proportional five-way valve (6), and the other end is connected to the first water pump (1). The first water pump (1) is connected to the battery temperature control module through the first electromagnetic three-way valve (9). One end of the vehicle radiator (11) is connected to the proportional five-way valve (6), and the other end is connected to the first electromagnetic three-way valve (9). Both the proportional five-way valve (6) and the first electromagnetic three-way valve (9) are connected to the battery temperature control module. The first water pump (1) is also connected to the expansion tank (26).

[0007] Preferably, the refrigerant circulation module includes a compressor (13) and a gas-liquid separator (19). One end of the compressor (13) is connected to the gas-liquid separator (19), and the other end is connected to a four-way valve (14). The gas-liquid separator (19) is also connected to the four-way valve (14).

[0008] Preferably, the in-vehicle heat exchange module includes a first in-vehicle heat exchanger (17), an in-vehicle radiator fan (18), and a second in-vehicle heat exchanger (28). One end of the first in-vehicle heat exchanger (17) is connected to a proportional five-way valve (6), and the other end is connected to a second electromagnetic three-way valve (27). The two ports of the second electromagnetic three-way valve (27) are connected to the two ends of the second in-vehicle heat exchanger (28). The second electromagnetic three-way valve (27) is also connected to a four-way valve (14) and a battery temperature control module.

[0009] Preferably, 5. The direct heat pump automotive air conditioning system with waste heat cascade recovery according to claim 2, its features are as follows:

[0010] Preferably, the direct heat pump automotive air conditioning system with waste heat cascade recovery includes an in-vehicle cooling mode, an in-vehicle cooling and battery cooling mode, a battery-only cooling mode, a heat pump in-vehicle heating mode, a PTC supplementary heating mode, a motor heat dissipation mode, a waste heat utilization mode, and a defrosting mode.

[0011] Preferably, the power of the PTC heater (10) can be adjusted according to the heat demand.

[0012] This invention provides a direct heat pump automotive air conditioning system with waste heat recovery in stages. It features multiple operating modes, enabling linked battery thermal management. Furthermore, it can preheat the battery and heat the vehicle interior simultaneously with defrosting, improving thermal comfort and ensuring the battery operates within its designated temperature range. In low-temperature conditions, it utilizes waste heat from the motor as a low-temperature heat source for interior heating, addressing issues such as excessively high compressor exhaust temperature and insufficient heating capacity during low-temperature operation of heat pump automotive air conditioning systems. The system also employs multiple highly integrated components, effectively enhancing its compactness and reliability. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the heat pump air conditioning system architecture described in this invention.

[0014] Figure 2 This is a schematic diagram of the in-vehicle cooling mode operation described in this invention.

[0015] Figure 3 This is a schematic diagram illustrating the working state of the in-vehicle cooling + battery cooling mode described in this invention.

[0016] Figure 4 This is a schematic diagram of the working state of the in-vehicle cooling and dehumidification mode described in this invention.

[0017] Figure 5 These are schematic diagrams of the battery-only cooling mode 1 (i.e., air conditioning refrigerant cooling) and defrosting mode 1 working states described in this invention.

[0018] Figure 6 This is a schematic diagram of the battery individual cooling mode 2, i.e., the ambient air cooling working state, as described in this invention.

[0019] Figure 7 This is a schematic diagram of the working state of the motor cooling mode described in this invention.

[0020] Figure 8 This is a schematic diagram of the working state of the heat pump vehicle in-vehicle heating + battery preheating mode described in this invention.

[0021] Figure 9 This is a schematic diagram of the working state of the waste heat utilization battery preheating mode described in this invention.

[0022] Figure 10 This is a schematic diagram of the working state of the heat pump vehicle's in-vehicle heating + PTC supplemental heating as described in this invention.

[0023] Figure 11 This is a schematic diagram of the working state of waste heat heating + PTC supplementary heating as described in this invention.

[0024] Figure 12 This is a schematic diagram of the working state of defrosting mode 2 according to the present invention.

[0025] Figure 13 This is a schematic diagram of the working state of waste heat heating + motor heat dissipation as described in this invention.

[0026] In the attached diagram: 1. First water pump; 2. Charging system; 3. DC power converter; 4. Motor control system; 5. Motor; 6. Proportional five-way valve; 7. Motor radiator; 8. Motor cooling fan; 9. First electromagnetic three-way valve; 10. PTC heater; 11. In-vehicle radiator; 12. First plate heat exchanger; 13. Compressor; 14. Four-way valve; 15. Out-of-vehicle heat exchanger; 16. Three-way valve with bidirectional electronic expansion valve; 17. First in-vehicle heat exchanger; 18. In-vehicle radiator fan; 19. Gas-liquid separator; 20. Second plate heat exchanger; 21. Second water pump; 22. Battery heat exchange module; 23. Battery radiator; 24. Battery radiator fan; 25. Third electromagnetic three-way valve; 26. Expansion tank; 27. Second electromagnetic three-way valve; 28. Second in-vehicle heat exchanger. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0028] The specific implementation of the present invention will be described in detail below with reference to specific embodiments.

[0029] like Figure 1 As shown, an embodiment of the present invention provides a direct heat pump automotive air conditioning system for waste heat cascade recovery. The system includes: a waste heat temperature control circulation module, a PTC heater (10), a refrigerant circulation module, an in-vehicle heat exchange module, and a battery temperature control module. The refrigerant circulation module is connected to an external heat exchanger (15) via a four-way valve (14). The external heat exchanger (15) is connected to the in-vehicle heat exchange module and the battery temperature control module via a three-way valve with a bidirectional electronic expansion valve. The refrigerant circulation module is connected to the in-vehicle heat exchange module and the battery temperature control module via the four-way valve (14). The PTC heater (10) is installed in the waste heat temperature control circulation module, which is connected to the battery temperature control module.

[0030] In this embodiment, a direct heat pump automotive air conditioning system with waste heat recovery in stages is provided, including: a first water pump 1, a charging system 2, a DC power converter 3, a motor control system 4, a motor 5, a proportional five-way valve 6, a motor radiator 7, a motor cooling fan 8, a first electromagnetic three-way valve 9, a PTC heater 10, an in-vehicle radiator 11, a first plate heat exchanger 12, a compressor 13, a four-way valve 14, an external heat exchanger 15, a three-way valve with a bidirectional electronic expansion valve 16, a first in-vehicle heat exchanger 17, an in-vehicle radiator fan 18, a gas-liquid separator 19, a second plate heat exchanger 20, a second water pump 21, a battery heat exchange module 22, a battery radiator 23, a battery radiator fan 24, a third electromagnetic three-way valve 25, an expansion tank 26, a second electromagnetic three-way valve 27, and a second in-vehicle heat exchanger 28.

[0031] In this embodiment, as Figure 1 The proportional five-way valve 6 shown has five ports, the four-way valve 14 has four ports, and the first electromagnetic three-way valve 9, the second electromagnetic three-way valve 27, and the third electromagnetic three-way valve 25 each have three ports. The five ports a, b, c, d, and e of the proportional five-way valve 6 are respectively connected to the motor radiator 7, the first plate heat exchanger 12, the vehicle interior radiator 11, the PTC heater 10, and the motor 5. Port a of the first electromagnetic three-way valve 9 is connected to the first plate heat exchanger 12 and the vehicle interior radiator 11; port b of the first electromagnetic three-way valve 9 is connected to the motor radiator 7; port c of the first electromagnetic three-way valve 9 is connected to the first water pump 1 and the expansion tank 26; port a of the second electromagnetic three-way valve 27 is connected to the first vehicle interior heat exchanger 17; and the second electromagnetic three-way valve 25... Ports b and c on the three-way valve 27 are connected to both ends of the in-vehicle heat exchanger 28, respectively. Port c on the second electromagnetic three-way valve 27 is also connected to port b of the four-way valve 14 and the second plate heat exchanger 20. Ports abc on the third electromagnetic three-way valve 25 are connected to the battery radiator 23, the second plate heat exchanger 20 and the first plate heat exchanger 12, respectively. Ports acd on the four-way valve 14 are connected to the compressor 13, the external heat exchanger 15 and the gas-liquid separator 19, respectively. Port b on the four-way valve 14 is connected to the second electromagnetic three-way valve 27 and the second plate heat exchanger 20. Ports abc of the three-way valve 16 with the bidirectional electronic expansion valve are connected to the external heat exchanger 15, the first in-vehicle heat exchanger 17 and the second plate heat exchanger 20, respectively.

[0032] The three-way valve 16 with a bidirectional electronic expansion valve has two operating modes:

[0033] (1) ab connected: contains a bidirectional electronic expansion valve with bidirectional throttling function, connecting the first in-vehicle heat exchanger 17 and the external heat exchanger 15.

[0034] (2) AC connection: It contains a bidirectional electronic expansion valve with bidirectional throttling function, and connects the second plate heat exchanger 20 with the vehicle external heat exchanger 15.

[0035] The four-way valve 14 has two operating modes:

[0036] (1) The compressor 13 is connected to the external heat exchanger 15 via the ac connection, and the gas-liquid separator 19 is connected to the first internal heat exchanger 17 via the bd connection.

[0037] (2) The compressor 13 is connected to the first in-vehicle heat exchanger 17 via the ab connection, and the gas-liquid separator 19 is connected to the external heat exchanger 15 via the cd connection.

[0038] The proportional five-way valve 6 has two inlets, d and e, and three outlets, a, b, and c. The flow distribution ratio of each inlet and outlet is controlled by controlling the size of the inlet and outlet.

[0039] This invention enables automotive air conditioning to operate in multiple modes by switching valves; the operating modes are as follows:

[0040] 1. In-vehicle cooling mode: such as Figure 2 As shown, the high-temperature, high-pressure refrigerant compressed by compressor 13 enters through port a of four-way valve 14 and exits through port c. It then enters the external heat exchanger 15, releasing heat to the environment and becoming a subcooled liquid. Next, it enters through port a of three-way valve 16 with a bidirectional electronic expansion valve and exits through port b (the a→b channel contains a bidirectional electronic expansion valve). It then enters the first internal heat exchanger 17, where the refrigerant absorbs heat from the air, lowering the air temperature. The refrigerant then flows into the second electromagnetic three-way valve 27 through port a and exits through port b, entering the second internal heat exchanger 28 to absorb heat from the air again, achieving a double cooling of the air. Finally, it enters through port b of four-way valve 14 and exits through port d, entering the gas-liquid separator 19 and returning to compressor 13, completing the internal cooling cycle. In this mode, four-way valve 14 is in the ac and bd connection state; three-way valve 16 with a bidirectional electronic expansion valve is in the ab connection state (ab contains an electronic expansion valve); and the second electromagnetic three-way valve 27 is in the ab connection state.

[0041] In cooling mode, when the cooling capacity is small, the second electromagnetic three-way valve 27 can be adjusted to the AC-AC state. At this time, the refrigerant only passes through the first in-vehicle heat exchanger 17 and not through the second in-vehicle heat exchanger 28. When the cooling capacity is large, the second electromagnetic three-way valve 27 can be adjusted to the A-B-AC state. At this time, the first in-vehicle heat exchanger 17 and the second in-vehicle heat exchanger 28 are connected in series, and the refrigerant passes through both the first in-vehicle heat exchanger 17 and the second in-vehicle heat exchanger 28 at the same time. The switching between large and small cooling capacities can be achieved by adjusting the second electromagnetic three-way valve 27.

[0042] 2. In-vehicle cooling + battery cooling mode: such as Figure 3As shown, the high-temperature, high-pressure refrigerant compressed by compressor 13 enters through port a of four-way valve 14, flows out through port c, and then enters the external heat exchanger 15 to release heat into the environment, becoming a subcooled liquid. It then enters through port a of three-way valve 16 with a bidirectional electronic expansion valve, and a portion of the refrigerant flows out through port b (the a→b channel has a bidirectional electronic expansion valve). It then enters the first internal heat exchanger 17, where the refrigerant absorbs heat from the air, lowering the air temperature. The refrigerant then flows in through port a of the second electromagnetic three-way valve 27, flows out through port c, enters through port b of four-way valve 14, flows out through port d, and enters the gas-liquid separator 19. Finally, it returns to compressor 13, completing the internal cooling cycle. The remaining refrigerant flows out through port c (the a→c channel has a bidirectional electronic expansion valve), enters the second plate heat exchanger 20 to exchange heat with the battery coolant, and finally returns to compressor through four-way valve 14 and gas-liquid separator 19. Under the action of the second water pump 21, the battery circulating liquid flows through the battery heat exchange module 22, absorbs heat from the battery surface, enters the second plate heat exchanger 20, transfers heat to the refrigerant to achieve cooling, and then flows through port b of the third electromagnetic three-way valve 25 and out through port c, flows through the first plate heat exchanger 12, and then returns to the second water pump 21 to achieve battery cooling cycle; in this mode, the four-way valve 14 is in the ac and bd communication state; the three-way valve 16 with bidirectional electronic expansion valve is in the ab and ac communication state (both ab and ac contain electronic expansion valves); the second electromagnetic three-way valve 27 is in the ac communication state; and the third electromagnetic three-way valve 25 is in the bc communication state.

[0043] 3. In-vehicle cooling and dehumidification mode: such as Figure 4 As shown, the high-temperature, high-pressure refrigerant compressed by the compressor 13 enters through port a of the four-way valve 14, flows out through port c, and then enters the external heat exchanger 15 to release heat into the environment, becoming a subcooled liquid. It then enters through port a of the three-way valve 16 with a bidirectional electronic expansion valve, flows out through port b (there is a bidirectional electronic expansion valve in the a→b channel), and then enters the first internal heat exchanger 17. The refrigerant absorbs heat from the air, and the air temperature decreases. It then enters through port a of the second electromagnetic three-way valve 27, flows out through port c, enters through port b of the four-way valve 14, flows out through port d, and then enters the gas-liquid separator 19. Finally, it returns to the compressor 13, realizing the internal cooling cycle. The PTC circulating heating fluid, heated by the PTC heater 10 under the action of the first water pump 1, enters through port d of the proportional five-way valve 6 and flows out through port c. Then it passes through the vehicle radiator 11 to dehumidify the air, and then enters through port a of the first solenoid three-way valve 9 and flows out through port c. Finally, it returns to the water pump, thus completing the dehumidification process. In this mode, the four-way valve 14 is in the ac and bd connection state; the three-way valve 16 with the bidirectional electronic expansion valve is in the ab connection state (both ab contain electronic expansion valves); and the first solenoid three-way valve 9 is in the ac connection state.

[0044] 4.1 Battery Independent Cooling Mode 1 (Air Conditioning Refrigerant Cooling): For example... Figure 5 As shown, the high-temperature, high-pressure refrigerant compressed by compressor 13 enters through port a of four-way valve 14, flows out through port c, and then enters the external heat exchanger 15 to release heat into the environment, becoming a subcooled liquid. It then enters through port a of three-way valve 16 with a bidirectional electronic expansion valve, flows out through port c (the a→c channel has a bidirectional electronic expansion valve), exchanges heat with the battery coolant through the second plate heat exchanger 20, enters through port b of four-way valve 14, flows out through port d, passes through gas-liquid separator 19, and finally returns to the compressor. Simultaneously, the battery coolant, under the action of the second water pump 21, absorbs heat through the battery heat exchange module 22, then exchanges heat with the refrigerant through the second plate heat exchanger 20, enters through port b of the third electromagnetic three-way valve 25, flows out through port c, and then returns to the water pump through the first plate heat exchanger 12, completing the battery cooling cycle. In this mode, the four-way valve 14 is in the AC and BD connection state; the three-way valve 16 with the bidirectional electronic expansion valve is in the AC connection state (AC contains electronic expansion valves); and the third electromagnetic three-way valve 25 is in the BC connection state.

[0045] 4. Battery Individual Cooling Mode 2 (Ambient Air Cooling): (e.g.) Figure 6 As shown, the battery coolant absorbs heat through the battery heat exchange module 22 under the action of the second water pump 21, then passes through the battery radiator 23, and releases the heat under the action of the fan 24. Then it enters through port a and flows out through port c of the third electromagnetic three-way valve 25, and returns to the water pump through the first plate heat exchanger 12 to complete the battery cooling cycle. In this mode, the third electromagnetic three-way valve 25 is in the ac-connected state.

[0046] 5. Motor cooling mode: such as Figure 7 As shown, the circulating liquid for the motor flows through the charging system 2, DC power converter 3, motor control system 4, and motor 5 under the action of the first water pump 1. It enters through port e of the proportional five-way valve 6 and flows out through port a. Then it enters the motor radiator 7. The air cools the motor radiator 7 under the action of the motor cooling fan 8. The cooled liquid returns to the first water pump 1 to realize the motor cooling cycle. In this mode, the proportional five-way valve 6 is in the ae-e connected state.

[0047] 6. Heat pump heating + battery preheating mode: such as Figure 8As shown, the high-temperature, high-pressure refrigerant compressed by the compressor 13 enters through port a of the four-way valve 14 and flows out through port b. Part of the refrigerant exchanges heat with the low-temperature coolant through the second plate heat exchanger 20 and becomes a subcooled liquid. The other part of the refrigerant enters through port c of the second electromagnetic three-way valve 27 and flows out through port a. It then passes through the first in-vehicle heat exchanger 17 and releases heat under the action of the fan 18. Finally, the two refrigerants enter through ports b and c of the three-way valve 16 with a bidirectional electronic expansion valve to mix. After flowing out through port a, it absorbs heat through the external heat exchanger 15, then enters through port c of the four-way valve 14 and flows out through port d. It then enters the gas-liquid separator 19 and finally returns to the compressor 13. The battery circulating liquid, under the action of the second water pump 21, preheats the battery through the battery heat exchange module 22, then absorbs heat through the second plate heat exchanger 20, and then enters through port b and exits through port c of the third electromagnetic three-way valve 25, then passes through the first plate heat exchanger 12, and finally returns to the water pump, realizing the battery preheating cycle; the four-way valve 14 is in the ab and cd communication state; the three-way valve 16 with bidirectional electronic expansion valve is in the ab and ac communication state (both ab and ac contain electronic expansion valves); the third electromagnetic three-way valve 25 is in the bc communication state.

[0048] 7. Waste heat utilization battery preheating mode: such as Figure 9 As shown, the motor circulating fluid, under the action of the first water pump 1, flows through the charging system 2, DC power converter 3, motor control system 4, and motor 5. It enters through port e of the proportional five-way valve 6 and exits through port b. It then exchanges heat with the battery circulating fluid through the first plate heat exchanger 12, and then enters through port a of the first electromagnetic three-way valve 9 and exits through port c, finally returning to the first water pump 1. The battery circulating fluid, under the action of the second water pump 21, preheats the battery through the battery heat exchange module 22, then passes through the battery radiator 23, and then enters through port a of the third electromagnetic three-way valve 25 and exits through port c. It then absorbs heat again through the first plate heat exchanger 12 and finally returns to the water pump, thus achieving battery preheating circulation. In this mode, the proportional five-way valve 6 is in the B-E phase; the first electromagnetic three-way valve 9 is in the A-C phase; and the battery three-way valve 25 is in the A-C phase.

[0049] 8. Heat pump heating + PTC supplementary heating mode: such as Figure 10As shown, the high-temperature, high-pressure refrigerant compressed by compressor 13 enters through port a of four-way valve 14 and flows out through port b. The refrigerant then enters through port c of the second electromagnetic three-way valve 27 and flows out through port a. It then passes through the first in-vehicle heat exchanger 17, where it releases heat under the action of fan 18. It then enters through port b of three-way valve 16 with bidirectional electronic expansion valve and flows out through port a. It enters the external heat exchanger 15 to absorb heat, then enters through port c of four-way valve 14 and flows out through port d. It then passes through gas-liquid separator 19 and finally returns to compressor, realizing a heat pump heating cycle. At the same time, the PTC heating circulating liquid flows through PTC heater 10 under the action of first water pump 1 for heating. It then enters through port d of proportional five-way valve 6 and flows out through port c. It then passes through in-vehicle radiator 11, where it heats the interior under the action of fan 28. Finally, it enters through port a of the first electromagnetic three-way valve 9 and flows out through port c, returning to water pump, realizing a heat replenishment cycle. In this mode, the four-way valve 14 is in the ab and cd connection state; the three-way valve 16 with the bidirectional electronic expansion valve is in the ab connection state (both ab and cd contain electronic expansion valves); the second electromagnetic three-way valve 27 is in the ac connection state; the proportional five-way valve 6 is in the cd connection state; and the first electromagnetic three-way valve 9 is in the ac connection state.

[0050] 9. Waste heat heating + PTC supplementary heating mode: such as Figure 11 As shown, under the action of the first water pump 1, part of the circulating liquid flows through the charging system 2, DC power converter 3, motor control system 4, and motor 5, entering through port e of the proportional five-way valve 6. The other part passes through the PTC heater 10, entering through port d of the proportional five-way valve. After the two parts of the circulating liquid mix, they flow out through port c, pass through the vehicle radiator 11, and release heat under the action of the fan 28. Then, they enter through port a of the first electromagnetic three-way valve 9 and flow out through port c, returning to the water pump, realizing the waste heat and supplementary heating cycle. In this mode, the proportional five-way valve 6 is in the cde-connected state; the first electromagnetic three-way valve 9 is in the ac-connected state.

[0051] 10. Defrosting Mode 1 (Battery Thermal Defrosting): (e.g.) Figure 5As shown, the high-temperature, high-pressure refrigerant compressed by compressor 13 enters through port a of four-way valve 14, flows out through port c, and then enters the external heat exchanger 15 to release heat and complete defrosting. It then enters through port a of three-way valve 16 with a bidirectional electronic expansion valve, flows out through port c (the a→c channel contains a bidirectional electronic expansion valve), exchanges heat with the battery coolant in the second plate heat exchanger 20, then enters through port b of four-way valve 14, flows out through port d, then passes through gas-liquid separator 19, and finally returns to the compressor; (The text repeats itself here.) Under the action of the second water pump 21, the battery coolant absorbs heat through the battery heat exchange module 22, then exchanges heat with the refrigerant through the second plate heat exchanger 20, and then enters through port b and exits through port c of the third electromagnetic three-way valve 25, and then returns to the water pump through the first plate heat exchanger 12 to complete the battery cooling cycle; in this mode, the four-way valve 14 is in the AC and BD connection state; the three-way valve 16 with bidirectional electronic expansion valve is in the AC connection state (AC contains electronic expansion valves); the third electromagnetic three-way valve 25 is in the BC connection state.

[0052] 10. Defrosting Mode 2 (PTC preheats the battery while defrosting): For example... Figure 12 As shown, the PTC heating circulating liquid flows through the PTC heater 10 under the action of the first water pump 1 for heating, then enters from port d of the proportional five-way valve 6 and exits from port b. It exchanges heat with the battery circulating liquid in the first plate heat exchanger 12, then enters from port a of the first electromagnetic three-way valve 9 and exits from port c, finally returning to the water pump. Simultaneously, the battery circulating liquid, under the action of the second water pump 21, preheats the battery through the battery heat exchange module 22, then heats the refrigerant through the second plate heat exchanger 20, then enters from port b of the third electromagnetic three-way valve 25 and exits from port c, then absorbs heat through the first plate heat exchanger 12, finally returning to the water pump. This achieves battery preheating circulation while transferring some heat to the refrigerant. The high-temperature, high-pressure refrigerant, compressed by compressor 13, enters through port a of four-way valve 14 and exits through port c. It then enters the external heat exchanger 15 to release heat and complete defrosting. Afterward, it enters through port a of three-way valve 16 with a bidirectional electronic expansion valve and exits through port c (the a→c channel contains a bidirectional electronic expansion valve). It then exchanges heat with the battery circulating fluid in the second plate heat exchanger 20, enters through port b of four-way valve 14, exits through port d, passes through gas-liquid separator 19, and finally returns to the compressor. In this mode, four-way valve 14 is in the AC / BD connection state; three-way valve 16 with a bidirectional electronic expansion valve is in the AC connection state (AC contains electronic expansion valves); third electromagnetic three-way valve 25 is in the BC / C connection state; proportional five-way valve 6 is in the BC / D connection state; and first electromagnetic three-way valve 9 is in the AC connection state.

[0053] 11. Waste heat heating + motor cooling mode: such as Figure 13As shown, the circulating liquid, under the action of the first water pump 1, flows through the charging system 2, DC power converter 3, motor control system 4, and motor 5, and enters through port e of the proportional five-way valve 6. Part of it flows out through port b, passes through the vehicle interior radiator 11, and heats the vehicle interior under the action of fan 28. The other part of the circulating liquid flows out through port a of the proportional five-way valve 6, passes through the vehicle exterior radiator 7, and cools the vehicle under the action of fan 8. Then, the two circulating liquids enter through ports a and b of the first electromagnetic three-way valve 9 respectively, and flow out through port c, returning to the water pump. In this mode, the proportional five-way valve 6 is in the Ace-E connection state.

[0054] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A direct heat pump automotive air conditioning system with waste heat recovery in stages, characterized in that, The system includes: a waste heat temperature control circulation module, a PTC heater (10), a refrigerant circulation module, an in-vehicle heat exchange module, and a battery temperature control module. The refrigerant circulation module is connected to an external heat exchanger (15) via a four-way valve (14). The external heat exchanger (15) is connected to the in-vehicle heat exchange module and the battery temperature control module via a three-way valve with a bidirectional electronic expansion valve. The refrigerant circulation module is connected to the in-vehicle heat exchange module and the battery temperature control module via a four-way valve (14). The PTC heater (10) is installed in the waste heat temperature control circulation module. The waste heat temperature control circulation module is connected to the battery temperature control module. The waste heat temperature control circulation module includes a first water pump (1), a proportional five-way valve (6), an in-vehicle radiator (11), a motor radiator (7), and a motor cooling fan (8). The first water pump (1) passes through a pipe through a charging system (2), a DC power converter (3), a motor control system (4), and a motor (5), and is connected to the proportional five-way valve (6). One end of the motor radiator (7) is connected to the proportional five-way valve (6), and the other end is connected to the first electromagnetic three-way valve (9). The motor cooling fan (8) is equipped with... Placed on one side of the motor radiator (7), one end of the PTC heater (10) is connected to the proportional five-way valve (6), and the other end is connected to the first water pump (1). The first water pump (1) is connected to the battery temperature control module through the first electromagnetic three-way valve (9). One end of the vehicle radiator (11) is connected to the proportional five-way valve (6), and the other end is connected to the first electromagnetic three-way valve (9). Both the proportional five-way valve (6) and the first electromagnetic three-way valve (9) are connected to the battery temperature control module. The first water pump (1) is also connected to an expansion tank (26). The battery temperature control module includes a first plate heat exchanger (12), a second plate heat exchanger (20), a second water pump (21), a battery heat exchange module (22), a third electromagnetic three-way valve (25), and a battery radiator (23). The three ports of the third electromagnetic three-way valve (25) are respectively connected to the first plate heat exchanger (12), the second plate heat exchanger (20), and the battery radiator (23). The end of the battery radiator (23) away from the third electromagnetic three-way valve (25) is connected to both the second plate heat exchanger (20) and the battery heat exchange module (22). The two ends of the second water pump (21) are respectively connected to the first plate heat exchanger (12) and the battery heat exchange module (22). The first plate heat exchanger (12) is connected to the proportional five-way valve (6) and the first electromagnetic three-way valve (9).

2. The direct heat pump automotive air conditioning system with waste heat recovery in stages according to claim 1, characterized in that, The refrigerant circulation module includes a compressor (13) and a gas-liquid separator (19). One end of the compressor (13) is connected to the gas-liquid separator (19), and the other end is connected to a four-way valve (14). The gas-liquid separator (19) is also connected to the four-way valve (14).

3. The direct heat pump automotive air conditioning system with waste heat recovery in stages according to claim 1, characterized in that, The in-vehicle heat exchange module includes a first in-vehicle heat exchanger (17), an in-vehicle radiator fan (18), and a second in-vehicle heat exchanger (28). One end of the first in-vehicle heat exchanger (17) is connected to a proportional five-way valve (6), and the other end is connected to a second electromagnetic three-way valve (27). The two ports of the second electromagnetic three-way valve (27) are connected to the two ends of the second in-vehicle heat exchanger (28). The second electromagnetic three-way valve (27) is also connected to a four-way valve (14) and a battery temperature control module.

4. The direct heat pump automotive air conditioning system with waste heat recovery in stages according to claim 1, characterized in that, The direct heat pump automotive air conditioning system with waste heat recovery includes in-vehicle cooling mode, in-vehicle cooling and battery cooling mode, battery cooling mode, heat pump in-vehicle heating mode, PTC supplementary heating mode, motor heat dissipation mode, waste heat utilization mode, and defrosting mode.

5. The direct heat pump automotive air conditioning system with waste heat recovery in stages according to claim 1, characterized in that, The power of the PTC heater (10) can be adjusted according to the heat demand.

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