Whole-vehicle heat pump integrated system of pure electric vehicle

Abstract

The invention relates to the technical field of automobile air conditioner heating, in particular to a whole-vehicle heat pump integrated system of a pure electric automobile. Comprising a first water pump, a second water pump, a refrigerating device, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, an indoor evaporator, an indoor condenser, a radiator, a fan, a compressor, a warm air water tank, an air blower, a three-way valve, a four-way valve, a gas-liquid separator and a water cooling condenser. For the heat dissipation function of the original outdoor condenser, through the heat dissipation path of combining the water-cooled condenser and the radiator with the fan and the improved internal heat dissipation structure, after the PTC and the outdoor condenser are omitted in the system, the structure and pipeline line arrangement is simplified, the fault probability is reduced, the cost is reduced, and the installation and maintenance cost is also relatively reduced; the energy efficiency improvement potential is large, and energy loss links such as PTC working heat loss and outdoor condenser heat dissipation electric energy consumption are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile air conditioning heating, and in particular to a heat pump integrated system for a pure electric automobile. Background Art

[0002] At present, in the field of electric vehicle air conditioning and heating, there are mainly two methods: heat pump heating and PTC heating, and the two are obviously different. A four-way reversing valve is added to the ordinary air conditioner. By changing the operation of the valve, the indoor evaporator and indoor condenser can be interchanged to achieve indoor air heating or cooling functions.

[0003] PTC generates heat through the thermal effect of resistors. As a heat source itself, it consumes a lot of electricity. Compared with heat pumps that only need to start the compressor, it has a greater impact on the driving range of electric vehicles. At present, in order to solve the problem of large cooling / heating span, commercial vehicle heat pump architectures generally adopt a dual compressor architecture, using small-displacement compressors in spring and autumn, and dual compressors in extreme cases in summer and winter. However, in the low temperature environment in winter (below -10°C), the compressor has poor heating capacity and requires high-power water PTC assistance to provide a heat source through the Joule heating effect. However, the efficiency of water PTC does not exceed 1, which is one of the main factors for the high energy consumption of new energy vehicles.

[0004] The original architecture includes a radiator, an outdoor condenser, and a water-cooled condenser (LLC). When the water temperature can be lowered, it makes little sense to integrate the outdoor condenser with the LLC, which increases the complexity and cost of the system. PTC, as an auxiliary heating device, brings high energy consumption problems, and also increases the complexity and cost of the system. In short, the existing commercial vehicle heat pump architecture has a complex structure, higher cost, and greater energy consumption due to the existence of outdoor condensers and PTCs. Summary of the invention

[0005] The purpose of the present invention is to provide a pure electric vehicle heat pump integrated system, aiming to solve the problem of high energy consumption in the existing commercial vehicle heat pump architecture due to the presence of an outdoor condenser and a PTC.

[0006] To achieve the above-mentioned objectives, the present invention provides a pure electric vehicle heat pump integrated system, including a first water pump, a second water pump, a refrigeration device, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first solenoid valve, a second battery valve, a third solenoid valve, a fourth solenoid valve, an indoor evaporator, an indoor condenser, a radiator, a fan, a compressor, a warm air water tank, a blower, a three-way valve, a four-way valve, a gas-liquid separator, a water-cooled condenser, a motor and an electronic control; the radiator, the three-way valve, the first water pump, the four-way valve, the electronic control and the motor are connected in sequence, the water-cooled condenser, the first solenoid valve, the third solenoid valve, the refrigeration device and the third electronic expansion valve are connected in sequence, and the compressor, The gas-liquid separator is connected to the fourth solenoid valve and is connected in parallel with the third electronic expansion valve. The second battery valve is connected to the first solenoid valve and the gas-liquid separator respectively. The second electronic expansion valve is connected to the indoor condenser and is connected in parallel with the third solenoid valve and the refrigeration device. The first electronic expansion valve is connected to the indoor evaporator and is connected in parallel with the second electronic expansion valve and the indoor condenser. The blower is arranged on one side of the indoor evaporator, the fan is arranged on one side of the radiator, the warm air water tank is connected to the first electronic expansion valve and the second electronic expansion valve, the battery pack is connected to the cooling plate, and the refrigeration device, the cooling plate, the second water pump and the four-way valve are connected in sequence.

[0007] Among them, the pure electric vehicle whole vehicle heat pump integrated system also includes an expansion water tank, a first temperature sensor and a second temperature sensor, the first temperature sensor is connected to the indoor evaporator, the second temperature sensor is connected to the refrigeration device, and the expansion water tank is connected to the first water pump.

[0008] Among them, the pure electric vehicle whole vehicle heat pump integrated system also includes a third temperature sensor and a fourth temperature sensor, and the third temperature sensor and the fourth temperature sensor are respectively connected to the refrigeration device.

[0009] Among them, the pure electric vehicle whole vehicle heat pump integrated system also includes a pressure sensor and a fifth temperature sensor, the fifth temperature sensor is connected to the three-way valve, and the pressure sensor is connected to the indoor evaporator.

[0010] Among them, the pure electric vehicle whole vehicle heat pump integrated system also includes a first temperature and pressure sensor, a second temperature and pressure sensor and a third temperature and pressure sensor, the first temperature and pressure sensor is connected to the compressor, the second temperature and pressure sensor is connected to the indoor condenser, and the third temperature and pressure sensor is connected to the refrigeration device.

[0011] The present invention provides a heat pump integrated system for a pure electric vehicle, wherein the first water pump and the second water pump are used to realize the circulation of the coolant in the battery pack circuit, the refrigeration device (Chiller) is used to realize heat exchange between the refrigerant and the battery pack coolant, and to heat up / cool down the coolant as needed to meet the thermal management requirements of the battery, the first electronic expansion valve (EXV1), the second electronic expansion valve (EXV2) and the third electronic expansion valve (EXV3) realize the control of the refrigerant flow of the refrigeration device by adjusting the opening, the first solenoid valve (SOV1), the second battery valve (SOV2), the third solenoid valve (SOV3) and the fourth solenoid valve (SOV4) realize the switching of different circuits of the heat pump air conditioner by reasonably controlling the solenoid valves to realize the cooling and heating functions, the indoor evaporator is used for the refrigerant to expand and gasify to absorb heat, so as to realize the cooling of the cockpit intake air, the indoor condenser is used for the refrigerant to release heat during condensation and liquefaction, so as to realize the heating of the low cab intake air, and the radiator performs heat exchange with the outside air, The heat is dissipated. The fan forces air to flow through the indoor condenser and the radiator surface to cool the refrigerant and the coolant. The compressor is used to compress the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant. After the coolant reaches the warm air water tank, it exchanges heat with the wind blown by the blower through thermal radiation and convection. The blower forces air to flow through the warm air water tank surface and enters the cab to achieve heating. The three-way valve is used to switch the LCC circuit and the motor radiator circuit to achieve switching between the drive motor heat dissipation and the motor waste heat recovery function. The four-way valve is used to switch the battery circuit and the motor and its controller circuit in series and parallel to achieve switching between motor waste heat recovery and heat dissipation. The gas-liquid separator is used to absorb liquid in the refrigerant to prevent liquid from entering the compressor. The water-cooled condenser is used to absorb high-temperature coolant in the water circuit to dissipate heat while reducing the waste heat of the motor or battery for recovery and use. The motor (M) and the electronic control (MCU) will generate heat during operation, and the radiator is required to dissipate heat for them.

[0012] For the heating function of the original PTC, the heat pump technology and the waste heat of other components or other energy conversion methods are used to achieve the heating function, which has higher heating efficiency, more accurate temperature control, and lower operating costs. For the heat dissipation function of the original outdoor condenser, the water-cooled condenser and the radiator are combined with the heat dissipation path of the fan, and the internal heat dissipation structure is improved. After the system cancels the PTC and the outdoor condenser, the structure and pipeline layout are simplified, the failure probability is reduced, the cost is reduced, and the installation and maintenance costs are relatively reduced. The energy efficiency improvement potential is large, and the energy loss links such as the heat loss of PTC work and the power consumption of the outdoor condenser heat dissipation are reduced. The existing commercial vehicle heat pump architecture solves the problem of high energy consumption due to the existence of outdoor condensers and PTCs. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] 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.

[0014] Figure 1 It is a schematic diagram of a heat pump integrated system for a pure electric vehicle provided by the present invention.

[0015] Figure 2 It is a schematic diagram of a self-circulation mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0016] Figure 3 It is a schematic diagram of a single-motor electronically controlled heat dissipation mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0017] Figure 4 It is a schematic diagram of a battery heat dissipation mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0018] Figure 5 It is a schematic diagram of a single-cab cooling mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0019] Figure 6 It is a schematic diagram of a single-battery cooling mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0020] Figure 7 It is a schematic diagram of a cab & battery cooling mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0021] Figure 8 It is a schematic diagram of a single cab heating (heat pump) mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0022] Fig. 9 It is a schematic diagram of a single cab heating (waste heat recovery) mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0023] Fig.10 It is a schematic diagram of a single-cab heating (heat pump + waste heat recovery) mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0024] Fig.11 It is a schematic diagram of a single-battery heating mode [single-battery heating (gas-source heat pump)] of a pure electric vehicle heat pump integrated system provided by the present invention.

[0025] Fig.12 It is a schematic diagram of a single-battery heating mode [single-battery heating (heat pump 1)] of a pure electric vehicle heat pump integrated system provided by the present invention.

[0026] Fig.13 It is a schematic diagram of a single-battery heating mode [single-battery heating (heat pump 2)] of a pure electric vehicle heat pump integrated system provided by the present invention.

[0027] Fig.14 It is a schematic diagram of a single-battery heating mode [single-battery heating (motor waste heat)] mode of a pure electric vehicle heat pump integrated system provided by the present invention.

[0028] Fig.15 It is a schematic diagram of a cab & battery heating mode [cab & battery heating (heat pump) 1] of a pure electric vehicle whole vehicle heat pump integrated system provided by the present invention.

[0029] Fig.16 It is a schematic diagram of a cab & battery heating mode [cab & battery heating (heat pump) 2] of a pure electric vehicle whole vehicle heat pump integrated system provided by the present invention.

[0030] Fig.17 It is a schematic diagram of a cab & battery heating mode [cab & battery heating (water source heat pump)] of a pure electric vehicle whole vehicle heat pump integrated system provided by the present invention.

[0031] Fig.18 It is a schematic diagram of other modes (cab heating & battery cooling) of a pure electric vehicle heat pump integrated system provided by the present invention.

[0032] Fig.19 It is a schematic diagram of other modes (heating and dehumidification) of a pure electric vehicle heat pump integrated system provided by the present invention.

[0033] Fig. 20 It is a schematic diagram of other modes (defrosting mode) of a pure electric vehicle heat pump integrated system provided by the present invention.

[0034] In the figure: 1-first water pump, 2-second water pump, 3-refrigeration device, 4-first electronic expansion valve, 5-second electronic expansion valve, 6-third electronic expansion valve, 7-first solenoid valve, 8-second battery valve, 9-third solenoid valve, 10-fourth solenoid valve, 11-indoor evaporator, 12-indoor condenser, 13-radiator, 14-fan, 15-compressor, 16-warm air water tank, 17-blower, 18-three-way valve, 19-four-way valve, 20-gas-liquid separator, 21-water-cooled condenser, 22-motor, 23-electronic control, 24-expansion water tank, 25-first temperature sensor, 26-second temperature sensor, 27-third temperature sensor, 28-fourth temperature sensor, 29-pressure sensor, 30-fifth temperature sensor, 31-first temperature and pressure sensor, 32-second temperature and pressure sensor, 33-third temperature and pressure sensor. DETAILED DESCRIPTION

[0035] 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.

[0036] See also Figures 1 to 20The present invention provides a pure electric vehicle heat pump integrated system, comprising a first water pump 1, a second water pump 2, a refrigeration device 3, a first electronic expansion valve 4, a second electronic expansion valve 5, a third electronic expansion valve 6, a first solenoid valve 7, a second battery valve 8, a third solenoid valve 9, a fourth solenoid valve 10, an indoor evaporator 11, an indoor condenser 12, a radiator 13, a fan 14, a compressor 15, a warm air water tank 16, a blower 17, a three-way valve 18, a four-way valve 19, a gas-liquid separator 20, a water-cooled condenser 21, a motor 22 and an electronic control 23; the radiator 13, the three-way valve 18, the first water pump 1, the four-way valve 19, the electronic control 23 and the motor 22 are connected in sequence, the water-cooled condenser 21, the first solenoid valve 7, the third solenoid valve 9, the refrigeration device 3 and the third electronic expansion valve 6 are connected in sequence, and the The compressor 15, the gas-liquid separator 20 and the fourth solenoid valve 10 are connected, and are connected in parallel with the third electronic expansion valve 6. The second battery valve 8 is connected to the first solenoid valve 7 and the gas-liquid separator 20 respectively. The second electronic expansion valve 5 is connected to the indoor condenser 12, and is connected in parallel with the third solenoid valve 9 and the refrigeration device 3. The first electronic expansion valve 4 is connected to the indoor evaporator 11, and is connected in parallel with the second electronic expansion valve 5 and the indoor condenser 12. The blower 17 is arranged on one side of the indoor evaporator 11. The fan 14 is arranged on one side of the radiator 13. The warm air water tank 16 is connected to the first electronic expansion valve 4 and the second electronic expansion valve 5. The battery pack is connected to the cooling plate. The refrigeration device 3, the cooling plate, the second water pump 2 and the four-way valve 19 are connected in sequence.

[0037] In the embodiment of the present invention, the first water pump 1 (water pump 1) and the second water pump 2 (water pump 2) are used to realize the circulation of the coolant in the battery pack circuit, the refrigeration device 3 (Chiller) is used to realize the heat exchange between the refrigerant and the battery pack coolant, and to heat up / cool the coolant as needed to meet the thermal management requirements of the battery, and the first electronic expansion valve 4 (EXV1), the second electronic expansion valve 5 (EXV2) and the third electronic expansion valve 6 (EXV3) are used to control the refrigerant flow of the refrigeration device 3 by adjusting the opening degree, and the first electronic expansion valve 4 (EXV1), the second electronic expansion valve 5 (EXV2) and the third electronic expansion valve 6 (EXV3) are used to control the refrigerant flow of the refrigeration device 3. The first solenoid valve 7 (SOV1), the second battery valve 8 (SOV2), the third solenoid valve 9 (SOV3) and the fourth solenoid valve 10 (SOV4) realize the switching of different circuits of the heat pump air conditioner by reasonably controlling the solenoid valves to realize the cooling and heating functions. The indoor evaporator 11 is used for the refrigerant to expand and gasify to absorb heat, so as to realize the cooling of the cockpit intake air. The indoor condenser 12 is used for the refrigerant to condense and liquefy to release heat, so as to realize the heating of the low cab intake air. The radiator 13 dissipates heat by exchanging heat with the outside air. The fan 14 forces air to flow through the indoor condenser 12 and the surface of the radiator 13 to cool the refrigerant and the coolant. The compressor 15 is used to compress the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant. After the coolant reaches the warm air water tank 16, it exchanges heat with the wind blown by the blower 17 through thermal radiation and convection. The blower 17 forces air to flow through the surface of the warm air water tank 16 and enters the cab to achieve heating. The three-way valve 18 is used to switch the LCC circuit and the motor radiator circuit. The switching between the heat dissipation of the driving motor and the waste heat recovery of the motor is realized. The four-way valve 19 is used to switch the series-parallel connection between the battery circuit and the motor and its controller circuit to realize the switching between the waste heat recovery and heat dissipation of the motor. The gas-liquid separator 20 is used to absorb the liquid in the refrigerant to prevent the liquid from entering the compressor 15. The water-cooled condenser 21 is used to absorb the high-temperature coolant in the water circuit to dissipate the heat while reducing the waste heat of the motor 22 or the battery for recycling. The motor 22 (M) and the electronic control 23 (MCU) will generate heat during operation, and the radiator 13 is required to dissipate the heat;

[0038] For the heating function of the original PTC, the heat pump technology and the waste heat of other components or other energy conversion methods are used to achieve the heating function, which has higher heating efficiency, more accurate temperature control, and lower operating costs. For the heat dissipation function of the original outdoor condenser, the water-cooled condenser 21, the radiator 13 and the fan 14 are combined to improve the internal heat dissipation structure. After the system cancels the PTC and the outdoor condenser, the structure and pipeline layout are simplified, the failure probability is reduced, the cost is reduced, and the installation and maintenance costs are relatively reduced. The energy efficiency improvement potential is large, and the energy loss links such as the heat loss of the PTC working and the power consumption of the outdoor condenser heat dissipation are reduced. The existing commercial vehicle heat pump architecture solves the problem of high energy consumption due to the existence of the outdoor condenser and PTC.

[0039] Furthermore, the pure electric vehicle whole vehicle heat pump integrated system also includes an expansion water tank 24, a first temperature sensor 25 and a second temperature sensor 26, the first temperature sensor 25 is connected to the indoor evaporator 11, the second temperature sensor 26 is connected to the refrigeration device 3, and the expansion water tank 24 is connected to the first water pump 1.

[0040] In an embodiment of the present invention, the expansion water tank 24 is used to replenish the coolant in the radiator 13 and the heater water tank 16, the first temperature sensor 25 (T1) is used to measure the outlet refrigerant temperature of the indoor evaporator 11, and can calculate the outlet superheat of the indoor evaporator 11 together with the pressure sensor 29 (P), and the second temperature sensor 26 (T2) is used to measure the outlet refrigerant temperature of Chiller during cooling, and calculate the outlet superheat of Chiller together with the pressure sensor 29 (P).

[0041] Furthermore, the pure electric vehicle heat pump integrated system also includes a third temperature sensor 27 and a fourth temperature sensor 28 , and the third temperature sensor 27 and the fourth temperature sensor 28 are respectively connected to the refrigeration device 3 .

[0042] In the embodiment of the present invention, the third temperature sensor 27 (T3) and the fourth temperature sensor 28 (T4) are used to measure the inlet and outlet temperatures of the battery pack coolant, and the battery cooling / heating power is calculated by the temperature difference between the two sensors.

[0043] Furthermore, the pure electric vehicle heat pump integrated system also includes a pressure sensor 29 and a fifth temperature sensor 30 , the fifth temperature sensor 30 is connected to the three-way valve 18 , and the pressure sensor 29 is connected to the indoor evaporator 11 .

[0044] In an embodiment of the present invention, the fifth temperature sensor 30 (T5) is used to measure the coolant temperature as a control indicator, and the pressure sensor 29 (P) is used to measure the refrigerant pressure at the indoor evaporator 11 and the Chiller outlet, and calculate the superheat with the corresponding temperature sensor.

[0045] Furthermore, the pure electric vehicle heat pump integrated system also includes a first temperature and pressure sensor 31, a second temperature and pressure sensor 32 and a third temperature and pressure sensor 33, the first temperature and pressure sensor 31 is connected to the compressor 15, the second temperature and pressure sensor 32 is connected to the indoor condenser 12, and the third temperature and pressure sensor 33 is connected to the refrigeration device 3.

[0046] In an embodiment of the present invention, the first temperature and pressure sensor 31 (PT1) is used to measure the exhaust temperature and exhaust pressure of the compressor 15 as control indicators of the compressor 15, the second temperature and pressure sensor 32 (PT2) is used to measure the refrigerant pressure and refrigerant temperature at the outlet of the indoor condenser 12, which are used to calculate the refrigerant subcooling degree at the outlet of the indoor condenser 12, and the third temperature and pressure sensor 33 (PT3) is used to measure the refrigerant pressure and refrigerant temperature at the outlet of the Chiller during heating, which are used to calculate the refrigerant subcooling degree at the outlet of the Chiller.

[0047] In order to better understand the technical solution, the working mode of a pure electric vehicle heat pump integrated system of the present invention is provided for further explanation:

[0048] Considering the cooling / heating of the cab, the cooling / heating of the battery pack, and the fact that the motor 22 has only cooling requirements, different coupling modes exist under different cooling and heating requirements of each subsystem. The specific working modes are as follows:

[0049] The meaning of the line colors in the instructions: red for high-temperature and high-pressure refrigerant, blue for low-temperature refrigerant, orange for coolant, and gray for unused.

[0050] 1. Self-circulation mode: When the battery temperature difference is too large, water pump 2 is turned on only as needed to reduce the temperature difference between battery cells by circulating the coolant.

[0051] Entry conditions: Battery maximum temperature - battery minimum temperature ≥ 8°C;

[0052] Execution action: 1-4 of the four-way valve 19 is connected → water pump 2 is turned on;

[0053] Exit condition: maximum battery temperature - minimum battery temperature < 5°C.

[0054] 2. Single motor / electronic control heat dissipation: When the temperature of the motor 22 and the electronic control 23 is too high, the water pump 1 of the cooling circuit of the motor 22 is turned on, and the fan 14 is turned on to remove the heat of the motor 22 through the circulating flow, and then discharge it to the outside through the radiator 13 of the motor 22 circuit.

[0055] Entry conditions: In charging mode or idling condition: the temperature of the motor 22 is ≥55°C or the temperature of the electronic control 23 is ≥38°C;

[0056] Execution action: 2-3 of the four-way valve 19 is connected → 1-2 of the three-way valve 18 is connected → water pump 1 is turned on → the fan 14 is automatically turned on;

[0057] Exit condition: the temperature of the motor 22 is less than 55°C or the temperature of the electronic control 23 is less than 38°C or the battery temperature is greater than 36°C.

[0058] 3. Single battery heat dissipation: If the battery temperature is too high and the motor 22 / electric drive does not work during fast charging, the battery and motor 22 cooling circuits can be connected through the four-way valve 19, the fan 14, water pumps 1 and 2 are turned on, the coolant circulation is connected, and the battery is cooled through the motor 22 circuit radiator 13. The battery and cab cooling mode can be turned on as needed.

[0059] Entry conditions: Battery maximum temperature ≥ 35°C, ambient temperature ≤ 30°C, and motor 22 water temperature ≤ 35°C;

[0060] Execution action: 1-4, 2-3 of the four-way valve 19 are connected → 1-2 of the three-way valve 18 is connected → water pumps 1, 2 are turned on → the fan 14 is turned on;

[0061] Exit condition: the mode is not satisfied or the maximum battery temperature is <32°C or the water temperature of the motor 22 is >35°C.

[0062] 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 water-cooled condenser 21, and then changes to a low-temperature and low-pressure state through the electronic expansion valve, absorbing heat from the indoor evaporator 11 to achieve the cooling function.

[0063] Entry conditions: The air conditioning cooling switch is turned on and the knob is turned to cooling and the maximum battery temperature is ≤35℃;

[0064] Execution action: SOV1 is turned on, SOV2, 3, 4 are turned off → EXV1 is turned on automatically, EXV2, 3 are turned off → the fan 14 is turned on automatically → the compressor 15 is turned on automatically;

[0065] Exit condition: The air conditioning cooling switch is turned off or the knob is not in the cooling position or the maximum battery temperature is greater than 35°C.

[0066] 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 water-cooled condenser 21, 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 cools the battery.

[0067] Entry conditions: The air conditioning cooling switch is turned off and the knob is turned to cooling and the maximum battery temperature is greater than 35°C;

[0068] Execution action: 1-4 of the four-way valve 19 are connected → SOV1 is opened, SOV2, 3, 4 are closed → EXV1 is automatically opened, EXV2, 3 are closed → water pump 2 is opened → the fan 14 is automatically opened → the compressor 15 is automatically opened;

[0069] Exit condition: The air conditioning cooling switch is turned on or the knob is not in the cooling position or the maximum battery temperature is less than 32°C.

[0070] 6. Cab & 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 the water pump 2 is turned on. The high-temperature and high-pressure refrigerant releases heat through the water-cooled condenser 21, and then simultaneously passes through the electronic expansion valves of the chiller branch and the indoor evaporator 11 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 11, thereby realizing the cooling function of the cab and the battery.

[0071] Entry conditions: The air conditioner switch is turned on and the knob is turned to cooling and the maximum battery temperature is greater than 35°C;

[0072] Execution action: 1-4 of the four-way valve 19 are connected → SOV1, 4 are opened, SOV2, 3 are closed → EXV1, 3 are automatically opened, EXV2 is closed → water pump 2 is automatically opened → the fan 14 is automatically opened → the compressor 15 is automatically opened;

[0073] Exit condition: The air conditioning refrigeration switch is turned off or the knob is not in the cooling position or the maximum battery temperature is <35℃.

[0074] 7. 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 environment and heats up through the indoor evaporator 11. The temperature difference with the water temperature is very small, so the water pump is turned off and only heat is absorbed from the outdoor environment: the heat source is the environment + the compressor 15.

[0075] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature<5℃;

[0076] Execution action: SOV2 and 3 are turned on, SOV1 and 4 are turned off → EXV2 is turned on automatically, EXV1 and 3 are turned off → the fan 14 is turned on automatically → the compressor 15 is turned on automatically;

[0077] Exit condition: Exit if any condition is not met.

[0078] 8. Single cab heating (waste heat recovery): When the air conditioner is turned on for heating, the battery has no cooling or heating requirements, and the ambient temperature is too low or the water temperature is high enough, the fan 14 is turned off, and the refrigerant does not absorb heat through the water-cooled condenser 21, but only absorbs heat from the coolant: the heat source is the waste heat of the motor 22 + the compressor 15

[0079] Entry conditions: water temperature ≥ 25℃;

[0080] Execution action: 2-3 of the four-way valve 19 is connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV2 is opened, EXV1, 3 are closed → water pump 1 is turned on → the compressor 15 is automatically turned on;

[0081] Exit condition: Exit if any condition is not met or water temperature is ≤20℃.

[0082] IX. 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 environment temperature is sufficient, the fan 14 is turned on, and the refrigerant first absorbs heat from the environment through the water-cooled condenser 21 and then absorbs heat from the coolant through the water-cooled condenser 21; the heat source is the environment + the waste heat of the motor 22 + the compressor 15

[0083] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature≥5℃ and ambient temperature<-10℃;

[0084] Execution action: 2-3 of the four-way valve 19 is connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV2 is opened, EXV1, 3 are closed → water pump 1 is opened → the fan 14 is automatically turned on → the compressor 15 is automatically turned on;

[0085] Exit condition: Exit if any condition is not met.

[0086] 10. 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, the water pump 2 is turned on to obtain heat only from the environment. The heat source is the environment + the compressor 15

[0087] Entry conditions: water temperature 0≤<25℃ and water temperature - ambient temperature <5℃;

[0088] Execution action: 1-4 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV3 is opened, EXV1, 2 are closed → water pump 2 is turned on → the fan 14 is automatically turned on → the compressor 15 is automatically turned on;

[0089] Exit condition: Exit if any condition is not met.

[0090] XI. Single battery heating (heat pump 1): When the air conditioner is turned off and the battery has a heating demand, when the ambient temperature is too low, the fan 14 is turned off, and after the refrigerant releases heat in the Chiller, the LLC obtains the residual heat of the motor 22 from the coolant; the heat source is the motor 22 + the compressor 15

[0091] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature≥5℃ and ambient temperature<-10℃;

[0092] Execution action: 1-4, 2-3 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV3 is opened, EXV1, 2 are closed → 2-3 of the three-way valve 18 are connected → water pumps 1, 2 are turned on → the compressor 15 is automatically turned on;

[0093] Exit condition: Exit if any condition is not met.

[0094] 12. 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 14. After the refrigerant releases heat in the chiller, it first obtains heat from the environment through the radiator 13, and then obtains the residual heat of the motor 22 from the coolant through the LLC; the heat source is the environment + the motor 22 + the compressor 15

[0095] Entry conditions: 0<water temperature<25℃ and water temperature-ambient temperature≥5℃ and ambient temperature>-10℃;

[0096] Execution action: 1-4, 2-3 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV3 is opened, EXV1, 2 are closed → 2-3 of the three-way valve 18 are connected → water pumps 1, 2 are opened → the fan 14 is automatically turned on → the compressor 15 is automatically turned on;

[0097] Exit condition: Exit if any condition is not met.

[0098] 13. 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 15 is turned off, the coolant circulation is connected, and the battery is heated only by the heat generated by the motor 22; the heat source is the motor 22

[0099] Entry conditions: 25≤water temperature<35℃;

[0100] Execution action: 1-2, 3-4 of the four-way valve 19 are connected → water pumps 1 and 2 are turned on;

[0101] Exit condition: The minimum battery temperature is greater than 20°C or any condition is not met.

[0102] 14. Cab & Battery Heating (Heat Pump): 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 22 water temperature and the battery water temperature is too small, the coolant will circulate independently. If the temperature difference between the motor 22 water temperature and the battery water temperature is large, the coolant will start a large circulation. Turn off the fan 14, do not absorb heat from the environment, release the heat of the motor 22 and the heat of the compressor 15 to the refrigerant through LLC, and then supply the cab and battery heating at the same time; the heat source is the motor 22 + the compressor 15

[0103] Entry conditions: 0≤water temperature<25℃, water temperature of the motor 22 - battery water temperature<5℃, coolant independent circulation or water temperature of the motor 22 - battery water temperature≥5℃, coolant large circulation and ambient temperature<-10℃;

[0104] Execution action: 1-4, 2-3 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV2, 3 are opened, EXV1 is closed → water pumps 1, 2 are turned on → the fan 14 is automatically turned on → the compressor 15 is automatically turned on;

[0105] Exit condition: minimum battery temperature > 20°C or any of the other entry conditions is not met;

[0106] 1-4, 2-3 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV2, 3 are opened, EXV1 is closed → water pumps 1, 2 are turned on → the compressor 15 is automatically turned on.

[0107] 15. Cab & Battery Heating (Heat Pump): 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 22 water temperature and the battery water temperature is too small, the coolant will circulate independently. If the temperature difference between the motor 22 water temperature and the battery water temperature is large, the coolant will start a large circulation. Turn on the fan 14, absorb heat from the ambient temperature through the water-cooled condenser 21, and then release the heat of the motor 22 and the heat of the compressor 15 to the refrigerant through the LLC, and supply the cab and battery heating at the same time; the heat source is the environment + the motor 22 + the compressor 15

[0108] Entry conditions: 0≤water temperature<25℃, water temperature of the motor 22 - battery water temperature<5℃, coolant independent circulation or water temperature of the motor 22 - battery water temperature≥5℃, coolant large circulation and ambient temperature>-10℃;

[0109] Execution action: 1-4, 2-3 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV2, 3 are opened, EXV1 is closed → water pumps 1, 2 are turned on → the fan 14 is automatically turned on → the compressor 15 is automatically turned on;

[0110] Exit condition: minimum battery temperature > 20°C or any of the other entry conditions is not met.

[0111] 15. 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 22 through the coolant; the fan 14 is turned off, and the refrigerant absorbs heat from the coolant only through water cooling

[0112] Entry conditions: 25 ≤ water temperature < 35 ℃;

[0113] Execution action: 1-2, 3-4 of the four-way valve 19 are connected → SOV2, 3 are opened, SOV1, 4 are closed → EXV2 is opened, EXV1, 3 are closed → water pumps 1, 2 are turned on → the compressor 15 is automatically turned on;

[0114] Exit condition: minimum battery temperature > 20°C or any of the other entry conditions is not met.

[0115] 16. 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 radiator 13, and then obtains the battery waste heat from the coolant through LLC to heat the cab; the heat source is the battery + environment + the compressor 15

[0116] Entry conditions: The air conditioning and heating switch is turned on, the maximum battery temperature is greater than 35°C, and the vehicle is in charging mode;

[0117] Execution action: four-way valve 191-2, 3-4 connected → SOV2, 3 open, SOV1, 4 closed → EXV2 open, EXV1, 3 closed → water pump 1, 2 open → 2-3 of three-way valve 18 connected → the fan 14 automatically turns on → the compressor 15 automatically turns on;

[0118] Exit condition: The maximum battery temperature is less than 20°C or any entry condition is not met to exit this mode.

[0119] 17. Heating and dehumidification: When the dehumidification switch is turned on, the indoor evaporator 11 and the indoor condenser 12 are turned on at the same time. The air with high humidity is first cooled by the evaporator, and the water is condensed and discharged. Then, the air passes through the indoor condenser 12 to absorb heat and heat up to become dry air. The heat source is only the compressor 15.

[0120] Entry conditions: Dehumidification switch is turned on;

[0121] Execution action: SOV3 is turned on, SOV1, 2, 4 are turned off → EXV1, 2 are turned on, EXV3 is turned off → the compressor 15 is turned on automatically;

[0122] Exit condition: Dehumidification switch is turned off.

[0123] 18. Defrosting mode: When the defrosting switch is turned on, the indoor evaporator 11 is turned on, and the high-temperature and high-pressure refrigerant from the outlet of the compressor 15 passes through the water-cooled condenser 21, and the heat of the refrigerant is used to melt the frost layer. The heat source is only the compressor 15.

[0124] Entry conditions: Ambient temperature > 4°C, and the ambient temperature is 25°C higher than the saturation temperature corresponding to the low pressure for 5 minutes or the heat pump is turned on for 30 minutes;

[0125] Execution action: SOV1 is turned on, SOV2, 3, 4 are turned off → EXV1 is turned on, EXV2, 3 are turned off → compression automatic control is turned on;

[0126] Exit condition: System high pressure>7bar for more than 10 minutes, or continuous defrosting for more than 15 minutes.

[0127] The system integrates the same or similar functional parts as much as possible and reduces the number of parts, thereby reducing costs by about 30%, weight by more than 20%, and maintenance costs by 20%; it gets rid of the high energy consumption problem of PTC, optimizes heat exchange and improves energy efficiency, effectively reduces overall energy consumption, and significantly extends the cruising range of new energy vehicles, allowing them to travel farther with the same amount of power; 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%; the thermal system of the entire vehicle is integrated, and thermal management is developed from the perspective of vehicle energy management, absorbing energy from the environment and waste heat as much as possible, which can greatly increase the cruising range.

[0128] The above disclosure is only a preferred embodiment of a pure electric vehicle heat pump integrated system of the present invention. Of course, it 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 embodiments and equivalent changes made according to the claims of the present invention still fall within the scope of the invention.

Claims

1. A heat pump integrated system for a pure electric vehicle, characterized in that ； It includes a first water pump, a second water pump, a refrigeration device, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a first solenoid valve, a second battery valve, a third solenoid valve, a fourth solenoid valve, an indoor evaporator, an indoor condenser, a radiator, a fan, a compressor, a heating water tank, a blower, a three-way valve, a four-way valve, a gas-liquid separator, a water-cooled condenser, a motor and an electronic control; The radiator, the three-way valve, the first water pump, the four-way valve, the electronic control and the motor are connected in sequence, the water-cooled condenser, the first solenoid valve, the third solenoid valve, the refrigeration device and the third electronic expansion valve are connected in sequence, the compressor, the gas-liquid separator and the fourth solenoid valve are connected and connected in parallel with the third electronic expansion valve, the second battery valve is connected to the first solenoid valve and the gas-liquid separator respectively, the second electronic expansion valve is connected to the indoor condenser and connected in parallel with the third solenoid valve and the refrigeration device, the first electronic expansion valve is connected to the indoor evaporator and connected in parallel with the second electronic expansion valve and the indoor condenser, the blower is arranged on one side of the indoor evaporator, the fan is arranged on one side of the radiator, the warm air water tank is connected to the first electronic expansion valve and the second electronic expansion valve, the battery pack is connected to the cooling plate, the refrigeration device, the cooling plate, the second water pump and the four-way valve are connected in sequence.

2. The heat pump integrated system for a pure electric vehicle as claimed in claim 1, characterized in that: The pure electric vehicle heat pump integrated system also includes an expansion water tank, a first temperature sensor and a second temperature sensor, the first temperature sensor is connected to the indoor evaporator, the second temperature sensor is connected to the refrigeration device, and the expansion water tank is connected to the first water pump.

3. The heat pump integrated system for a pure electric vehicle as claimed in claim 1, characterized in that: The pure electric vehicle heat pump integrated system also includes a third temperature sensor and a fourth temperature sensor, and the third temperature sensor and the fourth temperature sensor are respectively connected to the refrigeration device.

4. The heat pump integrated system for a pure electric vehicle as claimed in claim 1, characterized in that: The pure electric vehicle heat pump integrated system also includes a pressure sensor and a fifth temperature sensor, the fifth temperature sensor is connected to the three-way valve, and the pressure sensor is connected to the indoor evaporator.

5. The heat pump integrated system for a pure electric vehicle as claimed in claim 1, characterized in that: The pure electric vehicle heat pump integrated system also includes a first temperature and pressure sensor, a second temperature and pressure sensor and a third temperature and pressure sensor, the first temperature and pressure sensor is connected to the compressor, the second temperature and pressure sensor is connected to the indoor condenser, and the third temperature and pressure sensor is connected to the refrigeration device.

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