A heat pump integrated thermal management system utilizing motor waste heat

Abstract

The present invention provides a heat pump integrated thermal management system that utilizes the waste heat of the motor, and belongs to the technical field of thermal management systems for electric vehicles. It includes a motor thermal management loop, a battery thermal management loop, a cabin thermal management loop, and a heat pump air conditioning loop. The motor thermal management loop mainly realizes the heat dissipation of the motor's electronic control components and the recovery of the motor's waste heat; the battery thermal management loop mainly realizes the functions of cooling the battery when the temperature is too high, heating the battery when the temperature is low, and equalizing the temperature of the battery pack when the temperature is appropriate, thereby improving the battery's service life and charging and discharging capacity; the cabin thermal management loop is combined with the heat pump air conditioning loop to mainly realize the heating and cooling effects of the cabin. At low temperatures, the heat pump air conditioner can utilize the waste heat of the motor to heat the refrigerant at the compressor inlet through a plate heat exchanger, thereby improving the energy utilization rate of the system. The integrated thermal management loop uses an integrated valve to replace the traditional switch valve, which can effectively reduce the complexity and development cost of the thermal management system.

Description

Technical Field

[0001] The present invention belongs to the technical field of thermal management systems for electric vehicles, and in particular relates to a heat pump type integrated thermal management system and method utilizing waste heat from a motor. Background Art

[0002] Traditional electric vehicles often use water heaters to heat key components like the cabin and battery, maintaining them within a suitable temperature range. During the cold winter months, using water heaters for heating can reduce the range of pure electric vehicles by nearly 30%. Heat pump air conditioning technology, on the other hand, relies on a compressor to absorb heat from the air through an external condenser and release it inside the condenser, effectively saving energy and increasing the range of pure electric vehicles in winter.

[0003] Currently, the mainstream heat pump air conditioning solution utilizes a "three-heat exchanger" approach. This approach consists of placing an indoor condenser and evaporator in the cabin and an external condenser outside the vehicle. However, a simple air heat pump system struggles to absorb heat from the ambient temperature below -10°C, significantly reducing the energy efficiency of heat pump air conditioners. Adding a heat exchanger at the compressor inlet utilizes the motor's waste heat to heat the refrigerant at the compressor inlet, thereby increasing the heat pump system's energy input. Traditional heat pump waste heat recovery methods utilize a tee and on-off valve, connecting the motor circuit in series with the battery circuit and then utilizing the motor's waste heat through a plate heat exchanger. However, to prevent the battery temperature from dropping, no coolant flows within the battery, resulting in poor temperature uniformity in the battery pack and difficulty adapting to the full range of ambient temperatures. Dissipating the motor's waste heat through a low-temperature radiator when it's not recovered makes it difficult to quickly heat the motor circuit coolant. Furthermore, the increased number of on-off valves complicates the thermal management system's piping and increases costs. Summary of the Invention

[0004] In order to realize the utilization of motor waste heat, improve the energy efficiency of heat pump air conditioners in low temperature areas, reduce the opening time of water heaters, and thus increase the endurance of electric vehicles at low temperatures, the present invention provides a heat pump integrated thermal management system that utilizes motor waste heat.

[0005] A heat pump integrated thermal management system utilizing motor waste heat includes a refrigerant circuit, a motor thermal management circuit, a battery thermal management circuit, and a cabin thermal management circuit;

[0006] The refrigerant circuit uses refrigerant (R-134a) as the working medium and includes a compressor 18, an indoor condenser 13, a first two-position two-way valve 10, a first electronic expansion valve 11, an outdoor condenser 8, a cooling fan 9, a second electronic expansion valve 12, an evaporator 14, a second two-position two-way valve 22, a third electronic expansion valve 23, a plate heat exchanger 24, and a gas-liquid separator 17;

[0007] The outlet of the compressor 18 is connected to one end of the indoor condenser 13, the other end of the indoor condenser 13 is connected in series to a first two-position two-way valve 10, the first two-position two-way valve 10 is connected in parallel to a first electronic expansion valve 11, and the A port of the first two-position two-way valve 10 is connected to one end of the outdoor condenser 8, the other end of the outdoor condenser 8 is divided into a first branch and a second branch;

[0008] The first branch is connected to one end of the evaporator 14 through the second electronic expansion valve 12 in series. The other end of the evaporator 14 is divided into two paths through a three-way pipe. One path is connected to the inlet of the compressor 18 through the vapor-liquid separator 17 in series, and the other path is connected to the B port on the refrigerant side of the plate heat exchanger 24.

[0009] The second branch is connected to port A on the refrigerant side of the plate heat exchanger 24 through a second 2-position 2-way valve 22 and a third electronic expansion valve 23 connected in parallel. The third electronic expansion valve 23 is connected in parallel between ports A and B of the second 2-position 2-way valve 22.

[0010] A cooling fan 9 is provided on one side of the external condenser 8;

[0011] The working medium of the motor thermal management circuit is ethylene glycol, and it includes a second expansion kettle 1, a second water pump 2, a first water temperature sensor 3, a motor cooling structure 4, a second water temperature sensor 5, a three-way proportional valve 6 and a low-temperature radiator 7;

[0012] The second water pump 2 is connected to one end of the motor cooling mechanism, the other end of which is connected to a three-way proportional valve 6. The outlet of the three-way proportional valve 6 is divided into a third branch and a fourth branch. Port C of the three-way proportional valve 6 in the third branch is connected to the inlet of a low-temperature radiator 7. The outlet of the low-temperature radiator 7 is connected to the inlet of the second water pump 2 and the fourth branch via a three-way pipe.

[0013] The fourth branch is connected from the B port of the three-way proportional valve 6 to the B port of the two-position three-way valve 25, and the C port of the two-position three-way valve is connected to the outlet three-way pipe of the low-temperature radiator 7 and the C port of the second two-position four-way valve 32;

[0014] The working fluid of the battery thermal management circuit is ethylene glycol, and it includes a first expansion kettle 26, a first water pump 27, a first two-position four-way valve 28, a second two-position four-way valve 32, a two-position three-way valve 25 and a battery cooling mechanism 30;

[0015] The bottom outlet of the first expansion kettle 26 is divided into a fifth branch and a sixth branch through a tee pipe;

[0016] The fifth branch is connected to the inlet of the first water pump 27, the outlet of the first water pump 27 is connected to port D of the first two-position four-way valve 28, and port C of the first two-position four-way valve 28 is connected to port A of the second two-position four-way valve 32; port B of the second two-position four-way valve 32 is connected to port C on the coolant side of the plate heat exchanger 24, and port D on the coolant side of the plate heat exchanger 24 is connected to port A of the two-position three-way valve 25; port D of the second two-position four-way valve 32 is connected to one port of the battery cooling mechanism 30, and the other port of the battery cooling mechanism 30 is connected to the sixth branch;

[0017] The working fluid of the cabin thermal management circuit is ethylene glycol, and it includes a heater core 15, a blower 16, a water heater 19, a third water pump 20 and a third expansion kettle 21;

[0018] The indoor condenser 13, evaporator 14 and heater core 15 are arranged in parallel;

[0019] The bottom of the third expansion kettle 21 is divided into a seventh branch and an eighth branch by a three-way pipe; the seventh branch is connected to one port of the heater core 15 by being connected in series with the third water pump 20 and the water heater 19; the eighth branch is connected to port B of the first two-position four-way valve 28, and port A of the first two-position four-way valve 28 is connected to the other port of the heater core 15;

[0020] A blower 16 is provided on the outside of the heater core 15 .

[0021] The ambient temperature of electric vehicles is divided into three categories: high temperature, low temperature and normal temperature. Based on the cooling or heating needs of the battery and the cooling or heating needs of the cabin, the utilization of motor waste heat is divided into 10 working modes;

[0022] High temperature environment conditions:

[0023] The first mode realizes cooling of the motor low-temperature radiator, battery temperature uniformity cooling and cabin evaporator;

[0024] The second mode realizes cooling of the motor low-temperature radiator, battery plate heat exchanger and cabin evaporator;

[0025] The third mode realizes cooling of the motor low-temperature radiator, cooling of the battery plate heat exchanger and turning off the cabin air conditioning;

[0026] Normal temperature working conditions:

[0027] The fourth mode is the same as the third mode;

[0028] The fifth mode realizes motor low-temperature radiator cooling, battery temperature uniform cooling and cabin air conditioning off;

[0029] Low temperature environment conditions:

[0030] The sixth mode realizes motor waste heat recovery, battery heating using motor waste heat and cabin water heating;

[0031] The seventh mode realizes motor heat storage, battery water heating and cabin water heating;

[0032] The eighth mode realizes motor waste heat recovery, battery heating using motor waste heat, water heating and cabin water heating;

[0033] The ninth mode realizes motor waste heat recovery, battery water heating, cabin heat pump and water heating;

[0034] The tenth mode realizes motor waste heat recovery, battery temperature equalization mode, cabin heat pump and water heating.

[0035] The technical solutions are further defined as follows:

[0036] The motor cooling mechanism is a motor water-exchange water jacket device.

[0037] The battery cooling mechanism is a battery liquid cooling plate device.

[0038] The first 2-position 2-way valve 10 , the second 2-position 2-way valve 22 , the first 2-position four-way valve 28 , the second 2-position four-way valve 32 , the 2-position three-way valve 25 and the three-way proportional valve 6 are all solenoid valves.

[0039] The compressor 18 is a refrigeration compressor.

[0040] The exterior condenser 8 and the interior condenser 13 are both parallel flow condensers.

[0041] The evaporator 14 is a tube-fin evaporator.

[0042] The low-temperature radiator 7 is a tube-fin radiator.

[0043] The heater core 15 is a car air conditioner heater water tank.

[0044] The water heater 19 is an electric water heater for electric vehicles.

[0045] The beneficial technical effects of the present invention are embodied in the following aspects:

[0046] 1. The present invention optimizes the energy consumption of the entire vehicle. By utilizing a plate heat exchanger 24 to recover waste heat from the motor and increase the temperature of the refrigerant at the inlet of the compressor 18, the heat pump air conditioning system achieves excellent heating performance even at low temperatures. Compared to conventional water-heated heaters 19 and heat pump air conditioning systems without waste heat utilization, the thermal management circuit solution designed in this invention can save 20% and 13.6% of electricity, respectively, at an ambient temperature of -20°C, significantly improving the range of pure electric vehicles.

[0047] 2. The present invention boasts a simple structure and rational design, saving vehicle costs. By controlling the switching modes of the two-position three-way valve 25, the first two-position four-way valve 28, and the second two-position four-way valve 32, the motor circuit, battery circuit, and cabin circuit can be operated independently or coupled to each other, depending on thermal management requirements. The use of an integrated valve reduces the number of traditional on-off valves and three-way valves, reducing the complexity of the thermal management system and saving approximately 1.4% of the thermal management system development costs.

[0048] 3. The integrated thermal management system solution introduced in the present invention can achieve thermal management of the entire vehicle in the entire temperature range. At high temperatures, the battery can be quickly cooled using a plate heat exchanger 24, the cabin temperature can be lowered using an evaporator 14, and the motor dissipates waste heat from the motor through a low-temperature radiator 7. At low temperatures, the present invention heats the battery by controlling the water heater 19 and heats the cabin using the water heater 19 and the heat pump air-conditioning system. In addition, under low-temperature conditions, if the residual heat of the motor is insufficient, the ratio of the three-way proportional valve 6 can be adjusted to reduce the flow ratio of the coolant flowing to the low-temperature radiator 7. The motor coolant passes through the plate heat exchanger 24 and returns to the inlet of the second water pump 2 to store heat in the motor. When the residual heat of the motor is utilized, the battery circuit and the motor circuit can be connected in series by switching the second two-position four-way valve 32.

[0049] 4. The present invention incorporates a battery thermal management circuit. When the battery does not require cooling or heating, the CD port of the first two-position two-way valve 28 is connected, and the AD port of the second two-position four-way valve 32 is connected, making the battery circuit independent of other thermal management circuits. The operation of the first water pump 27 maintains a uniform temperature in the battery pack, which is crucial for extending the battery's service life.

[0050] 5. This invention proposes a control scheme for a heat pump integrated thermal management system that utilizes waste heat from electric motors. Input signals such as temperature and pressure are collected and fed into a vehicle controller. The controller then controls actuators such as the water pump and compressor based on the proposed control logic, significantly simplifying the control process of the vehicle thermal management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 This is a structural principle diagram of a heat pump integrated thermal management system that utilizes motor waste heat, as proposed by the present invention.

[0052] Figure 2 It is a structural principle diagram of the present invention to implement working mode 1.

[0053] Figure 3 It is a structural principle diagram of the present invention to implement working mode 2.

[0054] Figure 4 It is a structural principle diagram of the present invention to realize working mode 3 and mode 4.

[0055] Figure 5 It is a structural principle diagram of the present invention to implement working mode 5.

[0056] Figure 6 It is a structural principle diagram of the present invention to implement working mode 6.

[0057] Figure 7 It is a structural principle diagram of the present invention to implement working mode 7.

[0058] Figure 8 It is a structural principle diagram of the present invention to implement working mode 8.

[0059] Figure 9 It is a structural principle diagram of the present invention to implement working mode 9.

[0060] Figure 10 It is a structural principle diagram of the present invention to implement working mode 10.

[0061] Figure 11 It is a flow chart of the thermal management system control method implemented by the present invention.

[0062] Figure 1-10 Serial number: second expansion kettle 1, second water pump 2, first water temperature sensor 3, motor cooling mechanism 4, second water temperature sensor 5, three-way proportional valve 6, low-temperature radiator 7, outdoor condenser 8, cooling fan 9, first two-position two-way valve 10, first electronic expansion valve 11, second electronic expansion valve 12, indoor condenser 13, evaporator 14, heater core 15, blower 16, gas-liquid separator 17, compressor 18, water heater 19, third water pump 20, third expansion kettle 21, second two-position two-way valve 22, third electronic expansion valve 23, plate heat exchanger 24, two-position three-way valve 25, first expansion kettle 26, first water pump 27, first two-position four-way valve 28, third water temperature sensor 29, battery cooling mechanism 30, fourth water temperature sensor 31, second two-position four-way valve 32. DETAILED DESCRIPTION

[0063] The present invention will be further described below by way of embodiments with reference to the accompanying drawings.

[0064] See also Figure 1 A heat pump integrated thermal management system that utilizes motor waste heat includes a refrigerant circuit, a motor thermal management circuit, a battery thermal management circuit, and a cabin thermal management circuit.

[0065] The refrigerant circuit uses R-134a refrigerant. It includes a compressor 18, an indoor condenser 13, a first two-position two-way valve 10, a first electronic expansion valve 11, an outdoor condenser 8, a cooling fan 9, a second electronic expansion valve 12, an evaporator 14, a second two-position two-way valve 22, a third electronic expansion valve 23, a plate heat exchanger 24, and a gas-liquid separator 17.

[0066] The exterior condenser 8 and the interior condenser 13 are both parallel flow condensers, the evaporator 14 is a tube-fin evaporator, and the compressor 18 is a refrigeration compressor.

[0067] The outlet of the compressor 18 is connected to one end of the indoor condenser 13. The other end of the indoor condenser 13 is connected in series to the first two-position two-way valve 10. The first two-position two-way valve 10 is connected in parallel to the first electronic expansion valve 11. The A port of the first two-position two-way valve 10 is connected to one end of the outdoor condenser 8. The other end of the outdoor condenser 8 is divided into a first branch and a second branch.

[0068] The first branch is connected to one end of the evaporator 14 through the second electronic expansion valve 12 in series. The other end of the evaporator 14 is divided into two paths through a three-way pipe. One path is connected to the inlet of the compressor 18 through the vapor-liquid separator 17 in series, and the other path is connected to the B port on the refrigerant side of the plate heat exchanger 24.

[0069] The second branch is connected to port A on the refrigerant side of the plate heat exchanger 24 through a second 2-position 2-way valve 22 and a third electronic expansion valve 23 connected in parallel. The third electronic expansion valve 23 is connected in parallel between ports A and B of the second 2-position 2-way valve 22.

[0070] A cooling fan 9 is installed on one side of the exterior condenser 8 .

[0071] The working fluid of the motor thermal management circuit is ethylene glycol, and includes a second expansion kettle 1, a second water pump 2, a first water temperature sensor 3, a motor cooling structure 4, a second water temperature sensor 5, a three-way proportional valve 6 and a low-temperature radiator 7.

[0072] The motor cooling mechanism is a motor water-exchange water jacket device, and the low-temperature radiator 7 is a tube-fin radiator.

[0073] The second water pump 2 is connected to one end of the motor cooling mechanism, the other end of which is connected to a three-way proportional valve 6. The outlet of the three-way proportional valve 6 is divided into a third branch and a fourth branch. Port C of the three-way proportional valve 6 in the third branch is connected to the inlet of a low-temperature radiator 7. The outlet of the low-temperature radiator 7 is connected to the inlet of the second water pump 2 and the fourth branch via a three-way pipe.

[0074] The fourth branch connects the B port of the three-way proportional valve 6 to the B port of the two-position three-way valve 25 , and the C port of the two-position three-way valve connects the outlet three-way pipe of the low-temperature radiator 7 and the C port of the second two-position four-way valve 32 .

[0075] The working fluid of the battery thermal management circuit is ethylene glycol, and it includes a first expansion kettle 26, a first water pump 27, a first two-position four-way valve 28, a second two-position four-way valve 32, a two-position three-way valve 25, and a battery cooling mechanism 30. The battery cooling mechanism 30 is a battery liquid cooling plate device.

[0076] The bottom outlet of the first expansion kettle 26 is divided into a fifth branch and a sixth branch through a tee pipe;

[0077] The fifth branch is connected to the inlet of the first water pump 27, the outlet of the first water pump 27 is connected to the D port of the first two-position four-way valve 28, and the C port of the first two-position four-way valve 28 is connected to the A port of the second two-position four-way valve 32; the B port of the second two-position four-way valve 32 is connected to the C port on the coolant side of the plate heat exchanger 24, and the D port on the coolant side of the plate heat exchanger 24 is connected to the A port of the two-position three-way valve 25, and the D port of the second two-position four-way valve 32 is connected to one port of the battery cooling mechanism 30, and the other port of the battery cooling mechanism 30 is connected to the sixth branch.

[0078] The working fluid of the cabin thermal management circuit is ethylene glycol, and it includes a heater core 15, a blower 16, a water heater 19, a third water pump 20, and a third expansion kettle 21. The water heater 19 is an electric water heater for electric vehicles.

[0079] The indoor condenser 13, evaporator 14 and heater core 15 are arranged in parallel;

[0080] The bottom of the third expansion kettle 21 is divided into a seventh branch and an eighth branch via a three-way pipe. The seventh branch is connected to one port of the heater core 15 via the third water pump 20 and the water heater 19 in series. The eighth branch is connected to port B of the first two-position four-way valve 28, and port A of the first two-position four-way valve 28 is connected to the other port of the heater core 15.

[0081] The heater core 15 is a heater water tank for the automobile air conditioner, and a blower 16 is installed on the outside of the heater core 15 .

[0082] The first two-position two-way valve 10, the second two-position two-way valve 22, the first two-position four-way valve 28, the second two-position four-way valve 32, the two-position three-way valve 25 and the three-way proportional valve 6 in the heat pump integrated thermal management system of the present invention are all solenoid valves.

[0083] The working principle of the present invention is described in detail as follows:

[0084] The ambient temperature for electric vehicles is divided into three categories: high temperature, low temperature and normal temperature:

[0085] Under high-temperature conditions, the refrigerant system removes excess cabin heat through evaporator 14, achieving cabin cooling. The refrigerant system also cools the battery through plate heat exchanger 24, rapidly cooling the battery. The motor and electronic control thermal management system primarily removes waste heat generated by the motor and electronic control through the low-temperature radiator 7. The speeds of the cooling fan 9 and the second water pump 2 are determined based on the motor stator temperature and the outlet water temperature of the low-temperature radiator 7, maintaining the motor and electronic control within an appropriate temperature range.

[0086] Under normal operating conditions, the cabin air conditioning system generally has no cooling demand. The battery's cooling needs determine whether to activate compressor 18. If activated, plate heat exchanger 24 rapidly cools the battery. Otherwise, first and second position four-way valves 28 and 32 are controlled to isolate the battery circuit from other circuits, thereby maintaining a uniform temperature. Under normal operating conditions, the motor's waste heat is not utilized and is dissipated into the air via low-temperature radiator 7.

[0087] Under low-temperature conditions, the refrigerant system heats the cabin through the interior condenser 13. This occurs when the high-temperature, high-pressure gas at the compressor 18's outlet exchanges heat with the humid cabin air, raising the cabin temperature. The motor-controlled thermal management system controls the ratio of flow rates between the three-way proportional valve 6 and ports A and B of the low-temperature radiator 7. Coolant flowing through ports A and B of the three-way proportional valve 6 can be used to heat or insulate the battery or to increase the refrigerant temperature at the inlet of the heat pump air conditioner compressor 18, thereby increasing the refrigerant system's energy input. The battery thermal management system heats the battery via a water heater 19. The cabin thermal management system can also combine the water heater 19 with the heat pump air conditioner to heat the battery.

[0088] Based on the cooling or heating requirements of the battery and the cabin, the utilization of motor waste heat is divided into 10 operating modes. The specific mode divisions in some embodiments of the present invention are shown in the following table:

[0089]

[0090] The mode is described as follows:

[0091] High temperature environment conditions:

[0092] See also Figure 2 , Mode 1, realizes motor low-temperature radiator cooling, battery uniform temperature cooling and cabin evaporator cooling.

[0093] The refrigerant in the refrigerant system passes sequentially through the compressor 18, the indoor condenser 13, the first two-position two-way valve 10 from port B to port A, the outdoor condenser 8, the second electronic expansion valve 12, the evaporator 14, and the gas-liquid separator 17, before returning to the inlet of the compressor 18. The high-temperature, high-pressure refrigerant gas at the outlet of the compressor 18 primarily passes through the outdoor condenser 8, transferring heat to the ambient air. A partition is placed next to the indoor condenser 13, preventing heat transfer into the cabin. The medium-temperature, high-pressure refrigerant further passes through the second electronic expansion valve 12, transforming into a low-temperature, low-pressure gas-liquid mixture, which then enters the evaporator 14 to absorb heat from the cabin. A gas-liquid separator 17 is installed at the inlet of the compressor 18 to prevent liquid refrigerant from entering the compressor 18 and causing shock. The primary heat from the motor and electronic control is dissipated to the air through the low-temperature radiator 7. This mode is suitable for cabin cooling applications where the battery does not require cooling. The battery circuit maintains temperature uniformity among the battery cells solely through the operation of the first water pump 27.

[0094] See also Figure 3 , Mode 2, realizes motor low-temperature radiator cooling, battery plate heat exchanger cooling and cabin evaporator cooling.

[0095] The refrigerant in the refrigerant system passes sequentially through compressor 18, indoor condenser 13, port B of the first two-position two-way valve 10, port A, and the external condenser 8. At the outlet of external condenser 8, the refrigerant in the refrigerant system is divided into a first branch and a second branch. The first branch is connected to one end of evaporator 14 via a second electronic expansion valve 12 in series. The other end of evaporator 14 is divided into two branches via a three-way pipe. One branch is connected to the inlet of compressor 18 via a series vapor-liquid separator 17, and the other branch is connected to port B on the refrigerant side of plate heat exchanger 24. The second branch is connected to port A on the refrigerant side of plate heat exchanger 24 via a second two-position two-way valve 22 and a third electronic expansion valve 23 in parallel. The third electronic expansion valve 23 is connected in parallel between ports A and B of the second two-position two-way valve 22.

[0096] In the battery thermal management circuit, the battery coolant ethylene glycol in the first expansion tank 26 flows from the fifth branch through the first water pump 27, from port D to port C of the first two-position four-way valve 28, from port A to port C of the second two-position four-way valve 32, from port C to port A of the two-position three-way valve 25, from port D to port C on the coolant side of the plate heat exchanger 24, from port B to port D of the second two-position four-way valve 32, and the battery cooling structure 30, before entering the sixth branch and flowing back to the inlet of the first water pump 27. The main heat from the battery and electronic control is dissipated to the air through the low-temperature radiator 7. This mode is suitable for cooling both the cabin and the battery. When the battery temperature is too high, the refrigerant system activates the plate heat exchanger 24 to cool the battery, rapidly reducing the temperature of the battery coolant and, in turn, the temperature of the battery itself.

[0097] See also Figure 4, Mode 3, realizes motor low-temperature radiator cooling, battery plate heat exchanger cooling and cabin air conditioning shutdown.

[0098] The refrigerant in the refrigerant system passes through compressor 18, indoor condenser 13, ports B to A of the first two-position two-way valve 10, outdoor condenser 8, third electronic expansion valve 23, ports A to B on the refrigerant side of plate heat exchanger 24, and gas-liquid separator 17, before returning to the inlet of compressor 18. By controlling the closure of second electronic expansion valve 12, no refrigerant flows through the first branch of the refrigerant system. In the battery thermal management circuit, the battery coolant ethylene glycol in the first expansion tank 26 flows from the fifth branch through the first water pump 27, ports D to C of the first two-position four-way valve 28, ports A to C of the second two-position four-way valve 32, ports C to A of the two-position three-way valve 25, ports D to C on the coolant side of the plate heat exchanger 24, ports B to D of the second two-position four-way valve 32, and the battery cooling structure 30, before entering the sixth branch and flowing back to the inlet of the first water pump 27. The main heat from the battery and electronic control is dissipated to the air through the low-temperature radiator 7. This mode is suitable for when the vehicle is in slow charging mode or the battery temperature is too high and the refrigerant in the cabin needs to be cut off, but there is no cooling demand in the cabin.

[0099] Normal temperature working conditions:

[0100] See also Figure 4 , Mode 4 is the same as Mode 3.

[0101] See also Figure 5 , Mode 5, realizes motor low-temperature radiator cooling, battery uniform temperature cooling and cabin air conditioning shutdown.

[0102] In the refrigerant system, compressor 18 is shut down, and no refrigerant flows through the entire circuit, requiring no cabin cooling or heating. In the battery thermal management circuit, the battery coolant, ethylene glycol, in the first expansion tank 26, flows from the fifth branch through the first water pump 27, through ports D to C of the first two-position four-way valve 28, through ports A to D of the second two-position four-way valve 32, and through the battery cooling structure 30, before entering the sixth branch and returning to the inlet of the first water pump 27. This mode is suitable for use at room temperature, when there is no cabin or battery cooling requirement. Battery temperature uniformity is maintained solely by adjusting the battery water pump speed. All motor waste heat is transferred to the air via the low-temperature radiator 7.

[0103] Low temperature environment conditions:

[0104] See also Figure 6 , Mode 6, realizes motor waste heat recovery, battery heating using motor waste heat and cabin water heating.

[0105] In the refrigerant system, compressor 18 is shut down, and no refrigerant flows through the entire circuit, requiring no cabin cooling or heating. In this mode, the motor circuit and battery circuit are connected in series. The motor coolant, ethylene glycol, in the second expansion tank 1, flows sequentially through the second water pump 2, the motor cooling structure 4, and the three-way proportional valve 6. The outlet of the three-way proportional valve 6 is divided into a third branch and a fourth branch. The third branch flows from port A to port C of the three-way proportional valve 6 through the low-temperature radiator 7 to the inlet of the second water pump 2. The fourth branch flows from port A to port B of the three-way proportional valve 6, through ports B to A of the two-position three-way valve 25, ports D to C of the plate heat exchanger 24, ports B to D of the second two-position four-way valve 32, the battery cooling structure 30, the first water pump 27, ports D to C of the first two-position four-way valve 28, and ports A to C of the second two-position four-way valve 32, ultimately reaching the inlet of the second water pump 2. The cabin circuit's coolant, ethylene glycol, flows sequentially through the third water pump 20, the water heater 19, the heater core 15, and the first two-position four-way valve 28 from port A to port B, ultimately reaching the inlet of the third water pump 20. In this mode, when motor waste heat accumulates to a certain level, the openings of the three-way proportional valve 6 from ports A to B and A to C are controlled to reduce the flow rate to the low-temperature radiator 7, thereby increasing waste heat utilization. The cabin is heated by the water heater 19, while the battery utilizes motor waste heat for heating or insulation, effectively reducing energy consumption.

[0106] See also Figure 7 , Mode 7, realizes motor heat storage, battery water heating and cabin water heating.

[0107] The battery circuit and cabin circuit are connected in series. The battery coolant, ethylene glycol, in the first expansion tank 26, flows from the fifth branch through the first water pump 27, from port D to port B of the first two-position four-way valve 28, the third water pump 20, the water heater 19, the heater core 15, from ports A to C of the first two-position four-way valve 28, from ports A to D of the second two-position four-way valve 32, and the battery cooling structure 30. The flow then enters the sixth branch and returns to the inlet of the first water pump 27. The motor circuit adjusts the three-way proportional valve 6 to prevent coolant from flowing through the low-temperature radiator 7. The motor coolant then flows through the second water pump 2, the motor cooling structure 4, from ports A to B of the three-way proportional valve 6, from ports B to A of the two-position three-way valve 25, from ports D to C of the plate heat exchanger 24, from ports B to C of the second two-position four-way valve 32, and the inlet of the second water pump 2. This mode is suitable for operating conditions where insufficient motor waste heat is required for motor heat storage and the cabin battery needs to be quickly heated.

[0108] See also Figure 8 , Mode 8, realizes motor waste heat recovery, battery heating using motor waste heat, water heating and cabin water heating.

[0109] In this mode, the motor circuit, battery circuit, and cabin circuit are connected in series. The motor coolant, ethylene glycol, in the second expansion tank 1, flows sequentially through the second water pump 2, the motor cooling structure 4, and the three-way proportional valve 6. The outlet of the three-way proportional valve 6 is divided into a third branch and a fourth branch. The third branch flows from port A to port C of the three-way proportional valve 6 through the low-temperature radiator 7 to the inlet of the second water pump 2. The fourth branch flows from port A to port B of the three-way proportional valve 6, sequentially through ports B to A of the two-position three-way valve 25, ports D to C of the plate heat exchanger 24, ports B to D of the second two-position four-way valve 32, the battery cooling structure 30, the first water pump 27, ports D to B of the first two-position four-way valve 28, the third water pump 20, the water heater 19, the heater core 15, ports A to C of the first two-position four-way valve 28, and ports A to C of the second two-position four-way valve 32, before flowing to the inlet of the second water pump 2. This mode is suitable for when the ambient temperature is relatively low and the heat generated by the motor alone is insufficient to heat the battery. The water heater 19 is combined with the other two heat sources to heat the battery and the cabin, effectively utilizing the motor waste heat and reducing the on-time of the water heater 19.

[0110] See also Figure 9 , Mode 9, realizes motor waste heat recovery, battery water heating and cabin heat pump, water heating.

[0111] The refrigerant in the refrigerant system flows sequentially through compressor 18, indoor condenser 13, first electronic expansion valve 11, outdoor condenser 8, ports A to B of second 2-position 2-way valve 22, ports A to B on the refrigerant side of plate heat exchanger 24, and gas-liquid separator 17, ultimately reaching the inlet of compressor 18. By controlling the closure of second electronic expansion valve 12, refrigerant is eliminated from the first branch of the refrigerant system. The battery circuit and cabin circuit are connected in series. The battery coolant ethylene glycol in the first expansion tank 26 flows from the fifth branch through the first water pump 27, ports D to B of the first 2-position 4-way valve 28, the third water pump 20, the water heater 19, the heater core 15, ports A to C of the first 2-position 4-way valve 28, ports A to D of the second 2-position 4-way valve 32, and the battery cooling structure 30, ultimately entering the sixth branch and returning to the inlet of the first water pump 27. The motor circuit is connected to the refrigerant system via plate heat exchanger 24. The motor coolant flows sequentially through the second water pump 2, the motor cooling structure 4, and the three-way proportional valve 6. The outlet of the three-way proportional valve 6 is divided into a third branch and a fourth branch. The third branch flows from port A to port C of the three-way proportional valve 6, through the low-temperature radiator 7, and to the inlet of the second water pump 2. The fourth branch flows from port A to port B of the three-way proportional valve 6, through ports B to A of the two-position three-way valve 25, ports D to C on the coolant side of the plate heat exchanger 24, and then from ports B to C of the second two-position four-way valve 32, before reaching the inlet of the second water pump 2. This mode is suitable for operating conditions with low ambient temperatures, where a single-source heat pump system struggles to absorb heat from the environment. Instead, the motor's waste heat is used to heat the refrigerant flowing through the plate heat exchanger 24, increasing the heating capacity of the heat pump air conditioner and reducing vehicle energy consumption. The dual heat source of the heat pump air conditioner and the water heater 19 in the cabin allows for rapid cabin warming and battery heating.

[0112] See also Figure 10 , mode 10, realizes motor waste heat recovery, battery temperature equalization mode and cabin heat pump and water heating.

[0113] The refrigerant in the refrigerant system flows sequentially through the compressor 18, the interior condenser 13, the first electronic expansion valve 11, the exterior condenser 8, ports A to B of the second 2 / 2-way valve 22, ports A to B on the refrigerant side of the plate heat exchanger 24, and the gas-liquid separator 17, ultimately reaching the inlet of the compressor 18. The battery circuit and cabin circuit are independent. The battery coolant glycol in the first expansion tank 26 flows from the fifth branch through the first water pump 27, ports D to C of the first 2 / 4-way valve 28, ports A to D of the second 2 / 4-way valve 32, and the battery cooling structure 30, before entering the sixth branch and returning to the inlet of the first water pump 27. The cabin circuit's coolant glycol flows from the third water pump 20 to the water heater 19, the heater core 15, and ports A to B of the first 2 / 4-way valve 28, ultimately reaching the inlet of the third water pump 20. The motor coolant ethylene glycol in the second expansion tank 1 flows sequentially through the second water pump 2, the motor cooling structure 4, and the three-way proportional valve 6. The outlet of the three-way proportional valve 6 is divided into a third branch and a fourth branch. The third branch flows from port A to port C of the three-way proportional valve 6, through the low-temperature radiator 7, and to the inlet of the second water pump 2. The fourth branch flows from port A to port B of the three-way proportional valve 6, through ports B to port A of the two-position three-way valve 25, through ports D to C on the coolant side of the plate heat exchanger 24, and through ports B to C of the second two-position four-way valve 32, before flowing to the inlet of the second water pump 2. This mode is suitable for situations where there is no battery heating requirement but cabin heating is required. The cabin is heated using a dual heat source, the heat pump and the water heater 19, allowing the cabin temperature to quickly reach the target value. Battery temperature uniformity is maintained by controlling the speed of the first water pump 27.

Claims

1. A heat pump integrated thermal management system utilizing waste heat from a motor, characterized by: Including refrigerant circuit, motor thermal management circuit, battery thermal management circuit and cabin thermal management circuit; The refrigerant circuit has a refrigerant as the working medium and includes a compressor (18), an indoor condenser (13), a first two-position two-way valve (10), a first electronic expansion valve (11), an outdoor condenser (8), a cooling fan (9), a second electronic expansion valve (12), an evaporator (14), a second two-position two-way valve (22), a third electronic expansion valve (23), a plate heat exchanger (24) and a gas-liquid separator (17); The outlet of the compressor (18) is connected to one end of the indoor condenser (13), the other end of the indoor condenser (13) is connected in series to a first two-position two-way valve (10), the first two-position two-way valve (10) is connected in parallel to a first electronic expansion valve (11), and the A port of the first two-position two-way valve (10) is connected to one end of the outdoor condenser (8), and the other end of the outdoor condenser (8) is divided into a first branch and a second branch; The first branch is connected to one end of the evaporator (14) through the second electronic expansion valve (12) in series, and the other end of the evaporator (14) is divided into two paths through a three-way pipe, one path is connected to the inlet of the compressor (18) through the gas-liquid separator (17) in series, and the other path is connected to the B port on the refrigerant side of the plate heat exchanger (24); The second branch is connected to port A on the refrigerant side of the plate heat exchanger (24) through a second two-position two-way valve (22) and a third electronic expansion valve (23) connected in parallel; the third electronic expansion valve (23) is connected in parallel between port A and port B of the second two-position two-way valve (22); A cooling fan (9) is provided on one side of the external condenser (8); The working medium of the motor thermal management circuit is ethylene glycol, and the circuit comprises a second expansion kettle (1), a second water pump (2), a first water temperature sensor (3), a motor cooling structure (4), a second water temperature sensor (5), a three-way proportional valve (6) and a low-temperature radiator (7); The second water pump (2) is connected to one end of the motor cooling mechanism, and the other end of the motor cooling mechanism is connected to the three-way proportional valve (6), and the outlet of the three-way proportional valve (6) is divided into a third branch and a fourth branch; The C port of the three-way proportional valve (6) in the third branch is connected to the inlet of the low-temperature radiator (7), and the outlet of the low-temperature radiator (7) is connected to the inlet of the second water pump (2) and the fourth branch respectively through a three-way pipe; The fourth branch is connected from the B port of the three-way proportional valve (6) to the B port of the two-position three-way valve (25), and the C port of the two-position three-way valve is connected to the outlet three-way pipe of the low-temperature radiator (7) and the C port of the second two-position four-way valve (32); The working fluid of the battery thermal management circuit is ethylene glycol, and the circuit comprises a first expansion kettle (26), a first water pump (27), a first two-position four-way valve (28), a second two-position four-way valve (32), a two-position three-way valve (25), and a battery cooling mechanism (30); The bottom outlet of the first expansion kettle (26) is divided into a fifth branch and a sixth branch through a three-way pipe; The fifth branch is connected to the inlet of the first water pump (27), the outlet of the first water pump (27) is connected to the D port of the first two-position four-way valve (28), the C port of the first two-position four-way valve (28) is connected to the A port of the second two-position four-way valve (32); the B port of the second two-position four-way valve (32) is connected to the C port on the coolant side of the plate heat exchanger (24), the D port on the coolant side of the plate heat exchanger (24) is connected to the A port of the two-position three-way valve (25), the D port of the second two-position four-way valve (32) is connected to one port of the battery cooling mechanism (30), and the other port of the battery cooling mechanism (30) is connected to the sixth branch; The working fluid of the cabin thermal management circuit is ethylene glycol, and the circuit includes a heater core (15), a blower (16), a water heater (19), a third water pump (20), and a third expansion kettle (21); The indoor condenser (13), evaporator (14) and heater core (15) are arranged in parallel; The bottom of the third expansion kettle (21) is divided into a seventh branch and an eighth branch through a three-way pipe; the seventh branch is connected to one port of the heater core (15) by sequentially connecting the third water pump (20) and the water heater (19) in series; the eighth branch is connected to the B port of the first two-position four-way valve (28), and the A port of the first two-position four-way valve (28) is connected to the other port of the heater core (15); A blower (16) is provided on the outside of the warm air core (15); The ambient temperature of electric vehicles is divided into three categories: high temperature, low temperature and normal temperature. Based on the cooling or heating needs of the battery and the cooling or heating needs of the cabin, the utilization of motor waste heat is divided into 10 working modes; High temperature environment conditions: The first mode realizes cooling of the motor low-temperature radiator, battery temperature uniformity cooling and cabin evaporator; The second mode realizes cooling of the motor low-temperature radiator, battery plate heat exchanger and cabin evaporator; The third mode realizes cooling of the motor low-temperature radiator, cooling of the battery plate heat exchanger and turning off the cabin air conditioning; Normal temperature working conditions: The fourth mode is the same as the third mode; The fifth mode realizes motor low-temperature radiator cooling, battery temperature uniform cooling and cabin air conditioning off; Low temperature environment conditions: The sixth mode realizes motor waste heat recovery, battery heating using motor waste heat and cabin water heating; The seventh mode realizes motor heat storage, battery water heating and cabin water heating; The eighth mode realizes motor waste heat recovery, battery heating using motor waste heat, water heating and cabin water heating; The ninth mode realizes motor waste heat recovery, battery water heating, cabin heat pump and water heating; The tenth mode realizes motor waste heat recovery, battery temperature equalization mode, cabin heat pump and water heating.

2. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The motor cooling mechanism is a motor water-exchange water jacket device.

3. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The battery cooling mechanism is a battery liquid cooling plate device.

4. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The first two-position two-way valve (10), the second two-position two-way valve (22), the first two-position four-way valve (28), the second two-position four-way valve (32), the two-position three-way valve (25) and the three-way proportional valve (6) are all solenoid valves.

5. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The compressor (18) is a refrigeration compressor.

6. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The exterior condenser (8) and the interior condenser (13) are both parallel flow condensers.

7. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The evaporator (14) is a tube-fin evaporator.

8. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The low-temperature radiator (7) is a tube-fin radiator.

9. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The heater core (15) is a car air conditioner heater water tank.

10. The heat pump integrated thermal management system utilizing motor waste heat according to claim 1, characterized in that: The water heating heater (19) is an electric water heating heater for an electric vehicle.

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