Pure electric vehicle heat pump system based on air supply enthalpy increasing compressor and heat accumulator

Abstract

The invention relates to the technical field of vehicle heat management, in particular to a pure electric vehicle heat pump system based on an air supply enthalpy increasing compressor and a heat accumulator. Comprising a gas supplementing and enthalpy increasing compressor, an outlet of the gas supplementing and enthalpy increasing compressor is connected with a second four-way valve through a pipeline, a gas inlet of the gas supplementing and enthalpy increasing compressor is connected with a gas-liquid separator, and the end, away from the gas supplementing and enthalpy increasing compressor, of the gas-liquid separator is connected with a first four-way valve. According to the pure electric vehicle heat pump system based on the air-supplementing enthalpy-increasing compressor and the heat accumulator, the heat accumulator is connected in series in a battery cooling loop, heat generated due to acceleration and braking energy recovery in the running process is achieved by controlling opening and closing of a stop valve, and it is ensured that a battery works in a proper temperature range; the heat accumulator is heated together with heat generated by the battery through heat exchange of cooling liquid and a refrigerant in the battery cooler; therefore, when the vehicle is stopped for a long time and is not charged, enough heat can still be provided for preheating the battery pack when the vehicle is started.

Description

Technical Field

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

[0002] Electric vehicles are the mainstream of new energy vehicles, with excellent potential to reduce carbon emissions. There are two main types of air conditioning systems for electric vehicles. One is that the electric compressor drives the refrigerant to directly cool the passenger compartment, and PTC heats the passenger compartment. The other is heat pump + PTC + waste heat recovery, which changes the flow direction of the refrigerant in the refrigerant circuit to achieve cooling or heating of the passenger compartment, and PTC is used for auxiliary heating.

[0003] The main problems of electric vehicle air conditioning systems at present are:

[0004] (1) PTC mainly uses PTC air heaters and PTC liquid heaters to heat the passenger compartment. PTC air heaters will introduce high voltage electricity into the passenger compartment, which may be dangerous. However, whether using PTC air heaters or PTC liquid heaters, energy consumption will increase and mileage will be reduced.

[0005] (2) Although heat pumps can reduce energy consumption, they can only provide good heating performance within the temperature range of -10°C to -0°C. The heating effect is very poor below -10°C and cannot meet the comfort requirements of the passenger compartment.

[0006] To this end, a pure electric vehicle heat pump system based on an air-injection enthalpy-increasing compressor and a heat accumulator is designed to provide another technical solution to the above technical problems. Summary of the invention

[0007] Based on this, it is necessary to provide a pure electric vehicle heat pump system based on an air-injection enthalpy-increasing compressor and a heat accumulator to solve the technical problems raised in the above background technology.

[0008] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0009] A pure electric vehicle heat pump system based on an air-compensating reheat-increasing compressor and a heat accumulator comprises an air-compensating reheat-increasing compressor, wherein the outlet of the air-compensating reheat-increasing compressor is connected to a second four-way valve through a pipeline, the air inlet of the air-compensating reheat-increasing compressor is connected to a gas-liquid separator, the end of the gas-liquid separator away from the air-compensating reheat-increasing compressor is connected to a first four-way valve, the end of the second four-way valve away from the air-compensating reheat-increasing compressor is connected to a battery cooler, the end of the first four-way valve away from the gas-liquid separator is connected to a plate heat exchanger, the bottom end of the plate heat exchanger is connected to an off-vehicle heat exchanger, and the bottom of the off-vehicle heat exchanger is connected to a shut-off valve. Valve z1, the outer side of the stop valve z1 is connected to the expansion valve p1, the end of the stop valve z1 away from the external heat exchanger is connected to the economizer, the top of one end of the economizer is connected to the expansion valve p4, the top of the expansion valve p4 is connected to the plate heat exchanger, one end of the bottom of the economizer is connected to the battery cooler through the expansion valve p3, the outer side of the expansion valve p3 is connected to the stop valve z3, one end of the top of the economizer is connected to the check valve D, the top of the check valve D is connected to the air supply port of the air supply and enthalpy increasing compressor, and one end of the top of the plate heat exchanger is connected to the pipeline between the economizer and the expansion valve p3.

[0010] As a preferred implementation of the pure electric vehicle heat pump system based on the air-injection enthalpy-increasing compressor and the heat accumulator provided by the present invention, a second electronic fan is provided on one side of the external heat exchanger.

[0011] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-increasing reheat compressor and the heat accumulator provided by the present invention, the end of the second four-way valve away from the air-increasing reheat compressor is also connected to the in-vehicle heat exchanger, and a first electronic fan is arranged on one side of the in-vehicle heat exchanger. A stop valve z2 is connected to the bottom of the in-vehicle heat exchanger, and the bottom of the stop valve z2 is connected to the economizer and the expansion valve p3 through a pipeline, and the outer side of the stop valve z2 is connected to the expansion valve p2.

[0012] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-injection enthalpy-increasing compressor and the heat accumulator provided by the present invention, the outer side of the economizer is respectively provided with four interfaces 401, 402, 403 and 404, the outer side of the plate heat exchanger is respectively provided with four interfaces 501, 502, 503 and 504, the outer side of the first four-way valve is respectively provided with four interfaces 801, 802, 803 and 804, the outer side of the second four-way valve is respectively provided with four interfaces 1001, 1002, 1003 and 1004, and the outer side of the battery cooler is respectively provided with four interfaces 1101, 1102, 1103 and 1104;

[0013] The air supply port of the air supply and enthalpy increase compressor 1 is connected to the 401 interface of the economizer 4 through a check valve D, the 402 interface on the economizer is connected to the expansion valve p4, the 403 interface on the economizer is connected to the stop valve z1, and the 404 interface on the economizer is connected to the expansion valve p3;

[0014] The interface 501 on the plate heat exchanger is connected to the interface 802 on the first four-way valve, the interface 502 on the plate heat exchanger is connected to the off-vehicle heat exchanger, the top of the expansion valve p4 is connected to the interface 503 on the plate heat exchanger, and the interface 504 on the plate heat exchanger is connected to the pipeline between the economizer and the expansion valve p3;

[0015] The interface 1001 on the second four-way valve is connected to the interface 801 on the first four-way valve, the interface 1003 on the second four-way valve is connected to the interface 803 on the first four-way valve, and the interface 804 on the first four-way valve is connected to the gas-liquid separator;

[0016] The interface 1002 on the second four-way valve is connected to the outlet of the air replenishment and enthalpy increase compressor, the interface 1004 on the second four-way valve is connected to the refrigerant channel interface 1101 on the battery cooler, and the top of the in-vehicle heat exchanger is also connected to the interface 1004 on the second four-way valve;

[0017] One end of the expansion valve p3 is connected to the interface 1102 on the battery cooler.

[0018] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-increasing enthalpy-increasing compressor and the heat accumulator provided by the present invention, a refrigerant circuit is formed by the air-increasing enthalpy-increasing compressor, the second four-way valve, the in-vehicle heat exchanger, the first electronic fan, the out-vehicle heat exchanger, the plate heat exchanger, the first four-way valve, the gas-liquid separator, the refrigerant channel of the battery cooler, the expansion valve p1, the expansion valve p2, the expansion valve p3, the expansion valve p4, the stop valve z1, the stop valve z2, the stop valve z3, and the check valve D.

[0019] As a preferred implementation of the pure electric vehicle heat pump system based on the air-compensating enthalpy-increasing compressor and the heat accumulator provided by the present invention, the refrigerant in the refrigerant circuit is R134a.

[0020] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-compensating enthalpy-increasing compressor and the heat accumulator provided by the present invention, a second radiator is arranged at one end of the off-vehicle heat exchanger away from the second electronic fan, an eight-way valve is connected to the top of the second radiator, the bottom of the second radiator is connected to one end of the eight-way valve, one end of the bottom of the eight-way valve is connected to the electric drive module, the rear wheel motor, the front wheel motor and the second water pump in sequence from top to bottom, and the inlet of the second water pump is connected to the other end of the bottom of the eight-way valve;

[0021] The inlet of the first water pump is also connected to a stop valve z7, the top of the stop valve z7 is connected to one end of the battery pack coolant channel, the other end of the battery pack coolant channel is connected to a stop valve z6, the top of the stop valve z6 is connected to the coolant inlet of the heat accumulator, and the coolant outlet of the heat accumulator is connected to the battery cooler.

[0022] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-compensating enthalpy-increasing compressor and the heat accumulator provided by the present invention, a first coolant circuit is formed by a second water pump, a front wheel motor, a rear wheel motor, an electric drive module, an eight-way valve and a second radiator;

[0023] A second coolant circuit is formed by the first water pump, the battery pack, the shut-off valve z5, the shut-off valve z4, the coolant channel of the battery cooler and the eight-way valve;

[0024] The third coolant circuit is formed by the first water pump, the battery pack, the shut-off valve z7, the shut-off valve z6, the heat accumulator, the coolant channel of the battery cooler and the eight-way valve.

[0025] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-injection enthalpy-increasing compressor and the heat accumulator provided by the present invention, a first radiator is arranged on the side of the in-vehicle heat exchanger away from the first electronic fan, and the top and bottom of the first radiator are connected to the eight-way valve.

[0026] As a preferred embodiment of the pure electric vehicle heat pump system based on the air-injection enthalpy-increasing compressor and the heat accumulator provided by the present invention, eight interfaces 1401, 1402, 1403, 1404, 1405, 1406, 1407 and 1408 are respectively arranged on the outside of the eight-way valve, the coolant outlet of the heat accumulator is connected to the 1104 interface of the battery cooler, the coolant channel 1103 of the battery cooler is connected to the 1401 interface of the eight-way valve, the top of the first radiator is connected to the 1402 interface on the eight-way valve, the bottom of the first radiator is connected to the 1403 interface on the eight-way valve, the bottom of the second radiator is connected to the 1404 interface on the eight-way valve, the 1405 interface on the eight-way valve is connected to the electric drive module, the inlet of the second water pump is connected to the 1406 interface on the eight-way valve, and the top of the second radiator is connected to the 1407 interface on the eight-way valve.

[0027] 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.

[0028] At the same time, through the above technical solutions, the present invention has at least the following beneficial effects:

[0029] 1. The present invention provides a pure electric vehicle heat pump system based on an air-injection reheat-increasing compressor and a heat accumulator. The heat accumulator is connected in series in a battery cooling circuit, and the opening and closing of a stop valve are controlled to realize the heat generated by acceleration and braking energy recovery during driving, thereby ensuring that the battery operates within a suitable temperature range; the heat accumulator is heated together with the heat generated by the battery through heat exchange between the coolant and the refrigerant in the battery cooler; and when the vehicle is parked for a long time without charging, there is still enough heat to preheat the battery pack when the vehicle is started.

[0030] 2. The present invention connects a heat accumulator in series in the battery cooling circuit. When the vehicle is parked and charged, the battery generates heat, and this heat is recovered to preheat the battery pack when the vehicle is started. At the same time, since the heat accumulator is only used to preheat the battery pack, a large heat accumulator is not required, thereby reducing the size of the heat accumulator and saving costs.

[0031] 3. The present invention adopts upstream air supply, and a plate heat exchanger is arranged in the air supply branch to exchange heat with the refrigerant coming out of the external heat exchanger, and then enters the air supply branch expansion valve p4 for expansion, so that the temperature of the refrigerant entering the economizer is lower than the temperature of the air supply branch refrigerant entering the economizer in a general upstream air supply heat pump system, so that more heat of the main refrigerant can be taken away during heat exchange with the main refrigerant in the economizer, so that the temperature of the main refrigerant before the expansion valve p1 is lower, and the supercooling before the refrigerant valve is increased, so that the enthalpy difference between the inlet and outlet of the external heat exchanger (evaporator) is larger than the enthalpy difference of the general upstream air supply enthalpy increase heat pump system, and more heat can be absorbed from the external environment; after the refrigerant flows out from the external heat exchanger (evaporator), it exchanges heat with the air supply branch refrigerant in the plate heat exchanger, thereby increasing the heat in the refrigerant, increasing the temperature of the compressor inlet, and improving the efficiency of the compressor.

[0032] 4. The economizer of the present invention also adopts a plate heat exchanger, so as to reduce the temperature of the main refrigerant while reducing the pressure loss of the refrigerant in the air supply branch, increasing the air supply pressure, improving the heating capacity of the system, and reducing the temperature of the compressor exhaust port. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] 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.

[0034] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0035] Figure 2 is a schematic diagram of a first heating mode of the present invention;

[0036] Figure 3 is a schematic diagram of a second heating mode of the present invention;

[0037] Figure 4 is a schematic diagram of a third heating mode of the present invention;

[0038] Figure 5 It is a schematic diagram of the passenger compartment cooling mode of the present invention;

[0039] Figure 6 This is a schematic diagram of the battery, motor, and electric drive weak cooling mode of the present invention;

[0040] Figure 7 This is a schematic diagram of the strong cooling mode of the battery, motor, and electric drive of the present invention;

[0041] Figure 8 This is a schematic diagram of the driving heat storage mode of the present invention;

[0042] Fig. 9 This is a schematic diagram of the parking charging heat storage mode / battery pack preheating mode of the present invention.

[0043] In the figure: 1. air-supplying and reheat-increasing compressor; 2. in-vehicle heat exchanger; 3. first electronic fan; 4. economizer; 5. plate heat exchanger; 6. out-vehicle heat exchanger; 7. second electronic fan; 8. first four-way valve; 9. gas-liquid separator; 10. second four-way valve; 11. battery cooler; 12. first water pump; 13. heat accumulator; 14. eight-way valve; 15. first radiator; 16. second water pump; 17. second radiator. DETAILED DESCRIPTION

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] Reference Figure 1-Figure 9 A pure electric vehicle heat pump system based on an air-increasing resuspension compressor and a heat accumulator comprises an air-increasing resuspension compressor 1, the outlet of the air-increasing resuspension compressor 1 is connected to a second four-way valve 10 through a pipeline, the outer side of the second four-way valve 10 is respectively provided with four interfaces 1001, 1002, 1003 and 1004, the interface 1002 on the second four-way valve 10 is connected to the outlet of the air-increasing resuspension compressor 1, the air inlet of the air-increasing resuspension compressor 1 is connected to a gas-liquid separator 9, and the end of the gas-liquid separator 9 away from the air-increasing resuspension compressor 1 is connected to the There is a first four-way valve 8, and the outer side of the first four-way valve 8 is respectively provided with four interfaces 801, 802, 803 and 804. The interface 804 on the first four-way valve 8 is connected to the gas-liquid separator 9, the interface 1001 on the second four-way valve 10 is connected to the interface 801 on the first four-way valve 8, and the interface 1003 on the second four-way valve 10 is connected to the interface 803 on the first four-way valve 8, so that the refrigerant can flow directly through the connection between 1003 and 803, or the refrigerant can flow through the connection between 1001 and 801;

[0049] The end of the second four-way valve 10 away from the air replenishment and reheat increasing compressor 1 is connected to the battery cooler 11, and the outer side of the battery cooler 11 is respectively provided with four interfaces 1101, 1102, 1103 and 1104, and the interface 1004 on the second four-way valve 10 is connected to the refrigerant channel interface 1101 on the battery cooler 11. The end of the first four-way valve 8 away from the gas-liquid separator 9 is connected to the plate heat exchanger 5, and the outer side of the plate heat exchanger 5 is respectively provided with four interfaces 501, 502, 503 and 504, so that the interface 501 on the plate heat exchanger 5 is connected to the interface 802 on the first four-way valve 8, and one end of the bottom of the plate heat exchanger 5 is connected to the vehicle-outside heat exchanger 6, so that the interface 502 on the plate heat exchanger 5 is connected to the vehicle-outside heat exchanger 6;

[0050] A second electronic fan 7 is provided on one side of the external heat exchanger 6, so that the external heat exchanger 6 is cooled to a certain extent by the operation of the second electronic fan 7. A stop valve z1 is connected to the bottom of the external heat exchanger 6, and an expansion valve p1 is connected to the outside of the stop valve z1, so that the refrigerant flows through the expansion valve p1 and expands and flows into the external heat exchanger 6 by closing the stop valve z1 and opening the expansion valve p1. The end of the stop valve z1 away from the external heat exchanger 6 is connected to the economizer 4, and four interfaces 401, 402, 403 and 404 are respectively provided on the outside of the economizer 4, and the interface 403 on the economizer 4 is connected to the stop valve z1;

[0051] The top of one end of the economizer 4 is connected with an expansion valve p4, so that the 402 interface on the economizer 4 is connected to the expansion valve p4, and then the flowing refrigerant can be expanded through the expansion valve p4, the top of the expansion valve p4 is connected to the plate heat exchanger 5, and then the top of the expansion valve p4 is connected to the 503 interface on the plate heat exchanger 5, and one end of the bottom of the economizer 4 is connected to the battery cooler 11 through the expansion valve p3, so that the 404 interface on the economizer 4 is connected to the expansion valve p3, one end of the expansion valve p3 is connected to the 1102 interface on the battery cooler 11, and the outer side of the expansion valve p3 is connected with a stop valve z3, so that the stop valve z3 can be closed and the expansion valve p3 can be opened, so that the refrigerant can flow through the expansion valve p3 after expansion;

[0052] One end of the top of the economizer 4 is connected with a check valve D, and the top of the check valve D is connected to the air supply port of the air supply and reheat increasing compressor 1, so that the air supply port of the air supply and reheat increasing compressor 1 is connected to the 401 interface of the economizer 4 through the check valve D, and one end of the top of the plate heat exchanger 5 is connected to the pipeline between the economizer 4 and the expansion valve p3, so that the 504 interface on the plate heat exchanger 5 is connected to the pipeline between the economizer 4 and the expansion valve p3, so that when heating the passenger compartment, the expansion valve p1 is opened and the stop valve z1 is closed, and when cooling the passenger compartment, the expansion valve p1 is closed and the stop valve z1 is opened. When the expansion valve p4 is opened, the air supply mode is turned on, and when the expansion valve p4 is closed, the air supply and reheat increasing compressor 1 is in the single-stage compressor mode.

[0053] One end of the second four-way valve 10 away from the air-injection and reheat-increasing compressor 1 is also connected to the in-vehicle heat exchanger 2, so that the top of the in-vehicle heat exchanger 2 is also connected to the 1004 interface on the second four-way valve 10, and a first electronic fan 3 is arranged on one side of the in-vehicle heat exchanger 2, so that the in-vehicle heat exchanger 2 is cooled by the operation of the first electronic fan 3, and the bottom of the in-vehicle heat exchanger 2 is connected to a stop valve z2, and the bottom of the stop valve z2 is connected to the pipeline between the economizer 4 and the expansion valve p3, and the outside of the stop valve z2 is connected to the expansion valve p2.

[0054] In this embodiment, a refrigerant circuit is formed by an air-increasing and reheat-increasing compressor 1, a second four-way valve 10, an in-vehicle heat exchanger 2, a first electronic fan 3, an out-of-vehicle heat exchanger 6, a refrigerant channel of a plate heat exchanger 5, a first four-way valve 8, a gas-liquid separator 9, a refrigerant channel of a battery cooler 11, an expansion valve p1, an expansion valve p2, an expansion valve p3, an expansion valve p4, a stop valve z1, a stop valve z2, a stop valve z3 and a check valve D, and the refrigerant in the refrigerant circuit is R134a.

[0055] A second radiator 17 is provided at one end of the off-vehicle heat exchanger 6 away from the second electronic fan 7. The top of the second radiator 17 is connected to the eight-way valve 14. The outer side of the eight-way valve 14 is respectively provided with eight interfaces 1401, 1402, 1403, 1404, 1405, 1406, 1407 and 1408. The top of the second radiator 17 is connected to the interface 1407 on the eight-way valve 14, and the bottom of the second radiator 17 is connected to one end of the eight-way valve 14, so that the bottom of the second radiator 17 is connected to the interface 1404 on the eight-way valve 14. One end of the bottom of the eight-way valve 14 is connected to the electric drive module, the rear wheel motor (that is, Figure 1 Motor (rear) in the front wheel motor (i.e. Figure 1The inlet of the second water pump 16 is connected to the other end of the bottom of the eight-way valve 14, so that the 1405 interface on the eight-way valve 14 is connected to the electric drive module, and the inlet of the second water pump 16 is connected to the 1406 interface on the eight-way valve 14, so that the coolant is pumped out from the second water pump 16 and flows through the front wheel motor, the rear wheel motor and the electric drive module in sequence and then enters the interior of the eight-way valve 14.

[0056] In this embodiment, a first coolant circuit is formed by the second water pump 16 , the front wheel motor, the rear wheel motor, the electric drive module, the eight-way valve 14 and the second radiator 17 .

[0057] The top of one end of the eight-way valve 14 is connected to the first water pump 12, so that the 1408 interface on the eight-way valve 14 is connected to the first water pump 12, the inlet of the first water pump 12 is connected to the stop valve z5, the top of the stop valve z5 is connected to the stop valve z4, the top of the stop valve z5 is connected to the top pipeline of the heat accumulator 13, and the bottom of the battery cooler 11 is connected to the eight-way valve 14, so that the coolant channel 1103 on the battery cooler 11 is connected to the 1401 interface on the eight-way valve 14.

[0058] Preferably, a first radiator 15 is provided on the side of the in-vehicle heat exchanger 2 away from the first electronic fan 3, and the top and bottom of the first radiator 15 are connected to the eight-way valve 14, so that the top of the first radiator 15 is connected to the 1402 interface on the eight-way valve 14, and the bottom of the first radiator 15 is connected to the 1403 interface on the eight-way valve 14.

[0059] In this embodiment, the first water pump 12 and the battery pack (that is, Figure 1 The B-Pack in the battery cooler, the shut-off valve z5, the shut-off valve z4, the coolant channel of the battery cooler 11 and the eight-way valve 14 constitute a second coolant circuit.

[0060] The inlet of the first water pump 12 is also connected to a stop valve z7, the top of which is connected to one end of the battery pack coolant channel, and the stop valve z5 is located on the outside of the stop valve z7 and the battery pack, the other end of the battery pack coolant channel is connected to a stop valve z6, the top of which is connected to the coolant inlet of the heat accumulator 13, the coolant outlet of the heat accumulator 13 is connected to the battery cooler 11, so that the coolant outlet of the heat accumulator 13 is connected to the 1104 interface of the battery cooler 11, and the 1103 interface of the battery cooler 11 is connected to the 1401 interface of the eight-way valve 14.

[0061] In this embodiment, a third coolant circuit is formed by the first water pump 12 , the battery pack, the stop valve z7 , the stop valve z6 , the heat accumulator 13 , the coolant channel of the battery cooler 11 and the eight-way valve 14 .

[0062] In this embodiment, the top, bottom, one end, the other end, one side and the other side in the description of the positional relationship of the structure are all based on the present application. Figure 1-Figure 9 The illustration in the figure is described, which does not indicate the necessary installation position of the structure in the actual application of the device of the present application. The position can be adjusted as needed during actual installation, but the connection relationship of the structure is correct. The specific liquid flow direction can be referred to in the present invention. Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 , Figure 7 , Figure 8 and Fig. 9 The arrows in the figure indicate the direction, and the connection relationship between the inlet and outlet is explained according to the flow direction.

[0063] like Figure 2 As shown, it is the first heating mode. When the ambient temperature is above 0°C and the passenger compartment needs to be heated, this mode operates to heat the passenger compartment. The interface 1402 of the eight-way valve 14 is connected to the interface 1406, and the interface 1403 of the eight-way valve 14 is connected to the interface 1405. After the coolant is pumped out from the second water pump 16, it passes through the front and rear motors, the inverter DCDC, and the electric drive control module in sequence, and then flows into the interface 1405 of the eight-way valve 14, flows out from the interface 1403 of the eight-way valve 14, flows to the first radiator 15, and the first electronic fan 3 is started, driving the air to flow through the first radiator 15 and exchange heat with the coolant inside, and then enters the passenger compartment to heat the passenger compartment. After the coolant is completed in the first radiator 15, it flows out through the outlet, then flows into the interface 1402 of the eight-way valve 14, flows out from the interface 1406, and finally is sucked into the second water pump 16.

[0064] like Figure 3As shown, it is the second heating mode. When the ambient temperature is -5℃~0℃, this mode operates to heat the passenger compartment. The heat pump system is coupled with the motor and the electric drive cooling system to heat together. The stop valve z1 is closed. At this time, the air-injection and enthalpy-increasing compressor 1 is a single-stage compressor, the electronic expansion valve p4 is closed, and the electronic expansion valve p1 is opened. The check valve D is closed to reduce the clearance volume of the compressor in the non-air-injection state to ensure the volumetric efficiency and stability of the compressor during operation. The interface 1402 of the eight-way valve 14 is connected to the interface 1406, and the interface 1403 is connected to the interface 1405. The interface 802 of the first four-way valve 8 is connected to the interface 804, and the interface 1002 of the second four-way valve 10 is connected to the interface 1004. The refrigerant flows into the in-vehicle heat exchanger (condenser) 2 from the exhaust port of the air-injection and enthalpy-increasing compressor 1. The first electronic fan 3 works, and the refrigerant condenses and releases heat in the in-vehicle heat exchanger (condenser) 2. Driven by the electronic fan, the air flows through the gap between the in-vehicle heat exchanger (condenser) 2 and the first radiator 15 to complete the heat exchange and then enter the vehicle to heat the passenger compartment. The refrigerant condenses and releases heat in the in-vehicle heat exchanger (condenser) 2 and flows out from the outlet. The refrigerant flowing out of the in-vehicle heat exchanger (condenser) 2 passes through the economizer 4 and expands through the expansion valve p1 to enter the out-vehicle heat exchanger (evaporator) 6 for evaporation. At this time, since the electronic expansion valve p4 is closed, no heat exchange occurs in the economizer 4, and the economizer 4 only serves as a refrigerant channel. The refrigerant evaporates and absorbs heat in the out-vehicle heat exchanger (evaporator) 6. The second electronic fan 7 works to drive the air to flow through the gap between the out-vehicle heat exchanger (evaporator) 6 and exchange heat with the refrigerant. After evaporating and absorbing heat in the off-board heat exchanger (evaporator) 6, the refrigerant enters the plate heat exchanger 5 from the interface 502 of the plate heat exchanger 5 and flows out from the interface 501 of the plate heat exchanger 5. Since the electronic expansion valve p4 is closed, no heat exchange occurs in the plate heat exchanger 5 at this time. The refrigerant flowing out of the plate heat exchanger 5 enters the interface 802 of the first four-way valve 8, flows out from the interface 804, passes through the gas-liquid separator 9, and flows into the air inlet of the air replenishment and enthalpy increase compressor 1.

[0065] like Figure 4As shown, it is the third heating mode. When the outside temperature is -20℃~-5℃, this mode operates to heat the passenger compartment. The heat pump system is an air-injection heat pump system, and is coupled with the motor and electric drive cooling system to heat together. The stop valve z1 is closed, z2 is opened, the electronic expansion valves p1 and p4 are opened, and p2 is closed. The interface 802 of the first four-way valve 8 is connected to the interface 804, and the interface 1002 of the second four-way valve 10 is connected to the interface 1004. The refrigerant flows out from the outlet after being compressed by the air-injection compressor 1, and flows into the in-vehicle heat exchanger (condenser) 2 through the second four-way valve 10. The first electronic fan 3 is started, driving the air to flow through the in-vehicle heat exchanger (condenser) 2, and after heat exchange with the refrigerant, it enters the passenger compartment to heat the passenger compartment. After completing the heat exchange, the refrigerant flows out from the in-vehicle heat exchanger (condenser) 2, and after passing through the stop valve z2, it flows to the plate heat exchanger 5 and the economizer 4. The refrigerant flowing to the plate heat exchanger 5 enters the plate heat exchanger 5 from the interface 504 of the plate heat exchanger 5 and exchanges heat with the refrigerant flowing out of the external heat exchanger (evaporator) 6. After the heat exchange, the refrigerant flows out from the interface 503 of the plate heat exchanger 5, expands through the expansion valve p4, enters the economizer 4 from the interface 402 of the economizer 4, and exchanges heat with the refrigerant flowing into the economizer from the main line. After the heat exchange, the refrigerant passes through the check valve D and enters the compressor from the air supply port of the air supply and enthalpy increase compressor 1. The main refrigerant enters the economizer from the interface 404 of the economizer 4, exchanges heat with the branch refrigerant and flows out from the interface 403, expands through the expansion valve p1 and enters the external heat exchanger (evaporator) 6 to evaporate and absorb heat, and the second electronic fan 7 drives the air to pass through the gap of the external heat exchanger (evaporator) 6 to exchange heat with the refrigerant. After completing evaporation and heat absorption, the refrigerant flows out of the external heat exchanger (evaporator) 6 and flows to the plate heat exchanger 5. After completing heat exchange with the branch refrigerant in the plate heat exchanger 5, it enters the compressor from the air inlet of the air replenishment and enthalpy increase compressor 1 through the first four-way valve 8 and the gas-liquid separator 9.

[0066] like Figure 5As shown, it is the cooling mode. Interface 802 of the first four-way valve 8 is connected to interface 803, and interface 801 is connected to interface 804. Interface 1002 of the second four-way valve 10 is connected to interface 1003, and interface 1001 is connected to interface 1004. Expansion valves p1 and p4 are closed, and expansion valve p2 is opened. Stop valve z1 is opened, and stop valve z2 is closed. After being compressed by the air replenishment and enthalpy increase compressor 1, the refrigerant flows out from the exhaust port of the compressor, passes through the second four-way valve 10, the first four-way valve 8, and the plate heat exchanger 5, and flows to the off-board heat exchanger (condenser) 6 for condensation and heat release. At this time, since the expansion valve p4 is closed, the refrigerant does not undergo heat exchange in the plate heat exchanger 5 and the economizer 4. The second electronic fan 7 drives the air to flow through the gap of the vehicle-outside heat exchanger (condenser) 6, and exchanges heat with the refrigerant. The condensed refrigerant flows out to the vehicle-outside heat exchanger (condenser) 6, passes through the stop valve z1 and the economizer 4, flows to the expansion valve p2, expands, and then enters the vehicle-inside heat exchanger (evaporator) 2 to evaporate and absorb heat. The first electronic fan 3 drives the air to flow through the gap of the vehicle-inside heat exchanger (evaporator) 2, and blows the cold air into the passenger compartment. The evaporated refrigerant passes through the second four-way valve 10, the first four-way valve 8, and the gas-liquid separator 9, and enters the compressor from the compressor air inlet.

[0067] like Figure 6 As shown, it is a weak cooling mode for the battery, motor and electric drive. When the ambient temperature is 5℃~20℃, this mode is turned on to cool the motor, electric drive and battery. The battery cooler 11 does not work and only serves as a coolant channel, that is, the shut-off valve z3 and the expansion valve p3 in the refrigerant circuit are closed. The shut-off valves z7 and z4 are opened, and the shut-off valves z5 and z6 are closed. The interface 1408 of the eight-way valve 14 is connected to the interface 1406, the interface 1405 is connected to the interface 1404, and the interface 1407 is connected to the interface 1401. The coolant is sucked into the first water pump 12 after heat exchange with the battery pack, and after being pumped out by the first water pump 12, it passes through the eight-way valve 14 and is sucked into the second water pump 16. After being pumped out by the second water pump 16, it flows through the motor and the electric drive and performs heat exchange. Then it flows into the second radiator 17 through the eight-way valve 14, and the second electronic fan 7 drives the air through the gap of the second radiator 17 to take away the heat dissipated by the coolant. After the heat dissipation is completed, the coolant flows out of the second radiator 17, passes through the eight-way valve 14 and the coolant channel of the battery cooler 11, flows to the battery pack to exchange heat with it, and is then sucked into the first water pump 12 again to start the next cycle.

[0068] like Figure 7As shown, it is the strong cooling mode of the battery, motor and electric drive. When the ambient temperature is above 20°C, the weak cooling mode cannot meet the cooling requirements of the battery. The strong cooling is started to cool the motor, electric drive and battery. The battery cooler 11 works only as a coolant channel, that is, the stop valve z3 in the refrigerant circuit is closed and the expansion valve p3 is opened. The stop valves z7 and z4 are opened, and the stop valves z5 and z6 are closed. The interface 1408 of the eight-way valve 14 is connected to the interface 1406, the interface 1405 is connected to the interface 1404, and the interface 1407 is connected to the interface 1401. After the coolant flows through the battery pack for heat exchange, it is sucked in by the first water pump 12, and after being pumped out by the first water pump 12, it passes through the eight-way valve 14 and is sucked in by the second water pump 16. After being pumped out by the second water pump 16, it flows through the motor and electric drive and exchanges heat with them. Then it flows to the second radiator 17 through the eight-way valve 14. The second electronic fan 7 drives the air to flow through the gap of the second radiator 17 to exchange heat with the coolant. The coolant after heat dissipation enters the coolant channel of the battery cooler 11 through the eight-way valve 14, and exchanges heat with the coolant in the coolant circuit that enters the coolant channel of the battery cooler 11 after expansion through the expansion valve p3. Then it flows through the battery pack and exchanges heat with it, and is sucked into the first water pump 12 to start the next cycle.

[0069] like Figure 8 As shown, it is the driving heat storage mode. At this time, the heat pump system is in the heating mode, the expansion valve p3 is closed, the stop valve z3 is opened, the stop valves z5 and z6 are opened, the stop valve z4 is closed, and the battery cooler 11 is working. The refrigerant coming out of the air replenishment and enthalpy increase compressor 1 enters the refrigerant channel of the battery cooler 11 after throttling, and exchanges heat with the coolant in the coolant channel. After the coolant is pumped out by the first water pump 12, it enters the coolant channel of the battery cooler 11 through the eight-way valve 14, and enters the heat accumulator 13 for supercooling after heat exchange with the refrigerant in the refrigerant channel. The supercooled coolant is stored in heat by the first water pump 12 to start the next cycle.

[0070] like Fig. 9 As shown, it is the charging heat storage mode / preheating mode. When the vehicle is parked for charging in winter, the battery will generate heat. By controlling the opening and closing of the shut-off valve, the coolant flows through the heat accumulator 13 and the battery pack, and the heat generated by the battery pack is stored in the heat accumulator 13 to preheat the battery pack when the vehicle starts. Interface 1401 and interface 1408 of the eight-way valve 14 are connected, the shut-off valves z4 and z5 are closed, and the shut-off valves z6 and z7 are opened. In this mode, the shut-off valve z3 and the expansion valve p3 of the refrigerant channel are closed, so the battery cooler 11 does not work. After being pumped out by the first water pump 12, the coolant passes through the eight-way valve 14 and the battery cooler 11, and enters the heat accumulator 13 for heat exchange. The coolant after heat exchange flows through the battery pack, and after heat exchange with the battery pack, it is sucked in by the first water pump 12 to start the next cycle.

[0071] Through the above technical solution, the present invention achieves the following effects:

[0072] 1. Remove PTC to reduce energy consumption, increase mileage and eliminate safety hazards caused by PTC.

[0073] 2. Solve the problem that the heat pump system has poor heating effect or even cannot heat at around -20℃.

[0074] 3. Improve the heat dissipation problem during driving in hot summer environment, power battery discharge and brake recovery.

[0075] 4. By connecting a heat accumulator in series in the power battery cooling circuit, the heat generated by the power battery during parking charging, especially fast charging, can be recovered and used to preheat the power battery.

[0076] 5. The temperature of the air supply branch of the air supply enthalpy increase compressor is increased, and the efficiency of the compressor is improved. The inlet temperature of the external heat exchanger (condenser) is reduced, and the enthalpy difference between the inlet and outlet of the external heat exchanger is increased, thereby improving the low-temperature heating performance.

[0077] 6. Through the coupling of multiple heating modes, the heating efficiency is improved and the energy consumption is reduced.

[0078] 7. The problem of poor heating effect of the air-injection enthalpy-increasing heat pump system at -5℃~0℃ is solved through various thermal couplings.

[0079] 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 pure electric vehicle heat pump system based on an air-injection enthalpy-increasing compressor and a heat accumulator, characterized in that: The invention comprises an air-increasing and reheat-increasing compressor (1), wherein the outlet of the air-increasing and reheat-increasing compressor (1) is connected to a second four-way valve (10) through a pipeline, the air inlet of the air-increasing and reheat-increasing compressor (1) is connected to a gas-liquid separator (9), the end of the gas-liquid separator (9) away from the air-increasing and reheat-increasing compressor (1) is connected to a first four-way valve (8), the end of the second four-way valve (10) away from the air-increasing and reheat-increasing compressor (1) is connected to a battery cooler (11), the end of the first four-way valve (8) away from the gas-liquid separator (9) is connected to a plate heat exchanger (5), the bottom end of the plate heat exchanger (5) is connected to an off-vehicle heat exchanger (6), and the bottom of the off-vehicle heat exchanger (6) is connected to a stop valve (11). 1, the outer side of the stop valve z1 is connected to an expansion valve p1, the end of the stop valve z1 away from the off-board heat exchanger (6) is connected to an economizer (4), the top of one end of the economizer (4) is connected to an expansion valve p4, the top of the expansion valve p4 is connected to a plate heat exchanger (5), one end of the bottom of the economizer (4) is connected to a battery cooler (11) through an expansion valve p3, the outer side of the expansion valve p3 is connected to a stop valve z3, one end of the top of the economizer (4) is connected to a check valve D, the top of the check valve D is connected to the air supply port of the air supply and enthalpy increase compressor (1), and one end of the top of the plate heat exchanger (5) is connected to a pipeline between the economizer (4) and the expansion valve p3.

2. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 1, characterized in that: A second electronic fan (7) is provided on one side of the off-vehicle heat exchanger (6).

3. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 1, characterized in that: The end of the second four-way valve (10) away from the air-injection and enthalpy-increasing compressor (1) is also connected to an in-vehicle heat exchanger (2), a first electronic fan (3) is provided on one side of the in-vehicle heat exchanger (2), a stop valve z2 is connected to the bottom of the in-vehicle heat exchanger (2), the bottom of the stop valve z2 is connected to the economizer (4) and the expansion valve p3 via a pipeline, and the outer side of the stop valve z2 is connected to the expansion valve p2.

4. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 3, characterized in that: The outside of the economizer (4) is provided with four interfaces 401, 402, 403 and 404, the outside of the plate heat exchanger (5) is provided with four interfaces 501, 502, 503 and 504, the outside of the first four-way valve (8) is provided with four interfaces 801, 802, 803 and 804, the outside of the second four-way valve (10) is provided with four interfaces 1001, 1002, 1003 and 1004, and the outside of the battery cooler (11) is provided with four interfaces 1101, 1102, 1103 and 1104; The air supply port of the air supply and enthalpy increase compressor 1 is connected to the 401 interface of the economizer 4 through a check valve D, the 402 interface on the economizer (4) is connected to the expansion valve p4, the 403 interface on the economizer (4) is connected to the stop valve z1, and the 404 interface on the economizer (4) is connected to the expansion valve p3; The interface 501 on the plate heat exchanger (5) is connected to the interface 802 on the first four-way valve (8), the interface 502 on the plate heat exchanger (5) is connected to the off-vehicle heat exchanger (6), the top of the expansion valve p4 is connected to the interface 503 on the plate heat exchanger (5), and the interface 504 on the plate heat exchanger (5) is connected to the pipeline between the economizer (4) and the expansion valve p3; The interface 1001 on the second four-way valve (10) is connected to the interface 801 on the first four-way valve (8), the interface 1003 on the second four-way valve (10) is connected to the interface 803 on the first four-way valve (8), and the interface 804 on the first four-way valve (8) is connected to the gas-liquid separator (9); The interface 1002 on the second four-way valve (10) is connected to the outlet of the air replenishment and enthalpy increase compressor (1), the interface 1004 on the second four-way valve (10) is connected to the refrigerant channel interface 1101 on the battery cooler (11), and the top of the in-vehicle heat exchanger (2) is also connected to the interface 1004 on the second four-way valve (10); One end of the expansion valve p3 is connected to the interface 1102 on the battery cooler (11).

5. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to any one of claims 1 to 4, characterized in that: A refrigerant circuit is formed by an air-increasing and reheat-increasing compressor (1), a second four-way valve (10), an in-vehicle heat exchanger (2), a first electronic fan (3), an out-vehicle heat exchanger (6), a plate heat exchanger (5), a first four-way valve (8), a gas-liquid separator (9), a refrigerant channel of a battery cooler (11), an expansion valve p1, an expansion valve p2, an expansion valve p3, an expansion valve p4, a stop valve z1, a stop valve z2, a stop valve z3, and a check valve D.

6. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 5, characterized in that: The refrigerant in the refrigerant circuit is R134a.

7. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 4, characterized in that: A second radiator (17) is provided at one end of the off-vehicle heat exchanger (6) away from the second electronic fan (7); the top of the second radiator (17) is connected to an eight-way valve (14); the bottom of the second radiator (17) is connected to one end of the eight-way valve (14); one end of the bottom of the eight-way valve (14) is connected to an electric drive module, a rear wheel motor, a front wheel motor and a second water pump (16) in sequence from top to bottom; and the inlet of the second water pump (16) is connected to the other end of the bottom of the eight-way valve (14); The inlet of the first water pump (12) is also connected to a stop valve z7, the top of the stop valve z7 is connected to one end of a battery pack coolant channel, the other end of the battery pack coolant channel is connected to a stop valve z6, the top of the stop valve z6 is connected to a coolant inlet of a heat accumulator (13), and the coolant outlet of the heat accumulator (13) is connected to a battery cooler (11).

8. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 7, characterized in that: A first coolant circuit is formed by a second water pump (16), a front wheel motor, a rear wheel motor, an electric drive module, an eight-way valve (14) and a second radiator (17); A second coolant circuit is formed by the first water pump (12), the battery pack, the stop valve z5, the stop valve z4, the coolant channel of the battery cooler (11) and the eight-way valve (14); A third coolant circuit is formed by the first water pump (12), the battery pack, the shut-off valve z7, the shut-off valve z6, the heat accumulator (13), the coolant channel of the battery cooler (11) and the eight-way valve (14).

9. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 8, characterized in that: A first radiator (15) is provided on a side of the in-vehicle heat exchanger (2) away from the first electronic fan (3), and the top and bottom of the first radiator (15) are both connected to an eight-way valve (14).

10. A pure electric vehicle heat pump system based on an air-compensating enthalpy-increasing compressor and a heat accumulator according to claim 9, characterized in that: The outer side of the eight-way valve (14) is respectively provided with eight interfaces 1401, 1402, 1403, 1404, 1405, 1406, 1407 and 1408, the coolant outlet of the heat accumulator (13) is connected to the interface 1104 of the battery cooler (11), the coolant channel 1103 of the battery cooler (11) is connected to the interface 1401 of the eight-way valve (14), the top of the first radiator (15) is connected to the interface 1402 on the eight-way valve (14), and the coolant outlet of the heat accumulator (13) is connected to the interface 1104 of the battery cooler (11). 02 interface, the bottom of the first radiator (15) is connected to the 1403 interface on the eight-way valve (14), the bottom of the second radiator (17) is connected to the 1404 interface on the eight-way valve (14), the 1405 interface on the eight-way valve (14) is connected to the electric drive module, the inlet of the second water pump (16) is connected to the 1406 interface on the eight-way valve (14), and the top of the second radiator (17) is connected to the 1407 interface on the eight-way valve (14).

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