Heat pump system based on air-supplementing enthalpy-increasing compressor and double-spiral vortex tube

Abstract

The invention relates to the technical field of whole vehicle heat management of pure electric vehicles, in particular to a heat pump system based on an air-supply enthalpy-increasing compressor and a double-spiral vortex tube. Comprising a first refrigerant loop and a second refrigerant loop, and the first refrigerant loop is arranged at the top of the second refrigerant loop. According to the heat pump system based on the air supply enthalpy increasing compressor and the double-spiral vortex tube, the double-spiral vortex tube is used as an intermediate heat exchanger of an air supply branch, the structure is simple, the working temperature of the compressor is effectively reduced, the working efficiency of the compressor is improved, and the loss of the compressor is reduced; the temperature of the compressor is reduced, the efficiency of the compressor is improved, high-temperature gas coming out of the double-spiral vortex tube enters the second in-vehicle heat exchanger and is thermally coupled with the first in-vehicle heat exchanger to jointly heat a passenger compartment, the heating effect is improved, and the problem that an existing gas-supplementing enthalpy-increasing heat pump system is poor in heating effect within the temperature range of-5 DEG C to 0 DEG C is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management of pure electric vehicles, and in particular to a heat pump system based on an air-injection enthalpy-increasing compressor and a double-helix vortex tube. Background Art

[0002] Energy shortages and climate change have attracted global attention to pure electric vehicles, which have the advantages of energy conservation and environmental protection. The car air conditioning system ensures the comfort of drivers and passengers in the car. Traditional fuel car air conditioning is driven by the engine, which uses fuel to provide the power required for air conditioning, providing cooling to the car in summer and heating in winter using the engine's waste heat. Pure electric vehicles are powered by electricity provided by batteries. Without an engine, they cannot use waste heat as a warming source.

[0003] The existing air-injection heat pump system mainly consists of an air-injection heat pump compressor, an in-vehicle heat exchanger, an out-vehicle heat exchanger, an economizer, and an expansion valve. When heating, the refrigerant flows from the compressor exhaust port to the in-vehicle heat exchanger for heat exchange. The refrigerant that completes condensation and heat release in the in-vehicle heat exchanger enters the economizer directly on one side and enters the economizer on the other side after throttling and expansion by the electronic expansion valve to exchange heat with the main refrigerant, and then enters the compressor through the air-injection hole of the compressor. After the main refrigerant completes heat exchange in the economizer, it enters the out-vehicle heat exchanger after throttling and expansion by the expansion valve to evaporate and absorb heat, and then enters the compressor through the compressor air inlet hole.

[0004] At the same time, the heating effect of the air-injection enthalpy-increasing compressor heat pump system is poor in the range of -5℃ to 0℃, which is not as good as the heat pump system with a single-stage compressor. It will also make the existing heat pump air-conditioning system and cooling system have both refrigerant and coolant as working fluids, so refrigerant pipelines and coolant pipelines and related water pumps and other components are required, which are costly, have a high failure rate, and have low heat exchange efficiency;

[0005] To this end, a heat pump system based on an air-supplying and enthalpy-increasing compressor and a double-helix vortex tube is designed to provide another technical solution to the above-mentioned technical problems. Summary of the invention

[0006] Based on this, it is necessary to provide a heat pump system based on an air-injection enthalpy-increasing compressor and a double-helix vortex tube to solve the technical problems raised in the above background technology.

[0007] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0008] The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube comprises a first refrigerant circuit and a second refrigerant circuit, wherein the first refrigerant circuit is arranged on the top of the second refrigerant circuit;

[0009] The first refrigerant circuit is composed of an air-increasing reheat compressor, a first four-way valve 4W1, an outdoor heat exchanger, a first electronic fan, a first indoor heat exchanger, a third electronic fan, a gas-liquid separator, a first solenoid valve D1, a seventh solenoid valve D7, a first electronic expansion valve P1 and a fourth electronic expansion valve P4. The bottom of the air-increasing reheat compressor is connected to the gas-liquid separator, the top of the air-increasing reheat compressor is connected to the first four-way valve 4W1, one end of the first four-way valve 4W1 is connected to the outdoor heat exchanger, and one end of the outdoor heat exchanger is provided with a first Electronic fan, the top of the first four-way valve 4W1 is connected to the first in-vehicle heat exchanger through a pipeline, one end of the first in-vehicle heat exchanger is provided with a third electronic fan, the bottom of the external heat exchanger is connected to the first solenoid valve D1 through a pipeline, the outer side of the first solenoid valve D1 is connected to the first electronic expansion valve P1, one end of the first solenoid valve D1 is connected to the seventh solenoid valve D7 through a pipeline, the outer side of the seventh solenoid valve D7 is connected to the fourth electronic expansion valve P4, and the seventh solenoid valve D7 is connected to the bottom of the first in-vehicle heat exchanger.

[0010] As a preferred embodiment of the heat pump system based on the air-increasing reheat compressor and the double-helix vortex tube provided in the present invention, the first four-way valve 4W1 is respectively provided with a 4W1-1 interface, a 4W1-2 interface, a 4W1-3 interface and a 4W1-4 interface, the exhaust end of the air-increasing reheat compressor is connected to the 4W1-3 interface of the first four-way valve 4W1, the outdoor heat exchanger is connected to the 4W1-2 interface of the first four-way valve 4W1, and the 4W1-1 interface on the first four-way valve 4W1 is connected to the first indoor heat exchanger.

[0011] As a preferred embodiment of the heat pump system based on the air-injection and enthalpy-increasing compressor and the double-helix vortex tube provided by the present invention, the second refrigerant circuit is composed of a second three-way valve 3W2 and a third electronic expansion valve P3, one end of the second three-way valve 3W2 is connected to the bottom of the gas-liquid separator, and one end of the second three-way valve 3W2 is also connected to the first four-way valve 4W1, the top of the second three-way valve 3W2 is connected to the second in-vehicle heat exchanger, the bottom of the second three-way valve 3W2 is connected to the second four-way valve 4W2, and the bottom of the first in-vehicle heat exchanger is connected to the third electronic expansion valve P3.

[0012] As a preferred embodiment of the heat pump system based on the air-injection reheat-increasing compressor and the double-helix vortex tube provided by the present invention, it also includes a direct-cooling battery pack and a motor and electronic control cooling branch. A direct-cooling battery pack is arranged at the bottom of the motor and electronic control cooling branch. The motor and electronic control cooling branch uses oil cooling to allow the oil to take away the heat of the motor, exchanges heat with the refrigerant through a plate heat exchanger, and cools the electronic control through a cooling plate.

[0013] As a preferred embodiment of the heat pump system based on the air-injection enthalpy-increasing compressor and the double-helix vortex tube provided by the present invention, the second refrigerant circuit is composed of a second electronic expansion valve P2, a first double-helix vortex tube, a second solenoid valve D2, a third solenoid valve D3, a fourth solenoid valve D4, a fifth solenoid valve D5, a sixth solenoid valve D6, a second vortex tube, a third three-way valve 3W3, a radiator, a second electronic fan, a second in-vehicle heat exchanger, a second four-way valve 4W2 and a first three-way valve 3W1, and one end of the motor and the electronically controlled cooling branch is connected to the second The solenoid valve D2, the other end of the motor and the electronically controlled cooling branch is connected to a fourth solenoid valve D4, one end of the direct-cooled battery pack is connected to a third solenoid valve D3, the other end of the direct-cooled battery pack is connected to a fifth solenoid valve D5, one end of the fourth solenoid valve D4 and the fifth solenoid valve D5 is connected to a first connecting pipe, the first connecting pipe is connected to the third electronic expansion valve P3, the second solenoid valve D2 and the third solenoid valve D3 are connected to a second connecting pipe at one end away from the fourth solenoid valve D4 and the fifth solenoid valve D5, one end of the second connecting pipe is connected to the third electronic expansion valve P3, The second end of the second in-vehicle heat exchanger is connected to a second electronic expansion valve P2, the second electronic expansion valve P2 is connected to the bottom of the external heat exchanger, the bottom of the second in-vehicle heat exchanger is connected to a third three-way valve 3W3, the end of the third three-way valve 3W3 away from the second in-vehicle heat exchanger is connected to a second double-helix vortex tube, the top of the third three-way valve 3W3 is connected to a radiator, one end of the radiator is provided with a second electronic fan, the top of the radiator is connected to a second four-way valve 4W2, and the end of the second double-helix vortex tube away from the third three-way valve 3W3 is connected to the second four-way valve 4 W2 is connected, the bottom of the second double helix vortex tube is connected to the pipe between the first connecting pipe and the electronic expansion valve P3, one end of the air replenishment and enthalpy increasing compressor is connected to the first three-way valve 3W1, one end of the first three-way valve 3W1 is connected to the second four-way valve 4W2, the other end of the first three-way valve 3W1 is connected to the first double helix vortex tube, one end of the first double helix vortex tube is connected to the solenoid valve D6, one end of the solenoid valve D6 is connected to the second in-vehicle heat exchanger, and the bottom of the first double helix vortex tube is connected to the electronic expansion valve P2.

[0014] As a preferred embodiment of the heat pump system based on the air-injection enthalpy-increasing compressor and the double-helix vortex tube provided by the present invention, the second double-helix vortex tube is respectively provided with three interfaces 501, 502 and 503, the low-temperature refrigerant outlet 501 of the second double-helix vortex tube is connected to the second four-way valve 4W2, the air inlet 502 of the second double-helix vortex tube is connected to the pipeline between the first connecting pipeline and the electronic expansion valve P3, and the high-temperature refrigerant outlet 503 of the second double-helix vortex tube is connected to the third three-way valve 3W3;

[0015] The first double helix vortex tube is respectively provided with three interfaces 401, 402 and 403. The low-temperature refrigerant outlet interface 401 of the first double helix vortex tube is connected to the first three-way valve 3W1, the air inlet 402 of the first double helix vortex tube is connected to the electronic expansion valve P2, and the high-temperature refrigerant outlet interface 403 of the first double helix vortex tube is connected to the solenoid valve D6.

[0016] As a preferred embodiment of the heat pump system based on the air-injection and reheat-increasing compressor and the double-helix vortex tube provided in the present invention, the second three-way valve 3W2 is respectively provided with a 3W2-1 interface, a 3W2-2 interface and a 3W2-3 interface, the 3W2-2 interface on the second three-way valve 3W2 is respectively connected to the inlet of the gas-liquid separator and the 4W1-4 interface on the first four-way valve 4W1, the 3W2-1 interface of the second three-way valve 3W2 is connected to the second in-vehicle heat exchanger, and the second three-way valve 3W2 and the 3W2-3 interface are connected to the second four-way valve 4W2.

[0017] As a preferred embodiment of the heat pump system based on the air-injection enthalpy-increasing compressor and the double-helix vortex tube provided by the present invention, the second four-way valve 4W2 is respectively provided with a 4W2-1 interface, a 4W2-2 interface, a 4W2-3 interface and a 4W2-4 interface, the second three-way valve 3W2 and the 3W2-3 interface are connected to the 4W2-1 interface of the second four-way valve 4W2, the radiator is connected to the 4W2-4 interface of the second four-way valve 4W2, the 4W2-3 interface of the second four-way valve 4W2 is connected to the low-temperature refrigerant outlet 501 of the second double-helix vortex tube, and the 4W2-2 of the second four-way valve 4W2 is connected to the first three-way valve 3W1;

[0018] The third three-way valve 3W3 is respectively provided with a 3W3-1 interface, a 3W3-2 interface and a 3W3-3 interface, the bottom of the second in-vehicle heat exchanger is connected to the 3W3-3 interface on the third three-way valve 3W3, the 3W3-2 interface on the third three-way valve 3W3 is connected to the high-temperature refrigerant outlet 503 of the second double-helix vortex tube, and the 3W3-1 interface of the third three-way valve 3W3 is connected to the radiator;

[0019] The first three-way valve 3W1 is respectively provided with a 3W1-1 interface, a 3W1-2 interface and a 3W1-3 interface. One end of the air-supplying and reheat-increasing compressor is connected to the 3W1-1 interface of the first three-way valve 3W1, the 3W1-2 interface of the first three-way valve 3W1 is connected to the first double-helix vortex tube, and the 3W1-3 interface of the first three-way valve 3W1 is connected to the 4W2-2 interface of the second four-way valve 4W2.

[0020] As a preferred embodiment of the heat pump system based on the air-injection enthalpy-increasing compressor and the double-helix vortex tube provided by the present invention, the refrigerant is R134a.

[0021] It can be seen without a doubt that the above-mentioned technical solution of the present application can definitely solve the technical problem to be solved by the present application.

[0022] At the same time, through the above technical solutions, the present invention has at least the following beneficial effects:

[0023] 1. The heat pump system based on the air-injection reheat-increasing compressor and the double-helix vortex tube provided by the present invention uses the double-helix vortex tube as an intermediate heat exchanger of the air-injection branch, has a simple structure, effectively reduces the operating temperature of the compressor, improves its working efficiency, and reduces the loss of the compressor. At the same time, by using the double-helix vortex tube as an intermediate heat exchanger, the refrigerant that absorbs the heat of the motor, the electronic control and the battery is separated into hot and cold, and the low-temperature refrigerant enters the air-injection port, thereby reducing the compressor temperature and improving the compressor efficiency. The high-temperature gas coming out of the double-helix vortex tube enters the second in-vehicle heat exchanger, and is thermally coupled with the first in-vehicle heat exchanger to heat the passenger compartment together, thereby increasing the heating effect and improving the problem of poor heating effect in the temperature range of -5°C to 0°C.

[0024] 2. The present invention uses a double-helix vortex tube to separate the refrigerant that has absorbed the heat of the battery pack and the motor from the cold and hot refrigerant. The low-temperature refrigerant enters the air supply port of the compressor, which reduces the operating temperature of the compressor and improves its working efficiency. Therefore, the entire air supply enthalpy increase heat pump system can achieve cooling / heating of the passenger compartment without too much power, while cooling components such as the battery pack and the motor, thereby eliminating the use of coolant and its pipelines, reducing costs and reducing failure rates. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0026] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0027] Figure 2 is a schematic diagram of a first heating mode of the present invention;

[0028] Figure 3 This is a schematic diagram of the air supplement and enthalpy increase heating mode of the present invention;

[0029] Figure 4 It is a schematic diagram of the air-supplementing enthalpy-increasing refrigeration mode of the present invention;

[0030] Figure 5It is a schematic diagram of the battery, motor and electronic control cooling mode of the present invention;

[0031] Figure 6 Schematic diagram of the motor cooling system of the present invention.

[0032] In the figure: 1. air-increasing and reheat-increasing compressor; 2. off-board heat exchanger; 3. first electronic fan; 4. first double-helix vortex tube; 5. second double-helix vortex tube; 6. radiator; 7. second electronic fan; 8. first in-car heat exchanger; 9. second in-car heat exchanger; 10. third electronic fan; 11. gas-liquid separator. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0034] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings.

[0035] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features and technical solutions in the embodiments may be combined with each other.

[0036] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0037] Reference Figure 1-Figure 6 , a heat pump system based on an air-injection enthalpy-increasing compressor and a double-helix vortex tube.

[0038] It includes a direct-cooling battery pack, a motor and an electronic control cooling branch, the direct-cooling battery pack is arranged at the bottom of the motor and electronic control cooling branch, a second refrigerant circuit is arranged on the outside of the motor and electronic control cooling branch, and a first refrigerant circuit is arranged on the top of the second refrigerant circuit;

[0039] In this embodiment, the refrigerant is R134a.

[0040] The first refrigerant circuit is composed of an air-increasing and reheat-increasing compressor 1, a first four-way valve 4W1, an outdoor heat exchanger 2, a first electronic fan 3, a first indoor heat exchanger 8, a third electronic fan 10, a gas-liquid separator 11, a first solenoid valve D1, a seventh solenoid valve D7, a first electronic expansion valve P1 and a fourth electronic expansion valve P4. The bottom of the air-increasing and reheat-increasing compressor 1 is connected to the gas-liquid separator 11, and the top of the air-increasing and reheat-increasing compressor 1 is connected to the first four-way valve 4W1. The four connection ports of the first four-way valve 4W1 are 4W1-1 port, 4W1-2 port, and 4W1-3 port respectively. and 4W1-4 interface, the exhaust end of the air-injection enthalpy-increasing compressor 1 is connected to the 4W1-3 interface of the first four-way valve 4W1, one end of the first four-way valve 4W1 is connected to the vehicle-outside heat exchanger 2, and one end of the vehicle-outside heat exchanger 2 is provided with a first electronic fan 3, so that the vehicle-outside heat exchanger 2 is connected to the 4W1-2 interface of the first four-way valve 4W1, and the top of the first four-way valve 4W1 is connected to the first vehicle-inside heat exchanger 8 through a pipeline, and one end of the first vehicle-inside heat exchanger 8 is provided with a third electronic fan 10, so as to connect the 4W1-1 interface on the first four-way valve 4W1 to the first vehicle-inside heat exchanger 8;

[0041] The bottom of the vehicle exterior heat exchanger 2 is connected to a first solenoid valve D1 through a pipeline, and the outer side of the first solenoid valve D1 is connected to a first electronic expansion valve P1, and then the two ends of the first solenoid valve D1 are controlled by the first electronic expansion valve P1, one end of the first solenoid valve D1 is connected to a seventh solenoid valve D7 through a pipeline, and the outer side of the seventh solenoid valve D7 is connected to a fourth electronic expansion valve P4, and then the two ends of the seventh solenoid valve D7 are controlled by the fourth electronic expansion valve P4, and the seventh solenoid valve D7 is connected to the bottom of the first vehicle interior heat exchanger 8;

[0042] The second refrigerant circuit is composed of a second electronic expansion valve P2, a third electronic expansion valve P3, a first double-helix vortex tube 4, a second solenoid valve D2, a third solenoid valve D3, a fourth solenoid valve D4, a fifth solenoid valve D5, a sixth solenoid valve D6, a second vortex tube 5, a third three-way valve 3W3, a radiator 6, a second electronic fan 7, a second in-vehicle heat exchanger 9, a second four-way valve 4W2, a second three-way valve 3W2 and a first three-way valve 3W1. One end of the second three-way valve 3W2 is connected to the bottom of the gas-liquid separator 11, and one end of the second three-way valve 3W2 is also connected to the first four-way valve 3W1. The second three-way valve 3W2 is connected to the first four-way valve 4W1, and three interfaces are provided on the second three-way valve 3W2, namely, the 3W2-1 interface, the 3W2-2 interface and the 3W2-3 interface, so that the 3W2-2 interface on the second three-way valve 3W2 can be connected to the inlet of the gas-liquid separator 11 and the 4W1-4 interface on the first four-way valve 4W1 at the same time; the top of the second three-way valve 3W2 is connected to the second in-vehicle heat exchanger 9, and the second in-vehicle heat exchanger 9 is located at one end of the first in-vehicle heat exchanger 8, so that the 3W2-1 interface of the second three-way valve 3W2 can be connected to the second in-vehicle heat exchanger 9;

[0043] The bottom of the second three-way valve 3W2 is connected to the second four-way valve 4W2, and the second four-way valve 4W2 is provided with four interfaces, namely, interface 4W2-1, interface 4W2-2, interface 4W2-3 and interface 4W2-4. The second three-way valve 3W2 and the interface 3W2-3 are connected to the interface 4W2-1 of the second four-way valve 4W2, and the bottom of the first in-vehicle heat exchanger 8 is connected to the third electronic expansion valve P3;

[0044] One end of the motor and electronically controlled cooling branch is connected to the second solenoid valve D2, and the other end of the motor and electronically controlled cooling branch is connected to the fourth solenoid valve D4. The motor and electronically controlled cooling branch is assisted by the second solenoid valve D2 and the fourth solenoid valve D4. One end of the direct-cooled battery pack is connected to the third solenoid valve D3, and the other end of the direct-cooled battery pack is connected to the fifth solenoid valve D5. The third solenoid valve D3 and the fifth solenoid valve D5 form a direct-cooled battery pack cooling circuit for the direct-cooled battery pack, and the direct-cooled battery pack cooling circuit is connected in parallel with the motor and electronically controlled cooling branch. One end of the fourth solenoid valve D4 and the fifth solenoid valve D5 is connected to a first connecting pipe, and the first connecting pipe is connected to the third electronic expansion valve P3. The second solenoid valve D2 and the third solenoid valve D3 are connected to a second connecting pipe at one end away from the fourth solenoid valve D4. One end of the second connecting pipe is connected to the second electronic expansion valve P2. The second electronic expansion valve P2 is connected to the bottom of the external heat exchanger 2 to form a flow;

[0045] The bottom of the second in-car heat exchanger 9 is connected to a third three-way valve 3W3, and the third three-way valve 3W3 is provided with three connection ports, namely, a 3W3-1 port, a 3W3-2 port and a 3W3-3 port, so that the bottom of the second in-car heat exchanger 9 is connected to the 3W3-3 port on the third three-way valve 3W3, and the end of the third three-way valve 3W3 away from the second in-car heat exchanger 9 is connected to the second double-helix vortex tube 5, and the ports of the second double-helix vortex tube 5 include three ports 501, 502 and 503, so that the 3W3-2 port on the third three-way valve 3W3 is connected to the high-temperature refrigerant outlet 503 of the second double-helix vortex tube 5, and the top of the third three-way valve 3W3 is connected to the radiator 6, so that the 3W3-1 port of the third three-way valve 3W3 is connected to the radiator 6;

[0046] A second electronic fan 7 is provided at one end of the radiator 6, and the heat dissipation effect of the radiator 6 is improved by the second electronic fan 7. The top of the radiator 6 is connected to the second four-way valve 4W2, so that the radiator 6 can be connected to the 4W2-4 interface of the second four-way valve 4W2. The end of the second double helix vortex tube 5 away from the third three-way valve 3W3 is connected to the second four-way valve 4W2, so that the low-temperature refrigerant outlet 501 of the second double helix vortex tube 5 is connected to the 4W2-3 interface of the second four-way valve 4W2; the bottom of the second double helix vortex tube 5 is connected to the pipeline between the first connecting pipeline and the electronic expansion valve P3, so that the 502 interface of the second double helix vortex tube 5 is connected to the pipeline between the first connecting pipeline and the electronic expansion valve P3;

[0047] One end of the air-inflation and reheat-increasing compressor 1 is connected to the first three-way valve 3W1, and the first three-way valve 3W1 is provided with three interfaces, namely, the 3W1-1 interface, the 3W1-2 interface and the 3W1-3 interface, so that one end of the air-inflation and reheat-increasing compressor 1 is connected to the 3W1-1 interface of the first three-way valve 3W1, and one end of the first three-way valve 3W1 is connected to the second four-way valve 4W2, so that the 3W1-3 interface of the first three-way valve 3W1 is connected to the 4W2-2 interface of the second four-way valve 4W2, and the other end of the first three-way valve 3W1 is connected to the first double-helix vortex tube 4, and the first double-helix vortex tube 4 is provided with three interfaces 401, 402 and 403, so that the low-temperature refrigerant outlet 401 interface of the first double-helix vortex tube 4 is connected to the 3W1-2 interface of the first three-way valve 3W1;

[0048] One end of the first double helix vortex tube 4 is connected to a solenoid valve D6, so that the high-temperature refrigerant outlet 403 interface of the first double helix vortex tube 4 is connected to the solenoid valve D6, one end of the solenoid valve D6 is connected to the second in-vehicle heat exchanger 9, and the bottom of the first double helix vortex tube 4 is connected to the electronic expansion valve P2, and then the air inlet 402 of the first double helix vortex tube 4 is connected to the electronic expansion valve P2.

[0049] refer to Figure 6 , specifically an integrated motor and electronic control cooling circuit, with cooling oil in the pipeline, the motor is oil-cooled, and the refrigerant indirectly cools the motor; Y1 is an oil pump, Y2 is a plate heat exchanger, the oil pump Y1 and the plate heat exchanger Y2 are integrated, the outlet of the oil pump Y1 is connected to the oil inlet of the motor, the oil inlet of the oil pump Y1 is connected to one end of the oil side of the plate heat exchanger Y2, and the other end of the oil side of the plate heat exchanger Y2 (that is, the refrigerant side port, where the oil side is cooling oil) is connected to the cooling oil outlet of the motor.

[0050] In the description of the positional relationship of the structure in this embodiment, the top, bottom, one end, the other end, one side and the other side appearing therein are all based on the present application. Figure 1-Figure 5The illustration is used to describe the orientation, which does not indicate the required installation position of the structure of the device of the present application in actual application. The position can be adjusted as needed during actual installation.

[0051] When working, it has the following modes: passenger compartment heating mode, air supply enthalpy increase heating mode, air supply enthalpy increase cooling mode, battery, motor and electronic control cooling mode;

[0052] refer to Figure 2 , is the passenger compartment heating mode. In this mode, the air supply branch is closed and the compressor is a single-stage compressor. The electronic expansion valves (the second electronic expansion valve P2, the third electronic expansion valve P3, and the fourth electronic expansion valve P4) are closed, and the solenoid valves (the first solenoid valve D1, the second solenoid valve D2, the third solenoid valve D3, the fourth solenoid valve D4, the fifth solenoid valve D5, and the sixth solenoid valve D6) are closed. The ports 4W1-1 and 4W1-3 of the first four-way valve 4W1 are connected, and the ports 4W1-2 and 4W1-4 are connected. After being compressed in the air supply and reheat increasing compressor 1, the refrigerant flows out from the exhaust port of the air supply and reheat increasing compressor 1, flows through the first four-way valve 4W1 to the first in-vehicle heat exchanger 8 for condensation and heat release, and the third electronic fan 10 drives the air to flow through the gap of the first in-vehicle heat exchanger 8, and exchanges heat with the refrigerant in the first in-vehicle heat exchanger 8 to heat the passenger compartment. After the refrigerant that completes the heat exchange in the first in-vehicle heat exchanger 8 flows out of the first in-vehicle heat exchanger 8, it passes through the seventh solenoid valve D7 and flows to the first electronic expansion valve P1. After throttling and expansion at the first electronic expansion valve P1, it flows into the external heat exchanger 2 to evaporate and absorb heat. The first electronic fan 3 drives the air to flow through the gap of the external heat exchanger 2 and exchanges heat with the refrigerant in the external heat exchanger 2. The refrigerant that completes the heat exchange in the external heat exchanger 2 passes through the first four-way valve 4W1 and the gas-liquid separator 11, and enters the compressor from the air inlet of the air replenishment and reheat increase compressor 1 to start the next cycle.

[0053] like Figure 3As shown, it is the air-injection and reheat-increasing heating mode. In this mode, the first solenoid valve D1 is closed, the electronic expansion valve (the second electronic expansion valve P2, the fourth electronic expansion valve P4) is closed, the second double-helix vortex tube 5 does not work, and the radiator 6 and the second electronic fan 7 do not work. Port 4W1-1 and port 4W1-3 of the first four-way valve 4W1 are connected, and port 4W1-2 and port 4W1-4 are connected. Port 3W1-1 and port 3W1-2 of the first three-way valve 3W1 are connected. After the refrigerant is compressed in the air-injection and reheat-increasing compressor 1, it flows out through the exhaust port, passes through the first four-way valve 4W1 and flows to the first in-vehicle heat exchanger 8 to condense and release heat, and the third electronic fan 10 drives the air to flow through the gap of the first in-vehicle heat exchanger 8 to exchange heat with the refrigerant. The refrigerant that has completed the heat exchange flows out from the first in-vehicle heat exchanger 8 and is divided into two paths. The main refrigerant flows to the first electronic expansion valve P1 through the seventh solenoid valve D7 for throttling and expansion, and then flows to the external heat exchanger 2 for evaporation and heat absorption. The first electronic fan 3 drives the air to flow through the gap of the external heat exchanger 2 and exchanges heat with the refrigerant. The refrigerant that has completed the heat exchange flows out from the external heat exchanger 2, passes through the first four-way valve 4W1 and the gas-liquid separator 11, and enters the compressor from the compressor air inlet. After the refrigerant in the air supply branch is throttled and expanded by the third electronic expansion valve P3, one path of the refrigerant flows to the direct-cooled battery pack through the fifth solenoid valve D5, evaporates and absorbs heat at the cold plate of the direct-cooled battery pack, and cools the battery pack. The refrigerant that has completed the heat absorption flows to the air inlet 402 of the first double-helix vortex tube 4 through the third solenoid valve D3, and enters from the air inlet 402 of the first double-helix vortex tube 4. The other path of the refrigerant flows to the plate heat exchanger Y2 at the motor and electric drive through the fourth solenoid valve D4, evaporates and absorbs heat. The refrigerant that has completed the evaporation and heat absorption flows to the air inlet 402 of the first double-helix vortex tube 4 through the second solenoid valve D2, and enters from the air inlet 402 of the first double-helix vortex tube 4. The refrigerant enters through 402, and the refrigerant carrying the heat of the motor, electronic control and battery is separated into hot and cold in the first double helix vortex tube 4. The high-temperature refrigerant flows out through the high-temperature refrigerant outlet 403 of the first double helix vortex tube 4, flows through the solenoid valve D6 to the second in-vehicle heat exchanger 9 to release heat and thermally couple with the heat pump air conditioner to heat the passenger compartment together. The refrigerant that has completed heat release in the second in-vehicle heat exchanger 9 flows back to the compressor through the second three-way valve 3W2 and the gas-liquid separator 11. The low-temperature refrigerant separated into hot and cold in the first double helix vortex tube 4 flows out through the low-temperature refrigerant outlet 401 of the first double helix vortex tube 4, and enters the air supply port of the compressor through the first three-way valve 3W1.

[0054] like Figure 4As shown, it is the air-injection enthalpy-increasing refrigeration mode. In this mode, the electronic expansion valves (the first electronic expansion valve P1 and the third electronic expansion valve P3) do not work, and the solenoid valves (the sixth solenoid valve D6 and the seventh solenoid valve D7) are closed. Port 4W1-1 of the first four-way valve 4W1 is connected to port 4W1-4, and port 4W1-2 is connected to port 4W1-3. Port 4W2-1 of the second four-way valve 4W2 is connected to port 4W2-4, and port 4W2-2 is connected to port 4W2-3. Port 3W1-1 of the first three-way valve 3W1 is connected to port 3W1-3. Port 3W2-2 of the second three-way valve 3W2 is connected to port 3W2-3. Port 3W3-1 of the third three-way valve 3W3 is connected to port 3W3-2. After being compressed in the air-increasing and reheat-increasing compressor 1, the refrigerant flows out through the exhaust port, passes through the first four-way valve 4W1 and flows to the outside heat exchanger 2 to condense and release heat, and the first electronic fan 3 drives the air to pass through the gap of the outside heat exchanger 2 to exchange heat with the refrigerant. After the refrigerant has exchanged heat in the outside heat exchanger 2, it passes through the first solenoid valve D1 and flows to the fourth electronic expansion valve P4 for throttling and expansion, and then enters the first inside heat exchanger 8 to evaporate and absorb heat. The third electronic fan 10 drives the air to flow through the gap of the first inside heat exchanger 8 to exchange heat with the refrigerant. After completing the heat exchange, the refrigerant flows out of the first inside heat exchanger 8, passes through the first four-way valve 4W1 and the gas-liquid separator 11, and enters the compressor from the air inlet of the air-increasing and reheat-increasing compressor 1. The other path flows to the second electronic expansion valve P2 for throttling expansion, and then passes through the second solenoid valve D2 and the third solenoid valve D3 to the direct cooling battery pack and the motor electronic control for evaporation and heat exchange. After completing the heat exchange, the refrigerant passes through the fourth solenoid valve D4 and the fifth solenoid valve D5, and flows to the air inlet 502 of the second double helix vortex tube 5 to enter the second double helix vortex tube 5 for hot and cold separation. The low-temperature refrigerant flows out from the low-temperature refrigerant outlet 501 of the second double helix vortex tube 5, and enters the compressor from the air supply port of the air supply and reheat increasing compressor 1 through the second four-way valve 4W2 and the first three-way valve 3W1. The high-temperature refrigerant flows out from the high-temperature refrigerant outlet 503 of the second double helix vortex tube 5, and enters the radiator 6 through the third three-way valve 3W3 for heat dissipation. The second electronic fan 7 drives the air to flow through the gap of the radiator 6 to exchange heat with the refrigerant. After completing the heat dissipation, the refrigerant passes through the second four-way valve 4W2, the second three-way valve 3W2, and the gas-liquid separator 11 from the air inlet of the air supply and reheat increasing compressor 1 to enter the compressor.

[0055] like Figure 5As shown, it is the battery, motor, and electronically controlled cooling mode. In this mode, the second electronic expansion valve P2 works, the solenoid valves (the second solenoid valve D2, the third solenoid valve D3, the fourth solenoid valve D4, and the fifth solenoid valve D5) work, and the remaining electronic expansion valves and solenoid valves do not work. Port 4W1-2 and port 4W1-3 of the first four-way valve 4W1 are connected. Port 4W2-1 and port 4W2-4 of the second four-way valve 4W2 are connected, and port 4W2-2 and port 4W2-3 are connected. Port 3W1-1 and port 3W1-3 of the first three-way valve 3W1 are connected. Port 3W2-2 and port 3W2-3 of the second three-way valve 3W2 are connected. Port 3W3-1 and port 3W3-2 of the third three-way valve 3W3 are connected. After being compressed in the air replenishment and enthalpy increase compressor 1, the refrigerant flows out through the exhaust port, passes through the first four-way valve 4W1 and flows to the outside heat exchanger 2 to condense and release heat. The first electronic fan 3 drives the air to flow through the gap of the outside heat exchanger 2 to exchange heat with the refrigerant. After the heat exchange is completed, the refrigerant flows to the throttling expansion valve at the second electronic expansion valve P2, and then passes through the second solenoid valve D2 and the third solenoid valve D3 to flow to the direct cooling battery pack and the motor and the electronic control to evaporate and absorb heat. After the heat exchange is completed, the refrigerant passes through the fourth solenoid valve D4 and the fifth solenoid valve D5 and flows to the air inlet 50 of the second double helix vortex tube 5. 2 enters the second double helix vortex tube 5 for cold and hot separation, the low-temperature refrigerant flows out through the low-temperature refrigerant outlet 501, enters the compressor from the air supply port of the air supply and reheat increasing compressor 1 through the second four-way valve 4W2 and the first three-way valve 3W1, and the high-temperature refrigerant flows out through the high-temperature refrigerant outlet 503 and enters the radiator 6 through the third three-way valve 3W3 for heat dissipation. The second electronic fan 7 drives the air to flow through the gap of the radiator 6 to exchange heat with the refrigerant. After the heat exchange, the refrigerant enters the compressor from the air inlet of the air supply and reheat increasing compressor 1 through the second four-way valve 4W2, the second three-way valve 3W2 and the gas-liquid separator 11.

[0056] like Figure 6 As shown, after the cooling oil exchanges heat with the refrigerant in the plate heat exchanger Y2, it is sucked out by the oil pump Y1 and pumped to the motor and electronic control to cool the motor and electronic control. The oil after absorbing the motor and electronic control enters the plate heat exchanger Y2 to continue to exchange heat with the refrigerant.

[0057] The results are as follows:

[0058] 1. Use refrigerant to directly cool the battery, and the battery is preheated in winter by electric pulse heating. The cooling of the motor and electric drive uses the method of heat exchange between refrigerant and oil. It eliminates the need for coolant, coolant pipelines, water pumps and other components, saving costs and reducing the failure rate. At the same time, because the refrigerant is directly used to exchange heat with the battery and cooling oil, there is no intermediate working fluid, which improves the heat exchange efficiency and allows the battery and motor to be quickly cooled to a suitable operating temperature.

[0059] 2. Use a double-helix vortex tube as an intermediate heat exchanger. When heating the passenger compartment in winter, the refrigerant absorbed by the battery, motor and electronic control is sprayed into the double-helix vortex tube by an electric injector, and the cold and hot are separated in the vortex tube. The low-temperature refrigerant enters the air supply port of the air supply and enthalpy increase compressor 1, and mixes with the refrigerant entering the main circuit in the compressor, which reduces the temperature of the compressor, improves the efficiency of the compressor, and enhances the heating effect. The high-temperature refrigerant flows out from the high-temperature refrigerant outlet of the double-helix vortex tube, undergoes heat exchange in the second in-vehicle heat exchanger 9, and is thermally coupled with the air conditioner to heat the passenger compartment together. The heating effect of the existing air supply and enthalpy increase heat pump system in the range of -5℃-0℃ is not as good as that of the heat pump system with a single-stage compressor, and the present invention makes up for this deficiency through this thermal coupling method. In addition, through this thermal coupling, the heating capacity of the heat pump system in a low-temperature environment is improved.

[0060] 3. Due to the provision of the second double helix vortex tube 5 and the radiator 6, during summer cooling, the refrigerant that has absorbed the heat from the battery, the motor and the electronic control is separated into cold and hot in the second double helix vortex tube 5, and the low-temperature refrigerant enters the compressor from the air supply port of the air supply and reheat increasing compressor 1. The high-temperature refrigerant dissipates heat in the radiator 6 and then mixes with the main refrigerant and enters the compressor from the compressor air inlet, thereby reducing the operating temperature of the air supply and reheat increasing compressor 1 and improving the refrigeration performance of the air supply and reheat increasing heat pump system in high temperature environments in summer.

[0061] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the present invention to the specific implementation methods described. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A heat pump system based on an air-injection enthalpy-increasing compressor and a double-helix vortex tube, characterized in that: It comprises a first refrigerant circuit and a second refrigerant circuit, wherein the first refrigerant circuit is arranged on the top of the second refrigerant circuit; The first refrigerant circuit is composed of an air-increasing and reheat-increasing compressor (1), a first four-way valve 4W1, an off-vehicle heat exchanger (2), a first electronic fan (3), a first on-vehicle heat exchanger (8), a third electronic fan (10), a gas-liquid separator (11), a first solenoid valve D1, a seventh solenoid valve D7, a first electronic expansion valve P1 and a fourth electronic expansion valve P4. The bottom of the air-increasing and reheat-increasing compressor (1) is connected to the gas-liquid separator (11), the top of the air-increasing and reheat-increasing compressor (1) is connected to the first four-way valve 4W1, one end of the first four-way valve 4W1 is connected to the off-vehicle heat exchanger (2), and the off-vehicle heat exchanger (2 ) is provided with a first electronic fan (3), the top of the first four-way valve 4W1 is connected to a first in-vehicle heat exchanger (8) through a pipeline, one end of the first in-vehicle heat exchanger (8) is provided with a third electronic fan (10), the bottom of the external heat exchanger (2) is connected to a first solenoid valve D1 through a pipeline, the outer side of the first solenoid valve D1 is connected to a first electronic expansion valve P1, one end of the first solenoid valve D1 is connected to a seventh solenoid valve D7 through a pipeline, the outer side of the seventh solenoid valve D7 is connected to a fourth electronic expansion valve P4, and the seventh solenoid valve D7 is connected to the bottom of the first in-vehicle heat exchanger (8).

2. The heat pump system based on the air-injection enthalpy-increasing compressor and the double-helix vortex tube according to claim 1 is characterized in that: The first four-way valve 4W1 is provided with a 4W1-1 interface, a 4W1-2 interface, a 4W1-3 interface and a 4W1-4 interface respectively; the exhaust end of the air replenishment and enthalpy increase compressor (1) is connected to the 4W1-3 interface of the first four-way valve 4W1; the off-vehicle heat exchanger (2) is connected to the 4W1-2 interface of the first four-way valve 4W1; and the 4W1-1 interface on the first four-way valve 4W1 is connected to the first on-vehicle heat exchanger (8).

3. The heat pump system based on the air-injection enthalpy-increasing compressor and the double-helix vortex tube according to claim 2 is characterized in that: The second refrigerant circuit is composed of a second three-way valve 3W2 and a third electronic expansion valve P3, one end of the second three-way valve 3W2 is connected to the bottom of the gas-liquid separator (11), one end of the second three-way valve 3W2 is also connected to the first four-way valve 4W1, the top of the second three-way valve 3W2 is connected to the second in-vehicle heat exchanger (9), the bottom of the second three-way valve 3W2 is connected to the second four-way valve 4W2, and the bottom of the first in-vehicle heat exchanger (8) is connected to the third electronic expansion valve P3.

4. The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube according to claim 3 is characterized in that: It also includes a direct-cooled battery pack and a motor and electronic control cooling branch. A direct-cooled battery pack is arranged at the bottom of the motor and electronic control cooling branch. The motor and electronic control cooling branch uses oil cooling to allow the oil to take away the heat from the motor, exchanges heat with the refrigerant through a plate heat exchanger, and cools the electronic control through a cooling plate.

5. The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube according to claim 4 is characterized in that: The second refrigerant circuit is composed of a second electronic expansion valve P2, a first double-helix vortex tube (4), a second solenoid valve D2, a third solenoid valve D3, a fourth solenoid valve D4, a fifth solenoid valve D5, a sixth solenoid valve D6, a second vortex tube (5), a third three-way valve 3W3, a radiator (6), a second electronic fan (7), a second in-vehicle heat exchanger (9), a second four-way valve 4W2 and a first three-way valve 3W1, one end of the motor and the electronically controlled cooling branch is connected to the second solenoid valve D2, and the other end of the motor and the electronically controlled cooling branch is connected to the fourth solenoid valve D4. , one end of the direct-cooling battery pack is connected to a third solenoid valve D3, the other end of the direct-cooling battery pack is connected to a fifth solenoid valve D5, one end of the fourth solenoid valve D4 and the fifth solenoid valve D5 is connected to a first connecting pipe, the first connecting pipe is connected to a third electronic expansion valve P3, the second solenoid valve D2 and the third solenoid valve D3 are connected to a second connecting pipe at one end away from the fourth solenoid valve D4 and the fifth solenoid valve D5, one end of the second connecting pipe is connected to a second electronic expansion valve P2, the second electronic expansion valve P2 is connected to the bottom of the vehicle external heat exchanger (2) The bottom of the second in-vehicle heat exchanger (9) is connected to a third three-way valve 3W3, one end of the third three-way valve 3W3 away from the second in-vehicle heat exchanger (9) is connected to a second double-helix vortex tube (5), the top of the third three-way valve 3W3 is connected to a radiator (6), one end of the radiator (6) is provided with a second electronic fan (7), the top of the radiator (6) is connected to a second four-way valve 4W2, one end of the second double-helix vortex tube (5) away from the third three-way valve 3W3 is connected to the second four-way valve 4W2, and the second double-helix vortex tube (5) is connected to the second four-way valve 4W2. The bottom of the flow tube (5) is connected to the pipeline between the first connecting pipeline and the electronic expansion valve P3, one end of the air replenishment and enthalpy increase compressor (1) is connected to the first three-way valve 3W1, one end of the first three-way valve 3W1 is connected to the second four-way valve 4W2, the other end of the first three-way valve 3W1 is connected to the first double-helix vortex tube (4), one end of the first double-helix vortex tube (4) is connected to the solenoid valve D6, one end of the solenoid valve D6 is connected to the second in-vehicle heat exchanger (9), and the bottom of the first double-helix vortex tube (4) is connected to the electronic expansion valve P2.

6. The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube according to claim 5 is characterized in that: The second double helix vortex tube (5) is provided with three interfaces 501, 502 and 503 respectively, the low-temperature refrigerant outlet 501 of the second double helix vortex tube (5) is connected to the second four-way valve 4W2, the air inlet 502 of the second double helix vortex tube (5) is connected to the pipeline between the first connecting pipeline and the electronic expansion valve P3, and the high-temperature refrigerant outlet 503 of the second double helix vortex tube (5) is connected to the third three-way valve 3W3; The first double helix vortex tube (4) is respectively provided with three interfaces 401, 402 and 403. The low-temperature refrigerant outlet interface 401 of the first double helix vortex tube (4) is connected to the first three-way valve 3W1, the air inlet 402 of the first double helix vortex tube (4) is connected to the electronic expansion valve P2, and the high-temperature refrigerant outlet interface 403 of the first double helix vortex tube (4) is connected to the solenoid valve D6.

7. The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube according to claim 6 is characterized in that: The second three-way valve 3W2 is provided with a 3W2-1 interface, a 3W2-2 interface and a 3W2-3 interface respectively. The 3W2-2 interface on the second three-way valve 3W2 is respectively connected to the inlet of the gas-liquid separator (11) and the 4W1-4 interface on the first four-way valve 4W1. The 3W2-1 interface of the second three-way valve 3W2 is connected to the second in-vehicle heat exchanger (9). The second three-way valve 3W2 and the 3W2-3 interface are connected to the second four-way valve 4W2.

8. The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube according to claim 7 is characterized in that: The second four-way valve 4W2 is respectively provided with a 4W2-1 interface, a 4W2-2 interface, a 4W2-3 interface and a 4W2-4 interface, the second three-way valve 3W2 and the 3W2-3 interface are connected to the 4W2-1 interface of the second four-way valve 4W2, the radiator (6) is connected to the 4W2-4 interface of the second four-way valve 4W2, the 4W2-3 interface of the second four-way valve 4W2 is connected to the low-temperature refrigerant outlet 501 of the second double-helix vortex tube (5), and the 4W2-2 of the second four-way valve 4W2 is connected to the first three-way valve 3W1; The third three-way valve 3W3 is respectively provided with a 3W3-1 interface, a 3W3-2 interface and a 3W3-3 interface, the bottom of the second in-vehicle heat exchanger (9) is connected to the 3W3-3 interface on the third three-way valve 3W3, the 3W3-2 interface on the third three-way valve 3W3 is connected to the high-temperature refrigerant outlet 503 of the second double-helix vortex tube (5), and the 3W3-1 interface of the third three-way valve 3W3 is connected to the radiator (6); The first three-way valve 3W1 is respectively provided with a 3W1-1 interface, a 3W1-2 interface and a 3W1-3 interface, one end of the air-injection and enthalpy-increasing compressor (1) is connected to the 3W1-1 interface of the first three-way valve 3W1, the 3W1-2 interface of the first three-way valve 3W1 is connected to the first double-helix vortex tube (4), and the 3W1-3 interface of the first three-way valve 3W1 is connected to the 4W2-2 interface of the second four-way valve 4W2.

9. The heat pump system based on the air-compensating enthalpy-increasing compressor and the double-helix vortex tube according to any one of claims 1 to 8, characterized in that: The refrigerant is R134a.

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