An indirect integrated thermal management system based on r290 refrigerant and a control method thereof

Abstract

The present application relates to the technical field of whole vehicle thermal management of electric vehicles; the present application provides an indirect integrated thermal management system based on R290 refrigerant and a control method thereof, wherein the system can comprehensively manage the heat of the battery loop, the electric drive system and the passenger cabin environment, and exchange energy with the external environment, realize temperature control of the battery, the electric drive system and the passenger cabin, make the battery and the electric drive be in a suitable working temperature range, avoid problems such as high-temperature thermal runaway of the battery, capacity attenuation and demagnetization of the electric drive system, further improve the safety and service life of the whole vehicle, and also meet the requirements of thermal comfort of the passenger cabin. In addition, through switching of the water circuit and distribution of the flow, the working conditions of waste heat utilization of the battery or the electric drive system can be realized, and the system efficiency can be improved in winter.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric vehicle whole vehicle thermal management, in particular to an indirect integrated thermal management system based on R290 refrigerant and a control method thereof. BACKGROUND

[0002] For most traditional car consumers, "thermal management" is both unfamiliar and unconscious. But in the era of pure electric vehicles, since the cost of batteries is very high, the energy consumption of batteries has become the focus of attention of car companies and users, and the importance of thermal management has been highlighted. The whole vehicle thermal management system, whether it is to adjust the temperature of the cabin or to keep the battery warm, will have a direct impact on energy consumption and endurance. In the winter test of media agencies, the pros and cons of thermal management can be intuitively reflected through the achievement rate of endurance and the proportion of energy consumption increase.

[0003] From the user's point of view, the main role of the thermal management system in the era of electric vehicles is reflected in the inside and outside. The inside is to keep the temperature in the car warm in winter and cool in summer, such as heating the seat and steering wheel, or turning on the air conditioner in advance, etc. - in the process of quickly adjusting the temperature of the cabin, how much time it takes to reach the specified temperature, how much energy it needs to spend, and how to balance it is very important. The outside is to ensure that the battery is at a suitable temperature for work - it cannot be too hot, which will cause thermal runaway and fire; it also cannot be too cold, as the energy release is hindered when the battery temperature is too low, which affects the actual use, resulting in a significant decrease in endurance mileage. Thermal management will be more important in winter, because preventing thermal runaway has been considered quite fully in the design of the battery, but in winter, how to spend less energy to keep the battery at the best working temperature is the key problem that thermal management needs to solve.

[0004] At present, R134a is the mainstream vehicle refrigerant in the whole vehicle thermal management system of electric vehicles, for example, CN109768351A discloses a power battery pack R134a refrigerant direct cooling and heat pipe coupled cooling system to further improve the heat exchange capacity of the electric vehicle battery pack under severe working conditions. However, R134a has the disadvantages of large greenhouse effect coefficient (GWP = 1430) and poor low-temperature heating effect, and the system cannot operate normally when the environment is below -10℃, which is not conducive to whole vehicle thermal management. Moreover, China has joined and signed the <Montreal Protocol> Kigali Amendment, and R134a will be gradually eliminated in the future.

[0005] R290 has the advantages of low greenhouse effect (GWP = 3), good low-temperature heating effect, large specific mass phase change enthalpy difference, low charge volume, similar system pressure to R134a, and low system component replacement cost, so it has become a very potential alternative refrigerant. However, R290 has a certain risk of flammability, so when using R290 refrigerant in the thermal management system of an electric vehicle, how to reduce the risk brought by its flammability needs to be considered.

[0006] In view of the problems of the prior art, there is an urgent need for an indirect integrated thermal management system based on R290 refrigerant and a control method thereof, which can further solve the safety risk problem caused by the use of R290 refrigerant while optimizing the working efficiency of the thermal management system by using R290 refrigerant with better properties. SUMMARY

[0007] To solve the technical problems or defects of the prior art, the present application provides an indirect integrated thermal management system based on R290 refrigerant and a control method thereof, wherein the system can comprehensively manage the heat of the battery circuit, the electric drive system and the passenger cabin environment, and exchange energy with the external environment, realizing temperature control of the battery, the electric drive system and the passenger cabin, so that the battery and the electric drive are in a suitable working temperature range, avoiding problems such as high-temperature thermal runaway of the battery, capacity attenuation and demagnetization of the electric drive system, further improving the safety and service life of the vehicle, and also meeting the requirements of thermal comfort of the passenger cabin. In addition, through the switching and flow distribution of the water circuit, the working conditions of the battery or electric drive system waste heat utilization can be realized, which can improve the system efficiency in winter.

[0008] To achieve the above-mentioned purpose, the present application provides an indirect integrated thermal management system based on R290 refrigerant, comprising a refrigerant circuit, a passenger cabin circuit, a battery circuit, an electric drive system circuit and a radiator circuit. The above-mentioned circuits are connected by a plurality of pipelines, and at least one electronic water pump is arranged on the pipeline between each two circuits.

[0009] The pipeline flows with cooling liquid, and the electronic water pump is used to provide power for the flow of the cooling liquid.

[0010] A plurality of three-way valves are arranged on the pipeline, and the combination and switching of the plurality of three-way valves can realize the adjustment and distribution of the flow direction of the cooling liquid.

[0011] The refrigerant circuit is used for refrigeration and heating cycle to realize heat transfer to meet the refrigeration or heating requirements of each circuit under different working conditions.

[0012] The passenger cabin circuit is used to control the temperature and humidity in the passenger cabin of the electric vehicle.

[0013] The battery circuit is used to supply power to the electric vehicle, each circuit and the electronic water pump.

[0014] The electric drive system circuit is used to drive the electric vehicle to run.

[0015] The radiator circuit is used to dissipate the heat generated in each circuit to the environment or absorb heat from the environment.

[0016] The application provides an indirect integrated heat management system based on R290 refrigerant, which is composed of a refrigerant circuit, a passenger cabin circuit, a battery circuit, an electric drive system circuit and a radiator circuit.

[0017] The application provides an indirect integrated heat management system based on R290 refrigerant, wherein the refrigerant circuit does not enter the passenger cabin, only exchanges heat with the cooling liquid through two plate heat exchangers to participate in heat management of the system, and the integration of the refrigerant circuit further reduces the refrigerant charging amount of the system, so that the risk of R290 flammability can be greatly reduced.

[0018] Preferably, the refrigerant circuit comprises an electric compressor, a four-way valve, two plate heat exchangers, an expansion valve and a gas-liquid separator, and mainly functions to run a refrigeration and heating cycle and realize heat transfer.

[0019] The output end of the electric compressor is connected with the through hole on one side of the four-way valve through a pipeline, the two through holes on the other side of the four-way valve are respectively connected with the two plate heat exchangers through pipelines, the two plate heat exchangers are connected through a pipeline, the pipeline between the two plate heat exchangers is provided with the expansion valve, the last through hole on the side of the four-way valve away from the electric compressor is connected with the gas-liquid separator through a pipeline, and the gas-liquid separator is connected with the input end of the electric compressor through a pipeline.

[0020] The working mode of the refrigerant circuit is that heat of the battery, the electric drive system and the passenger cabin is absorbed by one plate heat exchanger to the refrigerant, and the heat is discharged to the cooling liquid flowing to the radiator circuit through the other plate heat exchanger, and the cooling liquid is discharged to the external environment through the external radiator.

[0021] Preferably, the electric compressor can drive the refrigerant to flow and compress the refrigerant into high-temperature and high-pressure gas, the four-way valve can control the flow direction of the refrigerant, one of the plate heat exchangers can condense the high-temperature and high-pressure refrigerant gas and release heat, and the refrigerant is converted into a liquid state or a gas-liquid mixture, the other plate heat exchanger evaporates the liquid state or gas-liquid mixture to absorb heat, the expansion valve can convert the refrigerant in the liquid state or gas-liquid mixture into low-temperature and low-pressure liquid or gas-liquid mixture, and the gas-liquid separator can retain the liquid refrigerant flowing in, so as to avoid liquid damage to the compressor.

[0022] Preferably, the refrigerant circuit can realize switching of the refrigerant flow path through the four-way valve, and the expansion valve has a bidirectional expansion function.

[0023] Preferably, the refrigerant only circulates in the refrigerant circuit and does not directly participate in the thermal management of the remaining circuits, and indirectly realizes the thermal management of each circuit by exchanging heat with the coolant in the plate heat exchanger.

[0024] Preferably, the refrigerant circuit can realize the switching of evaporation and condensation processes on two plate heat exchangers through the switching of the four-way valve to meet the refrigeration or heating requirements of each circuit under different working conditions.

[0025] Preferably, the passenger compartment circuit includes two in-vehicle heat exchangers, a fan, and an air conditioning box including an air duct; one side of the air conditioning box is provided with a fan, and the air conditioning box is provided with two in-vehicle heat exchangers, and the two in-vehicle heat exchangers are respectively located on two sections of pipelines.

[0026] One of the in-vehicle heat exchangers only passes cold water and is only used in dehumidification conditions, and the other in-vehicle heat exchanger realizes the functions of heating and refrigeration under different conditions. When the passenger compartment has a refrigeration demand, cold water flows through the in-vehicle heat exchanger for heating and refrigeration, and the fan blows cold air into the passenger compartment, and at this time, the in-vehicle heat exchanger for dehumidification has no water flow. When the passenger compartment has a heating demand, cold water flows through the in-vehicle heat exchanger for heating and refrigeration, and the fan blows hot air into the passenger compartment, and at this time, the in-vehicle heat exchanger for dehumidification has no water flow. In winter, in the heating mode, the passenger compartment is prone to have high humidity, and in order to avoid fogging of the in-vehicle glass, the passenger compartment needs to be dehumidified, at this time, cold water flows into the in-vehicle heat exchanger for dehumidification, and the humid air blown by the fan first passes through the in-vehicle heat exchanger for dehumidification flowing with cold water, at this time, the water vapor in the humid air condenses, the humidity decreases, and then the dry air blows through the other in-vehicle heat exchanger for heating and refrigeration, and the temperature is increased to blow into the passenger compartment.

[0027] Preferably, the battery circuit includes at least one group of batteries.

[0028] Preferably, the radiator circuit includes an in-vehicle radiator; the in-vehicle radiator is connected to the output end of one of the plate heat exchangers through a pipeline, and the in-vehicle radiator can dissipate the heat released by the plate heat exchanger to the environment.

[0029] A control method of an indirect integrated thermal management system based on R290 refrigerant, comprising the following steps:

[0030] S1, real-time acquisition of passenger compartment temperature and humidity, battery temperature, electric drive system temperature, and simultaneous acquisition of ambient temperature;

[0031] S2, judging the temperature requirements of each circuit working condition;

[0032] S3, after determining the temperature requirement of each loop working condition, the four-way valve, three-way valve and electronic water pump are controlled to realize the control of the required loop temperature;

[0033] S4, whether the passenger cabin temperature and humidity, battery and electric drive system loop temperature meet the requirements is judged in real time;

[0034] S5, if the requirements are not met, return to step S2 to determine the current working mode of the system again; if the requirements are met, the system operation is ended.

[0035] Compared with the prior art, the present application has the following beneficial effects:

[0036] 1. The present application proposes an indirect integrated thermal management system based on R290 refrigerant and a control method thereof, wherein the system can comprehensively manage the heat of the battery loop, electric drive system and passenger cabin environment, and exchange energy with the external environment, realize the temperature control of the battery, electric drive system and passenger cabin, make the battery and electric drive be in a suitable working temperature range, avoid the problems of high-temperature thermal runaway of the battery or capacity attenuation and demagnetization of the electric drive system, further improve the safety and service life of the whole vehicle, and also meet the requirements of the passenger cabin thermal comfort. In addition, through the switching and flow distribution of the water circuit, the working condition of waste heat utilization of the battery or electric drive system can be realized, and the system efficiency can be improved in winter.

[0037] 2. The indirect integrated thermal management system based on R290 refrigerant proposed by the present application is composed of a refrigerant loop, a passenger cabin loop, a battery loop, an electric drive system loop and a radiator loop; a series of pipelines are connected between the loops, cooling liquid flows in the pipelines, and the flow power is provided by an electronic water pump; the adjustment and distribution of the water flow direction are realized through the combination and switching of a series of three-way valves to meet the temperature requirements of different working conditions.

[0038] 3. The indirect integrated thermal management system based on R290 refrigerant proposed by the present application, the refrigerant loop does not enter the passenger cabin, only participates in the heat management of the system through the heat exchange between the refrigerant and the cooling liquid in the two plate heat exchangers, and the integration of the refrigerant pipeline further reduces the refrigerant charging amount of the system. This scheme can greatly reduce the risk of R290 flammability. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the drawings needed in the specific embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can also obtain other drawings according to these drawings without creative labor.

[0040] Figure 1 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Two of the present application;

[0041] Figure 2 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Three of the present application;

[0042] Figure 3 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Four of the present application;

[0043] Figure 4 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Five of the present application;

[0044] Figure 5 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Six of the present application;

[0045] Figure 6 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Seven of the present application;

[0046] Figure 7 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Eight of the present application;

[0047] Figure 8 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Nine of the present application;

[0048] Figure 9 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Ten of the present application;

[0049] Figure 10 A structure schematic diagram of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Eleven of the present application;

[0050] Figure 11 A flow schematic diagram of a control method of an indirect integrated thermal management system based on R290 refrigerant in Embodiment Twelve of the present application. DETAILED DESCRIPTION

[0051] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present application.

[0052] Embodiment one,

[0053] The embodiment provides an indirect integrated thermal management system based on R290 refrigerant, which comprises a refrigerant circuit, a passenger cabin circuit, a battery circuit, an electric drive system circuit and a radiator circuit.

[0054] The pipeline flows with cooling liquid, and the electronic water pump is used to provide power for the cooling liquid.

[0055] A plurality of three-way valves are further arranged on the pipeline, and the combination and switching of the plurality of three-way valves can realize the adjustment and distribution of the flow direction of the cooling liquid.

[0056] The refrigerant circuit is used for refrigeration and heating circulation to realize heat transfer and meet the refrigeration or heating requirements of each circuit under different working conditions.

[0057] The passenger cabin circuit is used for controlling the temperature and humidity in the passenger cabin of the electric vehicle.

[0058] The battery circuit is used for power supply for the electric vehicle, each circuit and the electronic water pump.

[0059] The electric drive system circuit is used for driving the electric vehicle to run.

[0060] The radiator circuit is used for dissipating heat generated in each circuit to the environment or absorbing heat from the environment.

[0061] The indirect integrated thermal management system based on R290 refrigerant comprises a refrigerant circuit, a passenger cabin circuit, a battery circuit, an electric drive system circuit and a radiator circuit. The circuits are connected by a series of pipelines, cooling liquid flows in the pipelines, the power of the flow is provided by an electronic water pump, and the flow direction of the water circuit is adjusted and distributed by the combination and switching of a series of three-way valves to meet the temperature requirements under different working conditions.

[0062] In this embodiment, the refrigerant circuit does not enter the passenger compartment. Instead, it participates in the system's heat management through heat exchange between the refrigerant and coolant in two plate heat exchangers. Furthermore, the integration of the refrigerant piping further reduces the amount of refrigerant charged into the system. This approach can significantly reduce the risks associated with the flammability of R290.

[0063] Example 2

[0064] This embodiment, based on the technical solution and principles of Embodiment 1, also includes the following technical features:

[0065] like Figure 1 As shown in the figure, this embodiment proposes an indirect integrated thermal management system based on R290 refrigerant. The system consists of a refrigerant circuit, a crew compartment circuit, a battery circuit, an electric drive system circuit, and a radiator circuit. Each circuit is connected by a series of pipes (represented by solid black lines in the figure). Coolant flows in the pipes, and the flow is powered by four electric water pumps. The flow direction of the water is adjusted and distributed between the circuits through a combination and switching of a series of three-way valves to meet the needs of different operating conditions.

[0066] Refrigerant circuit such as Figure 1 As shown within the dashed box, the system includes an electric compressor, a four-way valve, two plate heat exchangers, an expansion valve, and a gas-liquid separator. Its main function is to operate the refrigeration and heating cycles and transfer heat. The output end of the electric compressor is connected to a through-hole on one side of the four-way valve via a pipeline. The two through-holes on the other side of the four-way valve are connected to the two plate heat exchangers via pipelines. The two plate heat exchangers are connected by a pipeline, and an expansion valve is installed on the pipeline between the two plate heat exchangers. The last through-hole on the side of the four-way valve furthest from the electric compressor is connected to the gas-liquid separator via a pipeline, and the gas-liquid separator is connected to the input end of the electric compressor via a pipeline.

[0067] The working process of the refrigerant circuit is that the refrigerant is driven to flow and compressed by the electric compressor to become high-temperature and high-pressure gas, and then the refrigerant flows through the plate heat exchanger to condense and release heat after being confirmed by the four-way valve, the heat is transferred to the system coolant, the refrigerant that has released a certain amount of heat flows through the expansion valve in the form of liquid or gas-liquid mixture to become low-temperature and low-pressure liquid or gas-liquid mixture, and then flows through another plate heat exchanger to realize the evaporation and heat absorption process, absorbs the heat in the coolant to become medium-temperature and low-pressure fluid, and then enters the compressor again to realize compression and flow driving. The function of the gas-liquid separator is to retain the liquid refrigerant flowing in to avoid liquid damage to the compressor. The refrigerant circuit can switch the refrigerant flow path through the four-way valve, the expansion valve has a bidirectional expansion function, the refrigerant only circulates in the refrigerant circuit and does not directly participate in the heat management of the other circuits, and the heat management of the other circuits is realized indirectly by exchanging heat with the coolant in the plate heat exchanger. The typical working mode is to absorb the heat of the battery, the electric drive system and the passenger compartment through the plate heat exchanger 2 to the refrigerant, and then discharge the heat to the radiator circuit coolant through the plate heat exchanger 1, and the coolant is discharged to the outside environment through the external radiator. The refrigerant circuit can switch the evaporation and condensation process on the two plate heat exchangers through the four-way valve to meet the refrigeration or heating requirements of each circuit under different working conditions.

[0068] The passenger compartment circuit includes the in-vehicle heat exchanger 1, the in-vehicle heat exchanger 2, the fan and the air conditioning box including the air duct, the in-vehicle heat exchanger 2 only passes cold water and is only used in dehumidification conditions, and the in-vehicle heat exchanger 1 realizes the functions of heating and cooling in different working conditions. When there is a cooling demand in the passenger compartment, cold water flows through the in-vehicle heat exchanger 1, and the fan blows cold air into the passenger compartment after blowing, and at this time, no water flows through the in-vehicle heat exchanger 2; when there is a heating demand in the passenger compartment, cold water flows through the in-vehicle heat exchanger 1, and the fan blows hot air into the passenger compartment after blowing, and at this time, no water flows through the in-vehicle heat exchanger 2; in winter, the passenger compartment is prone to have high humidity, in order to avoid the fogging of the in-vehicle glass, the passenger compartment needs to be dehumidified, cold water flows into the in-vehicle heat exchanger 2, and the fan blows the wet air through the in-vehicle heat exchanger 2 flowing through the cold water, at this time, the water vapor in the wet air condenses, the humidity decreases, and then the dry air blows through the in-vehicle heat exchanger 1 and is blown into the passenger compartment after increasing the temperature.

[0069] The battery circuit includes at least one group of batteries, and only a simplified representation is shown as shown in Figure 1 . The heating and cooling conditions of the battery can be realized by the combination of the three-way valve. As shown in Figure 1 , the electric drive system is also simplified.

[0070] The radiator circuit comprises an external radiator; the external radiator is connected with the output end of the plate heat exchanger 1 through a pipeline, and the external radiator can dissipate the heat released by the plate heat exchanger 1 to the environment and can realize the ability of absorbing heat from the environment in the low-temperature heating working condition.

[0071] The refrigerant flows in each component and pipeline, and the rest of each circuit uses cooling water as a medium to exchange heat with the refrigerant circuit through the plate heat exchanger. The battery, electric drive, and passenger cabin circuits are combined by several three-way valves for flow distribution, each circuit is provided with an electronic water pump, and finally the flow is controlled to flow back to the corresponding plate heat exchanger through the three-way valve.

[0072] Embodiment three,

[0073] The embodiment is based on the technical solutions and technical principles in embodiments one and two, and further comprises the following technical features:

[0074] As Figure 2 shown, the embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. In the working condition of no demand of the passenger cabin, battery heat dissipation, and no demand of the electric drive (working condition one), the flow directions of the refrigerant circuit and the water circuit are as Figure 2 shown.

[0075] The flow direction of the refrigerant in the refrigerant circuit is electric compressor 2 port → four-way valve 1 port → four-way valve 4 port → plate heat exchanger 1-1 port → plate heat exchanger 1-2 port → expansion valve 1 port → expansion valve 2 port → plate heat exchanger 2-2 port → plate heat exchanger 2-1 port → four-way valve 2 port → four-way valve 3 port → gas-liquid separator 1 port → gas-liquid separator 2 port → electric compressor 1 port → electric compressor 2 port. At this time, the refrigerant in the plate heat exchanger 1 undergoes a condensation process and releases heat to the cooling water; the refrigerant in the plate heat exchanger 2 undergoes an evaporation process, and the refrigerator absorbs the heat in the cooling water.

[0076] The flow in the water circuit is divided into two parts: battery circuit heat dissipation and external radiator circuit heat dissipation. The cooling liquid in the battery circuit carries out the heat of the battery and flows back to the plate heat exchanger 2, and the cooling water is cooled again and flows to the battery. The flow path of this process is: plate heat exchanger 2-4 port → three-way valve 1-1 port → three-way valve 1-2 port → three-way valve 3-1 port → three-way valve 3-3 port → three-way valve 4-2 port → three-way valve 4-3 port → three-way valve 9-2 port → three-way valve 9-3 port → electronic water pump 3-1 port → electronic water pump 3-2 port → battery 1 port → battery 2 port → three-way valve 10-3 port → three-way valve 10-2 port → three-way valve 12-1 port → three-way valve 12-3 port → plate heat exchanger 2-3 port.

[0077] The heat released by the plate heat exchanger 1 is dissipated to the environment in the vehicle external radiator circuit, and the flow path of the cooling water in the circuit is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 port → three-way valve 8-1 port → three-way valve 8-2 port → three-way valve 13-1 port → three-way valve 13-2 port → vehicle external radiator 1 port → vehicle external radiator 2 port → plate heat exchanger 1-3 port.

[0078] In this working condition, the plate heat exchanger 2 in the refrigerant circuit absorbs the heat of the battery circuit cooling liquid and releases it to the vehicle external radiator circuit at the plate heat exchanger 1, and finally to the environment through the radiator.

[0079] Example Four,

[0080] Based on the technical solutions and principles in Examples One and Two, the embodiment further includes the following technical features:

[0081] As shown in Figure 3 , the embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. In the passenger cabin demand-free, battery cooling, and electric drive cooling working condition (working condition two), the flow directions of the refrigerant circuit and the water circuit are as shown in Figure 3 .

[0082] The flow direction of the refrigerant in the refrigerant circuit is: compressor 2 port → four-way valve 1 port → four-way valve 4 port → plate heat exchanger 1-1 port → plate heat exchanger 1-2 port → expansion valve 1 port → expansion valve 2 port → plate heat exchanger 2-2 port → plate heat exchanger 2-1 port → four-way valve 2 port → four-way valve 3 port → gas-liquid separator 1 port → gas-liquid separator 2 port → compressor 1 port → compressor 2 port. At this time, the refrigerant in the plate heat exchanger 1 undergoes a condensation process and releases heat to the cooling water; the refrigerant in the plate heat exchanger 2 undergoes an evaporation process, and the refrigerator absorbs the heat in the cooling water.

[0083] At this time, the battery, electric drive system loop heat dissipation and the external radiator loop release heat to the environment. The cooling liquid in the battery, electric drive system loop carries the heat of the battery and electric drive system, and flows back to the plate heat exchanger 2. The cooling water is cooled and then flows to the battery and electric drive system loop again. The flow path of the process is: plate heat exchanger 2-4 port → three-way valve 1-1 port → three-way valve 1-2 port → three-way valve 3-1 port. Then the cooling water flows out of the three-way valve 3-3 port and the three-way valve 3-2 port according to the distribution ratio of the three-way valve 3. The path to the battery loop is: three-way valve 3-3 port → three-way valve 4-2 port → three-way valve 4-3 port → three-way valve 9-2 port → three-way valve 9-3 port → electronic water pump 3-1 port → electronic water pump 3-2 port → battery 1 port → battery 2 port → three-way valve 10-3 port → three-way valve 10-2 port → three-way valve 12-1 port → three-way valve 12-3 port. The path to the electric drive system loop is: three-way valve 3-2 port → three-way valve 6-1 port → three-way valve 6-3 port → three-way valve 7-2 port → three-way valve 7-3 port → electronic water pump 4-1 port → electronic water pump 4-2 port → electric drive system 1 port → electric drive system 2 port → three-way valve 11-1 port → three-way valve 11-3 port. The cooling water of the battery loop and the cooling water of the electric drive system loop converge and flow into the plate heat exchanger 2-3 port.

[0084] The external radiator loop needs to dissipate the heat released by the plate heat exchanger 1 to the environment. The flow path of the cooling water in the loop is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 port → three-way valve 8-1 port → three-way valve 8-2 port → three-way valve 13-1 port → three-way valve 13-2 port → external radiator 1 port → external radiator 2 port → plate heat exchanger 1-3 port.

[0085] Under the working condition of the embodiment, the plate heat exchanger 2 in the refrigerant circuit absorbs the heat of the cooling liquid in the battery and electric drive system loop, and releases it to the external radiator loop at the plate heat exchanger 1, and finally releases it to the environment through the radiator.

[0086] Embodiment five,

[0087] Based on the technical solutions and technical principles in embodiments one and two, the embodiment further includes the following technical features:

[0088] As shown in Figure 4 , the embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. Under the working condition of passenger cabin refrigeration, battery heat dissipation, and electric drive heat dissipation (working condition three), the flow direction of the refrigerant circuit and the water circuit is as shown in Figure 4 .

[0089] The refrigerant flow direction in the refrigerant circuit is compressor 2 port → four-way valve 1 port → four-way valve 4 port → plate heat exchanger 1-1 port → plate heat exchanger 1-2 port → expansion valve 1 port → expansion valve 2 port → plate heat exchanger 2-2 port → plate heat exchanger 2-1 port → four-way valve 2 port → four-way valve 3 port → gas-liquid separator 1 port → gas-liquid separator 2 port → compressor 1 port → compressor 2 port. At this time, the refrigerant in the plate heat exchanger 1 undergoes a condensation process, releasing heat to the cooling water; the refrigerant in the plate heat exchanger 2 undergoes an evaporation process, and the refrigerator absorbs the heat in the cooling water.

[0090] At this time, the passenger cabin circuit refrigeration, battery, electric drive system circuit cooling and external radiator circuit cooling. Among them, the cooling liquid in the passenger cabin circuit, battery, electric drive system circuit takes out the heat of the passenger cabin, battery and electric drive system, and flows back to the plate heat exchanger 2, and the cooling water is cooled again to flow to the passenger cabin, battery and electric drive system circuit. The flow path of this process is: plate heat exchanger 2-4 port → three-way valve 1-1 port, then the cooling water flows out from three-way valve 1-3 port and three-way valve 1-2 port according to the proportional distribution of three-way valve 1, three-way valve 1-3 port flows to the in-cabin heat exchanger 1 of the passenger cabin circuit, and three-way valve 1-2 port flows to the battery and electric drive system circuit. The flow path of the passenger cabin circuit is: three-way valve 1-3 port → electronic water pump 1-1 port → electronic water pump 1-2 port → in-cabin heat exchanger 1-1 port → in-cabin heat exchanger 1-2 port. The flow path of the cooling liquid flowing to the battery and electric drive system is: three-way valve 1-2 port → three-way valve 3-1 port, then the cooling water flows out from three-way valve 3-3 port and three-way valve 3-2 port according to the proportional distribution of three-way valve 3. Among them, the path to the battery circuit is: three-way valve 3-3 port → three-way valve 4-2 port → three-way valve 4-3 port → three-way valve 9-2 port → three-way valve 9-3 port → electronic water pump 3-1 port → electronic water pump 3-2 port → battery 1 port → battery 2 port → three-way valve 10-3 port → three-way valve 10-2 port → three-way valve 12-1 port → three-way valve 12-3 port. The path to the electric drive system circuit is: three-way valve 3-2 port → three-way valve 6-1 port → three-way valve 6-3 port → three-way valve 7-2 port → three-way valve 7-3 port → electronic water pump 4-1 port → electronic water pump 4-2 port → electric drive system 1 port → electric drive system 2 port → three-way valve 11-1 port → three-way valve 11-3 port. The cooling water of the passenger cabin circuit, battery circuit and electric drive system circuit flows into plate heat exchanger 2-3 port after merging.

[0091] The external radiator circuit needs to dissipate the heat released by the plate heat exchanger 1 to the environment, and the flow path of the cooling water in the circuit is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 port → three-way valve 8-1 port → three-way valve 8-2 port → three-way valve 13-1 port → three-way valve 13-2 port → external radiator 1 port → external radiator 2 port → plate heat exchanger 1-3 port.

[0092] The plate heat exchanger 2 in the refrigerant circuit absorbs the heat of the cooling liquid of the passenger cabin, the battery and the electric drive system circuit under the working condition of the embodiment, and releases the heat to the external radiator circuit at the plate heat exchanger 1, and finally releases the heat to the environment through the radiator.

[0093] Embodiment six,

[0094] The embodiment is based on the technical solutions and principles in embodiments one and two, and further includes the following technical features.

[0095] As shown in Figure 5 , the embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. In the passenger cabin refrigeration, battery non-demand and electric drive non-demand working condition (working condition four), the flow directions of the refrigerant circuit and the water circuit are as shown in Figure 5 .

[0096] The flow direction of the refrigerant in the refrigerant circuit is compressor 2 port → four-way valve 1 port → four-way valve 4 port → plate heat exchanger 1-1 port → plate heat exchanger 1-2 port → expansion valve 1 port → expansion valve 2 port → plate heat exchanger 2-2 port → plate heat exchanger 2-1 port → four-way valve 2 port → four-way valve 3 port → gas-liquid separator 1 port → gas-liquid separator 2 port → compressor 1 port → compressor 2 port. At this time, the refrigerant in the plate heat exchanger 1 undergoes a condensation process, releasing heat to the cooling water; the refrigerant in the plate heat exchanger 2 undergoes an evaporation process, and the refrigerator absorbs the heat in the cooling water.

[0097] At this time, the passenger cabin circuit works, and the cooling liquid in the passenger cabin circuit carries out the heat of the passenger cabin and flows back to the plate heat exchanger 2. The cooling water is cooled again and flows to the passenger cabin circuit again. The flow path of this process is: plate heat exchanger 2-4 port → three-way valve 1-1 port → three-way valve 1-3 port → electronic water pump 1-1 port → electronic water pump 1-2 port → in-vehicle heat exchanger 1-1 port → in-vehicle heat exchanger 1-2 port → plate heat exchanger 2-3 port.

[0098] The external radiator circuit needs to dissipate the heat released by the plate heat exchanger 1 to the environment, and the flow path of the cooling water in the circuit is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 port → three-way valve 8-1 port → three-way valve 8-2 port → three-way valve 13-1 port → three-way valve 13-2 port → external radiator 1 port → external radiator 2 port → plate heat exchanger 1-3 port.

[0099] The plate heat exchanger 2 in the refrigerant circuit absorbs the heat of the cooling liquid of the passenger cabin circuit under the working condition of the embodiment, and releases the heat to the external radiator circuit at the plate heat exchanger 1, and finally releases the heat to the environment through the radiator.

[0100] Embodiment seven,

[0101] This embodiment, based on the technical solutions and principles of Embodiment 1 and Embodiment 2, also includes the following technical features:

[0102] like Figure 6 As shown, this embodiment proposes an indirect integrated thermal management system based on R290 refrigerant. When the outdoor temperature is low, under the conditions of crew compartment heating, battery heating, and no electric drive demand (condition five), the flow direction of the refrigerant circuit and water circuit is as follows. Figure 6 As shown:

[0103] The refrigerant flow direction in the refrigerant circuit is as follows: compressor port 2 → four-way valve port 1 → four-way valve port 2 → plate heat exchanger port 2-1 → plate heat exchanger port 2-2 → expansion valve port 2 → expansion valve port 1 → plate heat exchanger port 1-2 → plate heat exchanger port 1-1 → four-way valve port 4 → four-way valve port 3 → gas-liquid separator port 1 → gas-liquid separator port 2 → compressor port 1 → compressor port 2. During this process, the refrigerant in plate heat exchanger 2 undergoes condensation, releasing heat into the cooling water; while the refrigerant in plate heat exchanger 1 undergoes evaporation, with the refrigerator absorbing heat from the cooling water.

[0104] At this time, the passenger compartment circuit is heated, and the battery circuit is heated. The coolant in the passenger compartment circuit and battery circuit carries heat to the passenger compartment and battery, flowing back to plate heat exchanger 2. After being heated, the coolant flows back to the passenger compartment and battery circuit. The flow path for this process is: plate heat exchanger 2-4 port → three-way valve 1-1 port. Subsequently, coolant is distributed according to the ratio of three-way valve 1, flowing out from three-way valve 1-3 port and three-way valve 1-2 port. Three-way valve 1-3 port flows to the in-vehicle heat exchanger 1 in the passenger compartment circuit, and three-way valve 1-2 port flows to the battery circuit. The flow path in the passenger compartment circuit is: three-way valve 1-3 port → electric water pump 1-1 port → electric water pump 1-2 port → in-vehicle heat exchanger 1-1 port → in-vehicle heat exchanger 1-2 port. The flow path of the battery coolant is as follows: three-way valve 1-2 port → three-way valve 3-1 port → three-way valve 3-3 port → three-way valve 4-2 port → three-way valve 4-3 port → three-way valve 9-2 port → three-way valve 9-3 port → electric water pump 3-1 port → electric water pump 3-2 port → battery 1 port → battery 2 port → three-way valve 10-3 port → three-way valve 10-2 port → three-way valve 12-1 port → three-way valve 12-3 port. After the crew compartment circuit coolant and the battery circuit coolant merge, they flow into the plate heat exchanger 2-3 port.

[0105] The external radiator circuit needs to absorb heat from the environment into the plate heat exchanger 1. The flow path of the cooling water in the circuit is as follows: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 port → three-way valve 8-1 port → three-way valve 8-2 port → three-way valve 13-1 port → three-way valve 13-2 port → external radiator 1 port → external radiator 2 port → plate heat exchanger 1-3 port.

[0106] In this working condition, the heat pump mode is realized to absorb the outdoor temperature and bring it into the battery and passenger cabin together with the heat provided by the compressor.

[0107] Embodiment eight,

[0108] Based on the technical solutions and principles in Embodiment One and Embodiment Two, the present embodiment further includes the following technical features:

[0109] As shown in Figure 7 , the present embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. When the passenger cabin is heated, the battery is cooled, and the electric drive is not required (battery waste heat utilization) (working condition six), the flow directions of the refrigerant circuit and the water circuit are as shown in Figure 7 .

[0110] The flow direction of the refrigerant in the refrigerant circuit is compressor 2 outlet→four-way valve 1 outlet→four-way valve 2 outlet→plate heat exchanger 2-1 outlet→plate heat exchanger 2-2 outlet→expansion valve 2 outlet→expansion valve 1 outlet→plate heat exchanger 1-2 outlet→plate heat exchanger 1-1 outlet→four-way valve 4 outlet→four-way valve 3 outlet→gas-liquid separator 1 outlet→gas-liquid separator 2 outlet→compressor 1 outlet→compressor 2 outlet. At this time, the refrigerant in the plate heat exchanger 2 undergoes a condensation process, releasing heat to the cooling water; the refrigerant in the plate heat exchanger 1 undergoes an evaporation process, and the chiller absorbs the heat in the cooling water.

[0111] At this time, the passenger cabin circuit is heated, and the battery circuit is cooled. The cooling liquid in the battery circuit brings heat to the external radiator to dissipate, and part or all of it bypasses the radiator, flows back to the plate heat exchanger 1, and the cooled cooling liquid flows to the battery circuit again. The flow path of this process is: plate heat exchanger 1-4 outlet→three-way valve 2-1 outlet→three-way valve 2-2 outlet→three-way valve 5-1 outlet, then according to the proportional distribution, directly flows to the external radiator and the flow ratio of the battery circuit, the water flow path directly to the external radiator is: three-way valve 5-2→three-way valve 8-1→three-way valve 8-2→three-way valve 13-1, and the water flow path to the battery water circuit to participate in the battery heat exchange is: three-way valve 5-3→three-way valve 4-1→three-way valve 4-3→three-way valve 9-2→three-way valve 9-3→electronic water pump 3-1→electronic water pump 3-2→battery-1→battery-2→three-way valve 10-3→three-way valve 10-2→three-way valve 12-1→three-way valve 12-2→three-way valve 13-1, the two water flows converge at three-way valve 13-1, and the distribution ratio of three-way valve 13 can be set according to the need, the water flow from three-way valve 13-3 realizes the bypass of the external radiator and flows to plate heat exchanger 1-3, and the water flow that needs to be cooled by the external radiator flows out from three-way valve 13-2, respectively flows through external radiator 1 outlet and external radiator 2 outlet, and then flows to plate heat exchanger 1-3 together with the bypassed water flow after being cooled.

[0112] The cooling water obtains heat from the plate heat exchanger 2, flows into the in-vehicle heat exchanger 1, and realizes the passenger cabin heating function. The flow path of the passenger cabin loop is: plate heat exchanger 2-4→ three-way valve 1-3 port→ electronic water pump 1-1 port→ electronic water pump 1-2 port→ in-vehicle heat exchanger 1-1 port→ in-vehicle heat exchanger 1-2 port. This flow mode can recycle the waste heat emitted by the battery to the refrigerant circuit through the plate heat exchanger 1, and condense and release heat in the plate heat exchanger 2 for heating in the passenger cabin, reducing the dependence on environmental heat sources and improving system energy utilization. When the battery heat dissipation is less than the passenger cabin heat demand, the water flows through the 2 port of the three-way valve 13 to the external radiator, and absorbs heat from the environment; when the battery heat dissipation is greater than the passenger cabin heat demand, the water flow can be distributed according to the demand distribution ratio at the three-way valve 13, part of which flows back to the plate heat exchanger 1 through the three-way valve 13-3 directly bypassing the external radiator, and part of which flows through the external radiator for heat dissipation and then flows back to the plate heat exchanger 1.

[0113] Embodiment Nine,

[0114] This embodiment is based on the technical solutions and technical principles in Embodiment One and Embodiment Two, and further includes the following technical features:

[0115] As Figure 8 shown, the system of this embodiment proposes an indirect integrated thermal management system based on R290 refrigerant. When the passenger cabin is heated, the battery is cooled, and the electric drive is cooled (battery and electric drive system waste heat utilization) (working condition seven), the flow directions of the refrigerant circuit and the water circuit are as Figure 8 shown:

[0116] The flow direction of the refrigerant in the refrigerant circuit is: compressor 2 port→ four-way valve 1 port→ four-way valve 2 port→ plate heat exchanger 2-1 port→ plate heat exchanger 2-2 port→ expansion valve 2 port→ expansion valve 1 port→ plate heat exchanger 1-2 port→ plate heat exchanger 1-1 port→ four-way valve 4 port→ four-way valve 3 port→ gas-liquid separator 1 port→ gas-liquid separator 2 port→ compressor 1 port→ compressor 2 port. At this time, the refrigerant in the plate heat exchanger 2 undergoes a condensation process, releasing heat to the cooling water; the refrigerant in the plate heat exchanger 1 undergoes an evaporation process, and the cooler absorbs the heat in the cooling water.

[0117] At this time, the passenger compartment circuit is heated, the battery circuit is cooled, and the electric drive system circuit is cooled. The coolant in the battery and electric drive system circuits carries heat to the vehicle exterior radiator for dissipation, and part or all of the coolant bypasses the radiator, flows back to the plate heat exchanger 1, and is cooled. After being cooled, the coolant flows to the battery and electric drive system circuits again. The flow path of this process is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 → three-way valve 8-1. At the three-way valves 5 and 8, a certain proportion of the water flow is distributed to the battery and electric drive system circuits from the three-way valves 5-3 and 8-3, respectively, according to the working condition requirements. The water flow path that directly flows to the vehicle exterior radiator is: three-way valve 8-2 → three-way valve 13-1. The water flow path that flows to the battery circuit to participate in battery heat exchange is: three-way valve 5-3 → three-way valve 4-1 → three-way valve 4-3 → three-way valve 9-2 → three-way valve 9-3 → electronic water pump 3-1 → electronic water pump 3-2 → battery-1 → battery-2 → three-way valve 10-3 → three-way valve 10-2 → three-way valve 12-1 → three-way valve 12-2 → three-way valve 13-1. The water flow path that flows to the electric drive system circuit to participate in electric drive system heat exchange is: three-way valve 8-3 → three-way valve 7-1 → three-way valve 7-3 → electronic water pump 4-1 → electronic water pump 4-2 → electric drive system-1 → electric drive system-2 → three-way valve 11-3 → three-way valve 11-2 → three-way valve 13-1. The three water flows converge at the three-way valve 13-1. The distribution ratio of the three-way valve 13 can be set as needed. The water flow from the three-way valve 13-3 realizes bypass of the vehicle exterior radiator and flows to the plate heat exchanger 1-3. The water flow that needs to be cooled by the vehicle exterior radiator flows out from the three-way valve 13-2, flows through the vehicle exterior radiator 1 port and the vehicle exterior radiator 2 port, respectively, and is cooled before flowing to the plate heat exchanger 1-3 together with the bypassed water flow.

[0118] The cooling water obtains heat from the plate heat exchanger 2, flows into the in-vehicle heat exchanger 1, and realizes the passenger cabin heating function. The flow path of the passenger cabin loop is: plate heat exchanger 2-4→ three-way valve 1-3 port→ electronic water pump 1-1 port→ electronic water pump 1-2 port→ in-vehicle heat exchanger 1-1 port→ in-vehicle heat exchanger 1-2 port. The flow direction of the battery cooling liquid flow path is: three-way valve 1-2 port→ three-way valve 3-1 port→ three-way valve 3-3 port→ three-way valve 4-2 port→ three-way valve 4-3 port→ three-way valve 9-2 port→ three-way valve 9-3 port→ electronic water pump 3-1 port→ electronic water pump 3-2 port→ battery 1 port→ battery 2 port→ three-way valve 10-3 port→ three-way valve 10-2 port→ three-way valve 12-1 port→ three-way valve 12-3 port→ plate heat exchanger 2-3 port. This flow mode can recycle the waste heat of the battery and electric drive system to the refrigerant circuit through the plate heat exchanger 1, and condense and release heat in the plate heat exchanger 2 for heating in the passenger cabin, thereby reducing the dependence on environmental heat sources and improving system energy utilization. When the heat dissipation of the battery and electric drive system is less than the heat demand of the passenger cabin, all the water flows through port 2 of three-way valve 13 to the external radiator to absorb heat from the environment; when the heat dissipation of the battery and electric drive system is greater than the heat demand of the passenger cabin, the water flow can be distributed according to the demand at three-way valve 13, part of which flows back to the plate heat exchanger 1 through three-way valve 13-3 directly bypassing the external radiator, and part of which flows through the external radiator through three-way valve 13-2 and then flows back to the plate heat exchanger 1.

[0119] Embodiment ten,

[0120] The embodiment is based on the technical solutions and principles in Embodiments One and Two, and further includes the following technical features:

[0121] As shown in Figure 9 , the embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. In the passenger cabin heating, battery heating, and electric drive heat dissipation working conditions (electric drive system waste heat utilization) (working condition eight), the flow directions of the refrigerant circuit and the water circuit are as shown in Figure 9 .

[0122] The flow direction of the refrigerant in the refrigerant circuit is: compressor 2 port→ four-way valve 1 port→ four-way valve 2 port→ plate heat exchanger 2-1 port→ plate heat exchanger 2-2 port→ expansion valve 2 port→ expansion valve 1 port→ plate heat exchanger 1-2 port→ plate heat exchanger 1-1 port→ four-way valve 4 port→ four-way valve 3 port→ gas-liquid separator 1 port→ gas-liquid separator 2 port→ compressor 1 port→ compressor 2 port. At this time, the refrigerant in the plate heat exchanger 2 undergoes a condensation process and releases heat to the cooling water; the refrigerant in the plate heat exchanger 1 undergoes an evaporation process, and the refrigerator absorbs the heat in the cooling water.

[0123] At this time, the passenger compartment circuit is heated, the battery circuit is heated, and the electric drive system circuit is cooled. The cooling liquid in the electric drive system circuit carries heat to the external radiator for dissipation, or is partially or completely bypassed when passing through the radiator, flows back to the plate heat exchanger 1, and the cooling liquid is cooled and then flows to the electric drive system circuit again. The flow path of this process is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 → three-way valve 8-1. At the three-way valve 8, a certain proportion of water flow is distributed according to the working condition requirement, and flows to the external radiator or the electric drive system circuit at three-way valve 8-3. The water flow path that directly flows to the external radiator is: three-way valve 8-2 → three-way valve 13-1. The water flow path that flows to the electric drive system circuit to participate in the heat exchange of the electric drive system is: three-way valve 8-3 → three-way valve 7-1 → three-way valve 7-3 → electronic water pump 4-1 → electronic water pump 4-2 → electric drive system-1 → electric drive system-2 → three-way valve 11-3 → three-way valve 11-2 → three-way valve 13-1. The two water flows converge at three-way valve 13-1. The distribution ratio of three-way valve 13 can be set according to the need. The water flow from three-way valve 13-3 realizes bypass of the external radiator and flows to the plate heat exchanger 1-3. The water flow that needs to be cooled by the external radiator flows out from three-way valve 13-2, flows through external radiator 1 port and external radiator 2 port respectively, and then flows to the plate heat exchanger 1-3 together with the bypassed water flow.

[0124] The cooling water obtains heat from the plate heat exchanger 2, flows into the vehicle interior heat exchanger 1 and the battery circuit, realizes the passenger compartment heating and battery heating functions, and the flow path of the passenger compartment circuit is: plate heat exchanger 2-4→ three-way valve 1-3 port→ electronic water pump 1-1 port→ electronic water pump 1-2 port→ vehicle interior heat exchanger 1-1 port→ vehicle interior heat exchanger 1-2 port. A certain water flow direction is distributed to the battery circuit at the three-way valve 1, and the cooling liquid flow path flowing to the battery is: three-way valve 1-2 port→ three-way valve 3-1 port→ three-way valve 3-3 port→ three-way valve 4-2 port→ three-way valve 4-3 port→ three-way valve 9-2 port→ three-way valve 9-3 port→ electronic water pump 3-1 port→ electronic water pump 3-2 port→ battery 1 port→ battery 2 port→ three-way valve 10-3 port→ three-way valve 10-2 port→ three-way valve 12-1 port→ three-way valve 12-3 port. The battery circuit and the passenger compartment circuit are heated and then flow into the plate heat exchanger 2-3 port to obtain heat again. This flow mode can recycle the waste heat of the electric drive system to the refrigerant circuit through the plate heat exchanger 1, and condense and release heat in the plate heat exchanger 2 for passenger compartment and battery heating, reduces the dependence on environmental heat sources, and improves system energy utilization. When the electric drive system heat dissipation is less than the passenger compartment and battery demand heat, the water flow three-way valve 13 is all through the 2 port to the vehicle exterior radiator, and absorbs heat from the environment; when the electric drive system heat dissipation is greater than the passenger compartment and battery demand heat, the water flow distribution ratio at the three-way valve 13 can be distributed according to the demand, part of which is directly bypassed through the three-way valve 13-3 to the vehicle exterior radiator, and part of which flows back to the plate heat exchanger 1 through the three-way valve 13-2 after being cooled by the vehicle exterior radiator.

[0125] Embodiment eleven,

[0126] Based on the technical solutions and technical principles in Embodiments One and Two, this embodiment further includes the following technical features:

[0127] As shown in Figure 10 , this embodiment system proposes an indirect integrated thermal management system based on R290 refrigerant. In the passenger compartment heating, battery heating, electric drive heat dissipation, and passenger compartment dehumidification working conditions (working condition nine), at this time, the flow directions of the refrigerant circuit and the water circuit are as shown in Figure 10 .

[0128] The flow direction of the refrigerant in the refrigerant circuit is: compressor 2 port→ four-way valve 1 port→ four-way valve 2 port→ plate heat exchanger 2-1 port→ plate heat exchanger 2-2 port→ expansion valve 2 port→ expansion valve 1 port→ plate heat exchanger 1-2 port→ plate heat exchanger 1-1 port→ four-way valve 4 port→ four-way valve 3 port→ gas-liquid separator 1 port→ gas-liquid separator 2 port→ compressor 1 port→ compressor 2 port. At this time, the refrigerant in the plate heat exchanger 2 undergoes a condensation process and releases heat to the cooling water; the refrigerant in the plate heat exchanger 1 undergoes an evaporation process, and the refrigerator absorbs the heat in the cooling water.

[0129] At this time, the cooling liquid in the electric drive system loop carries heat to the vehicle external radiator for dissipation, or is partially or entirely bypassed when flowing through the radiator, flows back to the plate heat exchanger 1, and the cooling liquid is cooled and then flows to the vehicle internal heat exchanger 2 in the electric drive system loop and the passenger cabin loop again. The water flow in the electric drive loop and the passenger cabin loop is distributed in a certain proportion at the three-way valve 2, and the flow path of the water flow in the electric drive system process is: plate heat exchanger 1-4 port → three-way valve 2-1 port → three-way valve 2-2 port → three-way valve 5-1 port → three-way valve 5-2 → three-way valve 8-1. At the three-way valve 8, a certain proportion of water flow is distributed according to the working condition requirement, and the water flow at the three-way valve 8-3 flows to the vehicle external radiator or the electric drive system loop. The water flow path that directly flows to the vehicle external radiator is: three-way valve 8-2 → three-way valve 13-1. The water flow path that flows to the electric drive system loop to participate in the heat exchange of the electric drive system is: three-way valve 8-3 → three-way valve 7-1 → three-way valve 7-3 → electronic water pump 4-1 → electronic water pump 4-2 → electric drive system-1 → electric drive system-2 → three-way valve 11-3 → three-way valve 11-2 → three-way valve 13-1. The water flow path to the vehicle internal heat exchanger 2 is: three-way valve 2-3 → electronic water pump 2-1 → electronic water pump 2-2 → vehicle internal heat exchanger 2-1 → vehicle internal heat exchanger 2-2. The three water flows converge at the three-way valve 13-1. The distribution proportion of the three-way valve 13 can be set according to the requirement. The water flow from the three-way valve 13-3 realizes the bypass of the vehicle external radiator and flows to the plate heat exchanger 1-3. The water flow that needs to be cooled by the vehicle external radiator flows out from the three-way valve 13-2, flows through the vehicle external radiator 1 port and the vehicle external radiator 2 port respectively, and then flows to the plate heat exchanger 1-3 together with the bypassed water flow after being cooled.

[0130] The cooling water obtains heat from the plate heat exchanger 2, flows into the vehicle internal heat exchanger 1 and the battery loop, realizes the passenger cabin heating and battery heating functions, and the flow path of the passenger cabin loop is: plate heat exchanger 2-4 → three-way valve 1-3 port → electronic water pump 1-1 port → electronic water pump 1-2 port → vehicle internal heat exchanger 1-1 port → vehicle internal heat exchanger 1-2 port. A certain proportion of water flow is distributed to the battery loop at the three-way valve 1, and the cooling liquid flow path to the battery is: three-way valve 1-2 port → three-way valve 3-1 port → three-way valve 3-3 port → three-way valve 4-2 port → three-way valve 4-3 port → three-way valve 9-2 port → three-way valve 9-3 port → electronic water pump 3-1 port → electronic water pump 3-2 port → battery 1 port → battery 2 port → three-way valve 10-3 port → three-way valve 10-2 port → three-way valve 12-1 port → three-way valve 12-3 port. The battery loop and the passenger cabin loop obtain heat and then flow into the plate heat exchanger 2-3 port to obtain heat again.

[0131] Under the working condition of the present example, the waste heat emitted by the electric drive system can be recovered into the refrigerant circuit through the plate heat exchanger 1, and the heat released in the plate heat exchanger 2 is used for heating the passenger cabin and the battery, and the cold water flowing out of the plate heat exchanger 1 is introduced into the vehicle heat exchanger 2. The wet air flows through the vehicle heat exchanger 2, and the water vapor is condensed and reheated after flowing through the vehicle heat exchanger 1, realizing the dehumidification function. When the heat dissipation of the electric drive system is less than the heat demand of the passenger cabin and the battery, the water flows through the 2 port of the three-way valve 13 to the vehicle radiator, and absorbs heat from the environment; when the heat dissipation of the electric drive system is greater than the heat demand of the passenger cabin and the battery, the distribution ratio of the water flow at the three-way valve 13 can be distributed according to the demand, part of which is directly bypassed through the three-way valve 13-3 to flow back to the plate heat exchanger 1, and part of which flows through the vehicle radiator for heat dissipation and then flows back to the plate heat exchanger 1.

[0132] Embodiment twelve,

[0133] The present embodiment is based on the technical solutions and technical principles in Embodiment One and Embodiment Two, and further includes the following technical features:

[0134] As Figure 11 shown, the present embodiment proposes a control method for an indirect integrated thermal management system based on R290 refrigerant, including the following steps:

[0135] S1, real-time acquisition of passenger cabin temperature and humidity, battery temperature, electric drive system temperature, and simultaneous acquisition of ambient temperature;

[0136] S2, judging the temperature demand of each circuit working condition;

[0137] S3, after determining the temperature demand of each circuit working condition, controlling the four-way valve, three-way valve and electronic water pump to realize the control of the demand circuit temperature;

[0138] S4, real-time judgment of whether the passenger cabin temperature and humidity, battery and electric drive system circuit temperature meet the demand;

[0139] S5, if the demand is not met, return to step S2 to determine the current working mode of the system; if the demand is met, end the system operation.

[0140] Of course, the above only describes specific embodiments of the present application, and is not intended to limit the scope of the present application. Any equivalent changes or modifications made to the structure, features and principles described in the present application shall be included in the scope of the present application.

[0141] Finally, it should be noted that the above-described embodiments are merely specific embodiments of the present application, which are used to illustrate the technical solutions of the present application, but not to limit the same. The protection scope of the present application is not limited thereto. Although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that any person skilled in the art can still modify or easily think of changes to the technical solutions recorded in the foregoing embodiments, or make equivalent replacements to some of the technical features, within the technical scope disclosed by the present application. The modifications, changes or replacements do not cause the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An indirect integrated thermal management system based on R290 refrigerant, characterized in that, The system comprises a refrigerant circuit, a passenger cabin circuit, a battery circuit, an electric drive system circuit and a radiator circuit, wherein the circuits are connected by pipelines, and at least one electronic water pump is arranged on the pipelines between any two circuits. The pipelines are filled with cooling liquid, and the electronic water pump is used to provide power for the flow of the cooling liquid. A plurality of three-way valves are arranged on the pipelines, and the adjustment and distribution of the flow direction of the cooling liquid can be realized by the combination and switching of the three-way valves. The refrigerant circuit is used for refrigeration and heating circulation to realize heat transfer and meet the refrigeration or heating requirements of each circuit under different working conditions. The passenger cabin circuit is used for controlling the temperature and humidity in the passenger cabin of the electric vehicle. The battery circuit is used for supplying power to the electric vehicle, each circuit and the electronic water pump. The electric drive system circuit is used for driving the electric vehicle to run. The radiator circuit is used for dissipating heat generated in each circuit to the environment or absorbing heat from the environment. The refrigerant circuit comprises an electric compressor, a four-way valve, two plate heat exchangers, an expansion valve and a gas-liquid separator. The output end of the electric compressor is connected to the through hole on one side of the four-way valve through a pipeline, and the two through holes on the other side of the four-way valve are respectively connected to the two plate heat exchangers through pipelines. The two plate heat exchangers are connected by a pipeline, and the pipeline between the two plate heat exchangers is provided with an expansion valve. The last through hole on the side of the four-way valve away from the electric compressor is connected to the gas-liquid separator through a pipeline, and the gas-liquid separator is connected to the input end of the electric compressor through a pipeline. The electric compressor can drive the refrigerant to flow and compress the refrigerant into high-temperature and high-pressure gas. The four-way valve can control the flow direction of the refrigerant. One of the plate heat exchangers can condense the high-temperature and high-pressure refrigerant gas and release heat, and convert the refrigerant into liquid or gas-liquid mixture. The other plate heat exchanger evaporates the liquid or gas-liquid mixture to absorb heat. The expansion valve can convert the liquid or gas-liquid mixture into low-temperature and low-pressure liquid or gas-liquid mixture. The gas-liquid separator can retain the liquid refrigerant flowing in to avoid liquid damage to the compressor. The refrigerant circuit can realize the switching of the refrigerant flow path through the four-way valve. The expansion valve has a bidirectional expansion function. The refrigerant only circulates in the refrigerant circuit and does not directly participate in the heat management of the other circuits. The heat management of each circuit is realized indirectly by heat exchange with the cooling liquid in the plate heat exchanger. The refrigerant circuit can realize the switching of the evaporation and condensation processes on the two plate heat exchangers through the switching of the four-way valve to meet the refrigeration or heating requirements of each circuit under different working conditions. The control method of the system is as follows: S1, real-time acquisition of passenger cabin temperature and humidity, battery temperature, electric drive system temperature, and simultaneous acquisition of environment temperature; S2, judgment of the temperature requirements of each circuit working condition; S3, after determining the temperature requirements of each circuit working condition, the four-way valve, three-way valve and electronic water pump are controlled to realize the control of the required circuit temperature; S4, real-time judgment of whether the passenger cabin temperature and humidity, battery and electric drive system circuit temperature meet the requirements. S5, if the demand is not met, return to step S2 to determine the current working mode of the system again; if the demand is met, end the system operation.

2. The R290-based indirect integrated thermal management system of claim 1, wherein, The passenger cabin circuit comprises two in-vehicle heat exchangers, a fan and an air conditioning box comprising an air duct. One side of the air conditioning box is provided with a fan, and the air conditioning box is provided with two in-vehicle heat exchangers, and the two in-vehicle heat exchangers are located on two pipe sections respectively.

3. The R290-based indirect integrated thermal management system of claim 1, wherein, The battery circuit comprises at least one group of batteries.

4. The R290-based indirect integrated thermal management system of claim 1, wherein, The radiator circuit comprises an external radiator; the external radiator is connected to the output end of one of the plate heat exchangers through a pipe, and the external radiator can dissipate the heat released by the plate heat exchanger to the environment.

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