Condensation-free framework of commercial vehicle air conditioner heat pump

Abstract

The invention relates to the technical field of commercial vehicle heat control, in particular to a commercial vehicle air conditioner heat pump non-condensation framework which is based on the principle that a condenser and a water-cooling condenser have similar functions and functional parts with the similar functions can be integrated, the refrigerant temperature in summer is far higher than the water temperature, a refrigerant can be cooled through the water-cooling condenser, and the condensation function is achieved. In winter, waste heat of the system can be released into the water-cooling condenser, waste heat in a water path is absorbed through the evaporation heat absorption principle of a refrigerant, the condenser function is integrated into the water-cooling condenser, the condenser is omitted, and the heat pump structure is simplified. In the framework, the four-way valve is used for reversing the flowing direction of a refrigerant, and meanwhile, the refrigerating and heating requirements are met; in addition, an air conditioner system, a battery system and a motor system are integrated, so that the assembly workload is reduced by more than 60%, the number of parts is reduced, and the cost can be reduced. And finally, through thermal system integration of the whole vehicle, thermal management development is performed from the perspective of energy management of the whole vehicle, energy is absorbed from the environment and waste heat, and the endurance mileage is greatly increased.

Description

Technical Field

[0001] The present invention relates to the technical field of commercial vehicle thermal control, and in particular to a non-condensing architecture of a commercial vehicle air-conditioning heat pump. Background Art

[0002] Heat pumps can greatly improve the range of new energy vehicles and are an important core technology of new energy vehicles. They are currently mainly promoted and applied in the field of passenger cars. The cooling / heating power of a single cab of commercial vehicles, especially heavy-duty trucks, is 600-800w in spring and autumn, and the conventional demand is 2-4kw. The maximum cooling capacity required for fast charging in summer is more than 20KW, and the heating demand in extreme cold conditions in winter is as high as 30KW. The cooling / heating demand of commercial vehicles has a large span, and it is difficult to meet the compressor displacement. If a large displacement is selected, there will be excess cooling capacity in spring and autumn, and the evaporator surface is prone to frost, thereby triggering the system's frost protection mechanism, resulting in frequent system start-stops. Frequent start-stops will affect the reliability of the entire system. Secondly, the temperature in the cockpit fluctuates greatly, the human body feels hot and cold, and the thermal comfort of driving is poor. Small displacement cannot meet the design requirements of extreme winter / summer conditions.

[0003] In order to solve the problem of large span of cooling / heating, the current commercial vehicle heat pump architecture adopts a dual compressor architecture, with small displacement compressors in spring and autumn, and dual compressors in summer and severe winter. Due to the poor heating capacity of the compressor in the low temperature environment in winter (below -10°C), it is also necessary to supplement it with a high-power water PTC to provide heat source through the Joule heat effect, but the water PTC efficiency does not exceed 1, which is one of the main reasons for the high energy consumption of new energy vehicles. The addition of compressors or water PTCs will make the entire system architecture and algorithm very complicated, which will affect the development progress and increase the cost by about 30%. Under the action of the water-cooled condenser (LLC), the water temperature can be greatly reduced, and the outdoor heat exchanger is not very effective in integrating with the LLC, and the cost is high. In short, the existing commercial vehicle heat pump architecture, especially heavy-duty commercial vehicle, is complex, costly, and energy-intensive. Summary of the invention

[0004] The purpose of the present invention is to provide a non-condensing architecture for a commercial vehicle air-conditioning heat pump, separate the LLC from the outdoor radiator, simplify the heat pump architecture, reduce the number of parts, and ensure high working efficiency, thereby achieving the purpose of reducing the cost and energy consumption of the entire vehicle.

[0005] To achieve the above-mentioned object, the present invention provides a commercial vehicle air conditioning heat pump non-condensing architecture, including a heating and ventilation air conditioner, a refrigeration device, an outdoor heat exchanger, a water-cooled condenser, a battery pack device, a motor electronic control component, a four-way valve and two water pumps, wherein the water pump 1 of the two water pumps forms a motor loop with the outdoor heat exchanger, the water-cooled condenser, the motor electronic control component and the four-way valve, and the water pump 2 forms a battery pack loop with the refrigeration device, the battery pack device and the four-way valve, and the heating and ventilation air conditioner is connected to the water-cooled condenser and the refrigeration device respectively;

[0006] The HVAC comprises a blower, an indoor evaporator and an indoor condenser. The indoor evaporator and the indoor condenser are connected in parallel and are both connected to a water-cooled condenser and a refrigeration device. The blower is responsible for forcing air flow in the indoor evaporator and the indoor condenser.

[0007] The commercial vehicle air conditioning heat pump non-condensing architecture further includes a thermistor, which is located in the motor circuit and arranged between the water pump 1 and the four-way valve.

[0008] There are multiple passages in parallel between the water-cooled condenser and the refrigeration device. Four solenoid valves are arranged on the passages to form different circuits. A compressor and a gas-liquid separator are also arranged along the way.

[0009] Each water pump is equipped with an expansion water tank, wherein expansion water tank 1 is located in the motor circuit, and expansion water tank 2 is located in the battery pack circuit.

[0010] Among them, electronic expansion valves are respectively arranged at the entrance of the indoor evaporator, the indoor condenser and the refrigeration device for adjusting the opening degree.

[0011] Among them, the commercial vehicle air-conditioning heat pump non-condensing architecture also includes five temperature sensors, among which T1 is set at the indoor evaporator outlet, T2 is set at the refrigeration device outlet, T3 is set at the battery pack coolant inlet, T4 is set at the battery pack coolant outlet, and T5 is set on the motor circuit.

[0012] Among them, the commercial vehicle air-conditioning heat pump non-condensing architecture is also equipped with three pressure-temperature integrated sensors, of which PT1 is used to measure the compressor exhaust temperature and exhaust pressure, PT2 is used to measure the refrigerant pressure and refrigerant temperature at the indoor condenser outlet, and PT3 is used to measure the refrigerant pressure and refrigerant temperature at the refrigeration device outlet during heating.

[0013] The present invention provides a non-condensing architecture for a commercial vehicle air-conditioning heat pump. Based on the commercial vehicle heat pump architecture air-conditioning, a water-cooled condenser (LLC) is used to greatly reduce the temperature of the water. Since the outdoor heat exchanger and the LLC have limited integration effects, the two are separated. This separation simplifies the heat pump architecture and significantly reduces the number of parts. In the architecture, the flow of the refrigerant is reversed by a four-way valve, and the same component can simultaneously meet the cooling and heating needs; in addition, the three systems of air conditioning, battery and motor are integrated, and the arrangement of parts and pipelines is simpler, which reduces the workload of transfer by more than 60%. By integrating the same or similar functions, the number of parts can be reduced and the cost can also be reduced. Finally, through the integration of the thermal system of the whole vehicle, thermal management development is carried out from the perspective of vehicle energy management, absorbing energy from the environment and waste heat, and greatly improving the cruising range. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only 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.

[0015] Figure 1 It is a structural schematic diagram of a non-condensing architecture of a commercial vehicle air-conditioning heat pump of the present invention.

[0016] Figure 2 It is a schematic diagram of the refrigerant flow direction of the self-circulation mode of the present invention.

[0017] Figure 3 It is a schematic diagram of the refrigerant flow direction of the single-motor electronically controlled heat dissipation mode of the present invention.

[0018] Figure 4 It is a schematic diagram of the refrigerant flow direction of the battery heat dissipation mode of the present invention.

[0019] Figure 5 It is a schematic diagram of the refrigerant flow direction of the single cab cooling mode of the present invention.

[0020] Figure 6 It is a schematic diagram of the refrigerant flow in the single battery cooling mode of the present invention.

[0021] Figure 7 It is a schematic diagram of the refrigerant flow in the cab & battery cooling mode of the present invention.

[0022] Figure 8 It is a schematic diagram of the refrigerant flow direction of the single cab heating mode (PTC+compressor) of the present invention.

[0023] Fig. 9 It is a schematic diagram of the refrigerant flow direction of the single cab heating mode (PTC+heat pump) of the present invention.

[0024] Fig.10 It is a schematic diagram of the refrigerant flow direction of the single cab heating mode (heat pump) of the present invention.

[0025] Fig.11 It is a schematic diagram of the refrigerant flow direction of the single cab heating mode (waste heat recovery) of the present invention.

[0026] Fig.12 It is a schematic diagram of the refrigerant flow direction of the single cab heating mode (heat pump + waste heat recovery) of the present invention.

[0027] Fig.13 It is a schematic diagram of the refrigerant flow in the single-cell heating mode [single-cell heating (PTC)] of the present invention.

[0028] Fig.14 It is a schematic diagram of the refrigerant flow in the single-battery heating mode [single-battery heating (heat pump + PTC) 1] of the present invention.

[0029] Fig.15 It is a schematic diagram of the refrigerant flow in the single-battery heating mode [single-battery heating (heat pump + PTC) 2] of the present invention.

[0030] Fig.16 It is a schematic diagram of the refrigerant flow in the single-cell heating mode [single-cell heating (air source heat pump)] of the present invention.

[0031] Fig.17 It is a schematic diagram of the refrigerant flow in the single-cell heating mode [single-cell heating (heat pump 1)] of the present invention.

[0032] Fig.18 It is a schematic diagram of the refrigerant flow in the single-cell heating mode [single-cell heating (heat pump 2)] of the present invention.

[0033] Fig.19 It is a schematic diagram of the refrigerant flow in the single-battery heating mode [single-battery heating (motor waste heat)] of the present invention.

[0034] Fig. 20 It is a schematic diagram of the refrigerant flow of the cab & battery heating mode [cab & battery heating (heat pump + PTC) 1] of the present invention.

[0035] Fig.21 It is a schematic diagram of the refrigerant flow of the cab & battery heating mode [cab & battery heating (heat pump + PTC) 2] of the present invention.

[0036] Fig. 22 It is a schematic diagram of the refrigerant flow of the cab & battery heating mode [cab & battery heating (heat pump) 1] of the present invention.

[0037] Fig.23 It is a schematic diagram of the refrigerant flow of the cab & battery heating mode [cab & battery heating (heat pump) 2] of the present invention.

[0038] Fig.24 It is a schematic diagram of the refrigerant flow of the cab & battery heating mode [cab & battery heating (water source heat pump)] of the present invention.

[0039] Fig.25 It is a schematic diagram of the refrigerant flow in the cab heating & battery cooling mode of the present invention.

[0040] Fig.26 It is a schematic diagram of the refrigerant flow in the heating and dehumidification mode of the present invention. DETAILED DESCRIPTION

[0041] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0042] See also Figure 1 The present invention provides a non-condensing architecture of a commercial vehicle air-conditioning heat pump, including a heating, ventilation and air conditioning (HVAC), a refrigeration device (Chiller), an outdoor heat exchanger, a water-cooled condenser (LLC), a battery pack device, a motor electronic control component (the motor is marked as M in the figure, and the electronic control is marked as MCU), a four-way valve and two water pumps, wherein a water pump 1 of the two water pumps forms a motor loop with an outdoor heat exchanger, a water-cooled condenser, a motor electronic control component and a four-way valve, and a water pump 2 forms a battery pack loop with a refrigeration device, a battery pack device and a four-way valve, and the heating, ventilation and air conditioning is connected to the water-cooled condenser and the refrigeration device respectively;

[0043] The HVAC comprises a blower, an indoor evaporator and an indoor condenser. The indoor evaporator and the indoor condenser are connected in parallel and are both connected to a water-cooled condenser and a refrigeration device. The blower is responsible for forcing air flow in the indoor evaporator and the indoor condenser.

[0044] The commercial vehicle air conditioning heat pump non-condensing architecture further includes a thermistor (W-PTC), which is located in the motor circuit and is arranged between the water pump 1 and the four-way valve.

[0045] There are multiple passages in parallel between the water-cooled condenser and the refrigeration device. Four solenoid valves (respectively marked as SOV1, SOV2, SOV3, and SOV4 in the figure) are set on the passages to form different circuits. A compressor and a gas-liquid separator are also set along the way. The compressor compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant. The gas-liquid separator absorbs the liquid in the refrigerant to prevent the liquid from entering the compressor.

[0046] Each water pump is equipped with an expansion water tank. Expansion water tank 1 is located in the motor circuit, and expansion water tank 2 is located in the battery pack circuit.

[0047] Electronic expansion valves (denoted as EXV1, EXV2, and EXV3 in the figure) are respectively provided at the entrance of the indoor evaporator, indoor condenser, and refrigeration device for adjusting the opening degree, so as to realize the control of the refrigerant flow of the refrigeration device.

[0048] The commercial vehicle air conditioning heat pump non-condensing architecture also includes five temperature sensors, among which T1 is set at the indoor evaporator outlet, T2 is set at the refrigeration device outlet, T3 is set at the battery pack coolant inlet, T4 is set at the battery pack coolant outlet, and T5 is set on the motor circuit.

[0049] Correspondingly, T1 measures the refrigerant temperature at the indoor evaporator outlet and can calculate the indoor evaporator outlet superheat together with the pressure sensor P;

[0050] When cooling, T2 measures the refrigerant temperature at the Chiller outlet and calculates the refrigerant temperature at the Chiller outlet together with the pressure sensor P;

[0051] T3 and T4 are used to measure the inlet and outlet temperatures of the battery pack coolant, and calculate the battery cooling / heating power through the temperature difference between the two sensors;

[0052] T5 is used to measure the coolant temperature as a control indicator.

[0053] The commercial vehicle air conditioning heat pump non-condensing architecture is also provided with three pressure-temperature integrated sensors, of which PT1 is used to measure the compressor exhaust temperature and exhaust pressure, PT2 is used to measure the refrigerant pressure and refrigerant temperature at the indoor condenser outlet, and PT3 is used to measure the refrigerant pressure and refrigerant temperature at the refrigeration device outlet during heating.

[0054] See also Figures 2 to 26 In the commercial vehicle air-conditioning heat pump non-condensing architecture, considering the cooling / heating of the cab, the cooling / heating of the battery pack, and the cooling requirements of the motor alone, there are different coupling modes under the different cooling and heating requirements of each subsystem. The following is a further explanation in combination with the corresponding coupling working modes:.

[0055] The meaning of line segment colors: red for high temperature and high pressure refrigerant, blue for low temperature refrigerant, orange for coolant, and gray for unused.

[0056] (1) Self-circulation mode: When the battery temperature difference is too large, water pump 2 is turned on only when needed to reduce the temperature difference between battery cells by circulating the coolant.

[0057] (2) Single motor / electronic control heat dissipation: When the temperature of the motor and electronic control is too high, the motor cooling circuit water pump 1 is turned on and the fan is turned on to remove the motor heat through the circulation flow and then discharge it to the outside through the motor circuit radiator.

[0058] (3) Single battery cooling: If the battery temperature is too high and the motor / electric drive does not work during fast charging, the battery and motor cooling circuits can be connected through a four-way valve, the fan and water pumps 1 and 2 can be turned on, the coolant circulation can be connected, and the battery can be cooled through the motor circuit radiator. The battery and cab cooling mode can be turned on as needed.

[0059] (4) Single cab cooling mode: When the air conditioner is turned on for cooling and the battery has no cooling or heating demand, the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, and then changes to a low-temperature and low-pressure state through the electronic expansion valve, absorbing heat from the indoor evaporator to achieve the cooling function.

[0060] (5) Single battery cooling: When the air conditioner is turned off and the battery needs cooling, the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, and then changes to a low-temperature and low-pressure state through the electronic expansion valve, absorbing the heat of the battery coolant from the chiller, and the coolant then cools the battery.

[0061] (6) Cab and battery cooling: When the air conditioner is turned on for cooling and the battery needs cooling, the two electronic expansion valves are turned on, and water pump 2 is turned on. The high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, and then simultaneously passes through the electronic expansion valves of the chiller branch and the indoor evaporator branch to become a low-temperature and low-pressure state, absorbing the heat of the battery coolant from the chiller and absorbing the heat in the passenger compartment from the indoor evaporator, thereby realizing the cab and battery cooling function.

[0062] (7) Single cab heating (PTC + compressor): The air conditioner is turned on for heating, and the battery has no cooling or heating requirements. When the ambient temperature is too low, the PTC is turned on to heat the coolant. The high-temperature refrigerant heats the cab through the indoor condenser. After passing through the expansion valve, the refrigerant absorbs heat from the heated coolant to complete the heating cycle. The heat source is the PTC + compressor.

[0063] (8) Single cab heating (PTC + heat pump): The air conditioner is turned on for heating, and the battery has no cooling or heating demand. When the ambient temperature is suitable, the fan is turned on and the PTC is turned on to heat the coolant. The high-temperature refrigerant first flows to the indoor condenser to heat the cab, and then is throttled to low-temperature refrigerant through the electronic expansion valve EXV2, and absorbs heat from the environment through the outdoor heat exchanger. The heat source is PTC + environment + compressor.

[0064] (9) Single cab heating (heat pump): The air conditioner is turned on for heating, and the battery has no cooling or heating demand. When the temperature difference between the water temperature and the ambient temperature is insufficient, the refrigerant absorbs heat from the ambient temperature through the outdoor evaporator and the temperature difference with the water temperature is very small. Therefore, the water pump is turned off and only heat is absorbed from the outdoor environment: the heat source is the ambient temperature + the compressor.

[0065] (10) Single cab heating (waste heat recovery): The air conditioner is turned on for heating, and the battery has no cooling or heating requirements. When the ambient temperature is too low or the water temperature is high enough, the fan is turned off. The refrigerant does not absorb heat through the outdoor heat exchanger, but only absorbs heat from the coolant: the heat source is the motor waste heat + compressor.

[0066] (11) Single cab heating (heat pump + waste heat recovery): The air conditioner is turned on for heating, the battery has no cooling or heating requirements, there is a certain temperature difference between the water temperature and the environment, and the ambient temperature is sufficient. The fan is turned on, and the refrigerant first absorbs heat from the environment through the outdoor heat exchanger and then absorbs heat from the coolant through the water-cooled condenser; the heat source is the environment + motor waste heat + compressor.

[0067] (12) Single battery heating (PTC): When the air conditioner is turned off and the battery needs to be heated, and the coolant temperature is too low, water pumps 1 and 2 are turned on; the four-way valve connects the battery and motor coolant circuits; W-PTC is turned on, the compressor is not started, and only PTC heating is turned on; the heat source is PTC.

[0068] (13) Single battery heating (heat pump + PTC) 1: The air conditioner is turned off, the battery has a heating demand, the ambient temperature is too low, and the motor water temperature is insufficient. The heating efficiency of absorbing heat from the environment alone is too slow. Turn on W-PTC to provide heat to the system. The refrigerant absorbs heat in the LLC and enters the heating cycle to supply the cab. The heat source is the compressor + PTC.

[0069] (14) Single battery heating (heat pump + PTC) 2: The air conditioner is turned off, the battery has a heating demand, the ambient temperature is moderate, and the motor water temperature is insufficient. The heating efficiency of absorbing heat from the environment alone is too slow. Turn on the fan and turn on W-PTC to provide heat to the system. The refrigerant first absorbs heat from the environment through the outdoor heat exchanger and then absorbs heat from the coolant through the water-cooled condenser to enter the heating cycle and supply the cab. The heat source is the environment + compressor + PTC.

[0070] (15) Single battery heating (air source heat pump): When the air conditioner is turned off and the battery has a heating demand, and the temperature difference between the water temperature and the ambient temperature is insufficient, water pump 2 is turned on to obtain heat only from the environment. The heat source is the environment + compressor.

[0071] (16) Single battery heating (heat pump 1): The air conditioner is turned off, and the battery has a heating demand. When the ambient temperature is too low, the fan is turned off. After the refrigerant releases heat in the Chiller, it obtains the motor waste heat from the coolant through the LLC. The heat source is the motor + compressor.

[0072] (17) Single battery heating (heat pump 2): When the air conditioner is turned off and the battery has a heating demand and the ambient temperature is moderate, this mode turns on the fan. After the refrigerant releases heat in the Chiller, it first obtains heat from the environment through the outdoor heat exchanger, and then obtains the motor waste heat from the coolant through the LLC. The heat source is the environment + motor + compressor.

[0073] (18) Single battery heating (motor waste heat): When the air conditioner is turned off and the battery needs to be heated, and the coolant temperature is sufficient, the compressor is turned off and the coolant circulation is connected, and the battery is heated only by the heat generated by the motor; the heat source is the motor.

[0074] (19) Cab & Battery Heating (Heat Pump + PTC) 1: When the air conditioner is turned on for heating, the battery needs to be heated, and the ambient temperature is too low and the heating efficiency is too slow by absorbing heat from the environment, the fan is turned off and the W-PTC is turned on to provide heat to the system, while also supplying heat to the cab and battery; the heat source is the compressor + PTC.

[0075] (20) Cab & Battery Heating (Heat Pump + PTC) 2: When the air conditioner is turned on for heating, the battery has a heating demand, and the ambient temperature is moderate, W-PTC is turned on to provide heat to the system, and also to the cab and battery for heating; the heat source is the environment + compressor + PTC.

[0076] (21) Cab & Battery Heating (Heat Pump) 1: When the air conditioner is turned on for heating, the battery needs to be heated, and the ambient temperature is too low, if the temperature difference between the motor water temperature and the battery water temperature is too small, the coolant will circulate independently. If the temperature difference between the motor water temperature and the battery water temperature is large, the coolant will start a large circulation. Turn off the fan, do not absorb heat from the environment, release the motor heat and compressor heat to the refrigerant through LLC, and then supply the cab and battery heating at the same time; the heat source is the motor + compressor.

[0077] (22) Cab & Battery Heating (Heat Pump) 2: When the air conditioner is turned on for heating, the battery needs to be heated, and the ambient temperature is moderate, if the temperature difference between the motor water temperature and the battery water temperature is too small, the coolant will circulate independently. If the temperature difference between the motor water temperature and the battery water temperature is large, the coolant will start a large circulation. Turn on the fan, absorb heat from the ambient temperature through the outdoor heat exchanger, and then release the motor heat and compressor heat to the refrigerant through the LLC, while supplying heating to the cab and battery; the heat source is the environment + motor + compressor.

[0078] (23) Cab & Battery Heating (Water Source Heat Pump): When the air conditioner is turned on for heating and the battery has a heating demand, and there is a sufficient temperature difference between the water temperature and the battery, the coolant starts a large circulation, EXV3 is turned off, and the battery directly absorbs heat from the motor through the coolant; when the fan is turned off, the refrigerant only absorbs heat from the coolant through water cooling.

[0079] (24) Cab heating & battery cooling: When the air conditioner is turned on for heating and the battery needs cooling, the coolant circulation is turned on. The refrigerant absorbs heat from the environment through the outdoor heat exchanger, and then obtains the battery waste heat from the coolant through the LLC to heat the cab. The heat source is battery + environment + compressor.

[0080] (25) Heating and dehumidification: When the dehumidification switch is turned on, the indoor evaporator and indoor condenser are turned on at the same time. The air with high humidity is first cooled by the evaporator, the water is condensed and discharged, and then passes through the indoor condenser to absorb heat and heat up to become dry air. The only heat source is the compressor.

[0081] Furthermore, the same or similar functional parts are integrated as much as possible to reduce the number of parts. This will make control simpler, improve product development efficiency and system reliability, and save costs. For example, the motor and PTC both generate heat, and the PTC can be eliminated by reducing motor efficiency, stalling the motor, and recovering waste heat, and the waste heat of the motor can be moved to the cockpit and battery. A PTC costs thousands of yuan, and the PTC can be eliminated by optimizing the motor algorithm, which can greatly reduce costs. For example, during the summer fast charging stage, the motor and electronic control do not work, and the battery is connected to the motor and electronic control cooling circuit through a four-way valve. The motor low-temperature radiator is used to dissipate heat for the battery, and compressor refrigeration is used to further cool the battery and provide cooling for the cockpit. One compressor auxiliary refrigeration can be eliminated, and compared with using compression refrigeration to dissipate heat for the battery, its heat dissipation efficiency is higher and the system energy consumption is lower. At the same time, a compressor is eliminated, which is cheaper.

[0082] In summary, compared with the prior art, the present invention has the following advantages:

[0083] 1. Integrate the same or similar functional parts as much as possible to reduce the number of parts, reduce the cost by about 30%, reduce the price of each unit by more than 3,000 yuan, and reduce the weight by more than 20%;

[0084] 2. The three systems of air conditioning, battery and motor are integrated, the layout of parts and pipelines is simpler, and the workload of transfer is reduced by more than 60%;

[0085] 3. Integrate the thermal system of the whole vehicle, develop thermal management from the perspective of vehicle energy management, and absorb energy from the environment and waste heat as much as possible, which can greatly improve the driving range;

[0086] 4. Others: Multi-level protection can be designed to prevent battery thermal runaway and meet super-fast charging needs.

[0087] What is disclosed above is only a preferred embodiment of the present invention, and it certainly cannot be used to limit the scope of rights of the present invention. Ordinary technicians in this field can understand that all or part of the processes of the above embodiment and equivalent changes made according to the claims of the present invention still fall within the scope of the invention.

Claims

1. A commercial vehicle air conditioning heat pump non-condensing architecture, characterized in that: It includes a heating, ventilation and air conditioning, a refrigeration device, an outdoor heat exchanger, a water-cooled condenser, a battery pack device, a motor electronic control component, a four-way valve and two water pumps. The water pump 1 of the two water pumps forms a motor loop with the outdoor heat exchanger, the water-cooled condenser, the motor electronic control component and the four-way valve, and the water pump 2 forms a battery pack loop with the refrigeration device, the battery pack device and the four-way valve. The heating, ventilation and air conditioning is connected to the water-cooled condenser and the refrigeration device respectively; The HVAC comprises a blower, an indoor evaporator and an indoor condenser. The indoor evaporator and the indoor condenser are connected in parallel and are both connected to a water-cooled condenser and a refrigeration device. The blower is responsible for forcing air flow in the indoor evaporator and the indoor condenser.

2. The commercial vehicle air conditioning heat pump non-condensing architecture according to claim 1, characterized in that: The commercial vehicle air conditioning heat pump non-condensing architecture further includes a thermistor, which is located in the motor circuit and arranged between the water pump 1 and the four-way valve.

3. The commercial vehicle air conditioning heat pump non-condensing architecture as claimed in claim 2, characterized in that: There are multiple passages in parallel between the water-cooled condenser and the refrigeration device. Four solenoid valves are arranged on the passages to form different circuits. A compressor and a gas-liquid separator are also arranged along the passages.

4. The commercial vehicle air conditioning heat pump non-condensing architecture as claimed in claim 3, characterized in that: Each water pump is equipped with an expansion water tank. Expansion water tank 1 is located in the motor circuit, and expansion water tank 2 is located in the battery pack circuit.

5. The commercial vehicle air conditioning heat pump non-condensing architecture as claimed in claim 4, characterized in that: Electronic expansion valves are provided at the entrances of the indoor evaporator, indoor condenser and refrigeration device for adjusting the opening degree.

6. The commercial vehicle air conditioning heat pump non-condensing architecture according to claim 5, characterized in that: The commercial vehicle air conditioning heat pump non-condensing architecture also includes five temperature sensors, among which T1 is set at the indoor evaporator outlet, T2 is set at the refrigeration device outlet, T3 is set at the battery pack coolant inlet, T4 is set at the battery pack coolant outlet, and T5 is set on the motor circuit.

7. The commercial vehicle air conditioning heat pump non-condensing architecture according to claim 6, characterized in that: The commercial vehicle air conditioning heat pump non-condensing architecture is also provided with three pressure-temperature integrated sensors, of which PT1 is used to measure the compressor exhaust temperature and exhaust pressure, PT2 is used to measure the refrigerant pressure and refrigerant temperature at the indoor condenser outlet, and PT3 is used to measure the refrigerant pressure and refrigerant temperature at the refrigeration device outlet during heating.

Images