Automobile thermal management system based on R290 refrigerant

Abstract

The automobile heat management system based on the R290 refrigerant comprises an agent side integration module and an air conditioner host, the agent side integration module comprises a water source condenser, an electronic expansion valve, a water source evaporator and a compressor which are integrated together and form a refrigerant circulation loop, and the air conditioner host comprises a warm air core body and a cold air core body; the system further comprises an eight-way water valve, a warm air three-way valve, a cold air three-way valve, a motor three-way valve, a motor, a radiator, a battery, a warm air water pump, a cold air water pump, a motor water pump and a battery water pump, nine working modes can be switched through the eight-way water valve, the warm air three-way valve, the cold air three-way valve and the motor three-way valve, and the system is simple in composition, flexible in switching and high in reliability. Waste heat of a motor and a battery can be effectively utilized. The automobile heat management system can solve the problem that an existing automobile heat management system is not safe enough when an R290 refrigerant is applied due to the fact that the number of parts is large.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive thermal management systems, and particularly to an automotive thermal management system based on R290 refrigerant. Background Art

[0002] Currently, the refrigerants used in electric vehicle thermal management systems are mostly R134 and R1234yf. When operating under low-temperature conditions, especially when the ambient temperature is lower than -15°C, their heating performance and COP decrease significantly. In addition, due to environmental protection and policy restrictions, R134A and R1234yf may be phased out gradually in the future. New working fluid refrigerants have been put on the agenda. As a natural working fluid, R290 has become an ideal refrigerant medium for the next-generation thermal management system due to its efficient low-temperature performance and working pressure range. However, R290 has the characteristics of being flammable and explosive, so it cannot be arranged in the passenger compartment during the overall vehicle thermal management layout. Therefore, the traditional evaporator and condenser cannot be used for refrigeration and heating in the air-conditioning main unit in the passenger compartment. Moreover, the current thermal management system has numerous components, and considering the collision safety and flammability and explosiveness of R290 refrigerant, it poses great challenges to the efficiency and safety of the system. Therefore, an automotive thermal management system with a simple and compact structure and meeting the safe use of R290 refrigerant is needed. Summary of the Invention

[0003] The present invention provides an automotive thermal management system based on R290 refrigerant, which can solve the problems of too many components in the existing automotive thermal management system and insufficient safety when applying R290 refrigerant.

[0004] To achieve the above object, the present invention provides the following technical solution: An automotive thermal management system based on R290 refrigerant, comprising a refrigerant-side integration module and an air-conditioning main unit. The refrigerant-side integration module includes a water-source condenser, an electronic expansion valve, a water-source evaporator, and a compressor that are integrated together to form a refrigerant circulation loop. The air-conditioning main unit includes a heater core and a cooler core; it also includes an eight-way water valve, a heater three-way valve, a cooler three-way valve, a motor three-way valve, a motor, a radiator, a battery, a heater water pump, a cooler water pump, a motor water pump, and a battery water pump; the a port and the b port of the heater three-way valve are respectively connected to the coolant outlet of the heater core and the B port of the eight-way water valve, and the c port of the heater three-way valve is simultaneously connected to the coolant inlet of the heater core and the water-source condenser; the c port and the b port of the cooler three-way valve are respectively connected to the coolant outlet of the cooler core and the G port of the eight-way water valve, and the a port of the cooler three-way valve is simultaneously connected to the coolant inlet of the cooler core and the water-source evaporator; the water-source condenser is connected to the A port of the eight-way water valve through the heater water pump, and the water-source evaporator is connected to the H port of the eight-way water valve through the cooler water pump; the a port and the b port of the motor three-way valve are respectively connected to the coolant outlet of the motor and the coolant inlet of the radiator, and the c port of the motor three-way valve is simultaneously connected to the coolant outlet of the radiator and the D port of the eight-way water valve, and the coolant inlet of the motor is connected to the C port of the eight-way water valve through the motor water pump; the coolant outlet of the battery is connected to the E port of the eight-way water valve, and the coolant inlet of the battery is connected to the F port of the eight-way water valve through the battery water pump. By setting the switching operation of the eight-way water valve and the three three-way valves, the switching of multiple modes can be realized. Moreover, the refrigerant-side integration module is arranged at the core position of the entire thermal management system, with a compact structure and a relatively short pipeline length, reducing the filling amount of R290 refrigerant and being safer.

[0005] Preferably, the refrigerant-side integration module further includes an intermediate heat exchanger arranged between the water-source condenser and the water-source evaporator. The refrigerant passing through the water-source condenser exchanges heat with the refrigerant flowing back from the water-source evaporator in the intermediate heat exchanger, and exchanges heat with the low-temperature refrigerant coming out of the water-source evaporator in the intermediate heat exchanger to further cool it and increase the subcooling degree; at the same time, after the low-temperature refrigerant coming out of the water-source evaporator exchanges heat with the high-temperature and high-pressure liquid refrigerant coming out of the water-source condenser in the intermediate heat exchanger, its temperature is further increased before entering the compressor, increasing the superheat degree. Therefore, the intermediate heat exchanger greatly improves the system efficiency.

[0006] Preferably, the water-source condenser, the intermediate heat exchanger, the water-source evaporator and the electronic expansion valve are stacked and integrated into an integral structure in sequence. Among them, the water-source condenser, the intermediate heat exchanger and the water-source evaporator are all composed of stacked plates, and mutually alternating and independent first heat exchange channels and second heat exchange channels are formed between adjacent plates. The refrigerant in the compressor flows through the first heat exchange channels of the water-source condenser and the intermediate heat exchanger in sequence and enters the electronic expansion valve, and then flows back to the compressor through the second heat exchange channels of the intermediate heat exchanger and the water-source evaporator in sequence. When installed, the water-source condenser, the intermediate heat exchanger, the water-source evaporator and the electronic expansion valve are installed as a component into the thermal management system, and can be directly docked with the compressor and the water-side valve plate without additionally installing pipe fittings. In this way, the volume of the entire refrigerant-side integrated module is very small, and the volume of the thermal management integrated module can also be very small.

[0007] Preferably, the second heat exchange channel in the water-source condenser is communicated with the low-temperature cooling water inlet channel and the high-temperature cooling water outlet channel, and the first heat exchange channel in the water-source condenser is communicated with the high-temperature refrigerant inlet channel and the high-temperature refrigerant outlet channel; the first heat exchange channel in the intermediate heat exchanger is communicated with the first medium-temperature heat exchange channels located on both sides of the intermediate heat exchanger, and the second heat exchange channel in the intermediate heat exchanger is communicated with the second medium-temperature heat exchange channels located on both sides of the intermediate heat exchanger respectively; the first heat exchange channel in the water-source evaporator is communicated with the cooling water inlet channel and the cooling water outlet channel, and the second heat exchange channel in the water-source evaporator is communicated with the first transition channel and the second transition channel. The first transition channel is communicated with the outlet of the expansion valve assembly, and the second transition channel is communicated with one of the second medium-temperature heat exchange channels, and the other second medium-temperature heat exchange channel is communicated with the low-temperature refrigerant outlet channel in the water-source condenser; one of the first medium-temperature heat exchange channels is communicated with the high-temperature refrigerant outlet channel, and the other first medium-temperature heat exchange channel is communicated with the first direct-through channel in the water-source evaporator, and the first direct-through channel is communicated with the inlet of the electronic expansion valve. By setting the channels, a heat exchange flow path of the refrigerant can be formed among the water-source condenser, the intermediate heat exchanger and the water-source evaporator.

[0008] Preferably, the air-conditioning main unit further includes a warm air damper corresponding to the warm air core body and a cold air damper corresponding to the cold air core body, which is convenient for controlling the air output of the air conditioner and matches various working modes of the thermal management system.

[0009] Preferably, the automotive thermal management system has nine working modes. The first working mode is for cooling the passenger compartment and the battery, and the motor dissipates heat through the radiator. The second working mode is for cooling the battery, and the motor dissipates heat through the radiator. The third working mode is for cooling the passenger compartment, and the motor dissipates heat through the radiator. The fourth working mode is for the battery and the motor to dissipate heat through the radiator. The fifth working mode is for heating the passenger compartment, and the battery and the motor provide waste heat for heating the passenger compartment. The sixth working mode is for the battery waste heat to separately heat the passenger compartment, and the motor dissipates heat through the radiator. The seventh working mode is for heating the passenger compartment and the battery, and the motor provides waste heat for defogging the passenger compartment. The eighth working mode is for the motor waste heat to separately heat the battery and the passenger compartment. The ninth working mode is for heating the passenger compartment and cooling the battery. The nine modes can meet various thermal management conditions during the use of the vehicle, and can also effectively utilize the waste heat of the motor and the battery to reduce the energy consumption of air conditioning heating, improving the utilization efficiency of the radiator.

[0010] Further, in the first and second working modes, the B port and the C port of the eight-way water valve are connected, the A port and the D port are connected, the E port and the H port are connected, and the F port and the G port are connected.

[0011] In the third working mode, the B port and the C port of the eight-way water valve are connected, the A port and the D port are connected, the E port and the F port are connected, and the H port and the G port are connected.

[0012] In the fourth and fifth working modes, the B port and the F port of the eight-way water valve are connected, the A port and the D port are connected, the E port and the H port are connected, and the C port and the G port are connected.

[0013] In the sixth and seventh working modes, the B port and the F port of the eight-way water valve are connected, the A port and the E port are connected, the D port and the H port are connected, and the C port and the G port are connected.

[0014] In the eighth working mode, the B port and the C port of the eight-way water valve are connected, the A port and the E port are connected, the D port and the H port are connected, and the F port and the G port are connected.

[0015] In the ninth working mode, the B port and the A port of the eight-way water valve are connected, the C port and the E port are connected, the D port and the H port are connected, and the F port and the G port are connected.

[0016] Preferably, a PTC heating element is installed in the heater core to meet the demand for rapid heating of the passenger compartment.

[0017] Compared with the prior art, the beneficial effects of the present invention are:

[0018] The components of the entire thermal management system are relatively few. By setting an eight-way water valve and three three-way valves, nine working modes can be freely switched. Moreover, in multiple working modes, the waste heat of the motor and the battery can be effectively utilized to reduce the energy consumption of air-conditioning heating, improve the utilization efficiency of the radiator, and greatly enhance the efficiency of the entire thermal management system;

[0019] An integrated refrigerant-side integrated module is adopted to reduce the filling and circulation amount of R290 refrigerant in the refrigerant-side module, eliminating the need for external pipelines for connection, and greatly reducing the production, manufacturing, and detection costs of components. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 System schematic diagram of the present invention;

[0021] Figure 2 Interface diagram of the eight-way water valve of the present invention;

[0022] Figure 3 Interface diagram of the three-way valve of the present invention;

[0023] Figure 4 Flow path schematic diagram of the first working mode of the present invention;

[0024] Figure 5 Flow path schematic diagram of the second working mode of the present invention;

[0025] Figure 6 Flow path schematic diagram of the third working mode of the present invention;

[0026] Figure 7 Flow path schematic diagram of the fourth working mode of the present invention;

[0027] Figure 8 Flow path schematic diagram of the fifth working mode of the present invention;

[0028] Figure 9 Flow path schematic diagram of the sixth working mode of the present invention;

[0029] Figure 10 Flow path schematic diagram of the seventh working mode of the present invention;

[0030] Figure 11 Flow path schematic diagram of the eighth working mode of the present invention;

[0031] Figure 12 Flow path schematic diagram of the ninth working mode of the present invention;

[0032] Figure 13 Three-dimensional view of the integrated structure of the water source condenser, intermediate heat exchanger, water source evaporator, and electronic expansion valve of the present invention;

[0033] Figure 14 for Figure 13 Module decomposition stereoscopic structure diagram of the integrated structure;

[0034] Figure 15 for Figure 13 Schematic diagram of the refrigerant circulation circuit of the integrated structure;

[0035] Figure 16 for Figure 13 Schematic diagram of the cooling water circulation circuit of the integrated structure.

[0036] Reference numerals:

[0037] 1. Eight-way water valve, 2. Battery, 3. Battery water pump, 4. Cold air water pump, 5. Cold air three-way valve, 6. Warm air three-way valve, 7. Warm air water pump, 8. Motor water pump, 9. Motor, 10. Motor three-way valve, 11. Radiator, 21. Warm air damper, 22. Warm air core, 23. Cold air damper, 24. Cold air core, 100. Agent side integrated module, 101. Compressor, 102. Intermediate heat exchanger, 103. Water source condenser, 104. Electronic expansion valve, 105. Water source evaporator, 111. fins, 112. high-temperature cooling water outlet channel, 113. high-temperature refrigerant outlet channel, 114. low-temperature refrigerant outlet channel, 115. low-temperature cooling water inlet channel, 116. high-temperature refrigerant inlet channel, 122. first medium-temperature heat exchange channel, 123. second medium-temperature heat exchange channel, 131. cooling water inlet channel, 132. cooling water outlet channel, 133. first transition channel, 134. second transition channel, 135. first straight-through channel, 200. air conditioning host. DETAILED DESCRIPTION

[0038] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0039] The existing automotive thermal management system generally includes a battery circuit, a motor circuit, an air conditioning circuit, and a refrigeration module, as well as a water pump that provides power on the pipeline, so the number of parts is relatively large. In order to achieve more working modes, the current automotive thermal management system often uses multiple multi-channel water valves to switch between various working modes. This makes the pipelines in the system more complicated, which is also disadvantageous for the operation of R290 refrigerant in the refrigeration module. The refrigeration module cannot circulate a relatively large amount of R290 refrigerant.

[0040] In a refrigeration module, it generally includes a compressor, a water-cooled condenser, an intermediate heat exchanger, a chiller, and through the cooperation between the refrigerant and the cooling water, it jointly realizes the temperature control of automotive-related components. Specifically, the compressor is one of the core components of the automotive thermal management system. Its main function is to compress the low-temperature and low-pressure refrigerant gas into a high-temperature and high-pressure refrigerant gas, increasing the pressure and temperature of the refrigerant and providing power for the circulation of the refrigerant in the system. For example, when the automotive air conditioner is turned on for refrigeration, the compressor starts, sucks in the low-temperature and low-pressure refrigerant vapor from the evaporator, and after compression, discharges it as a high-temperature and high-pressure refrigerant vapor, preparing for the subsequent heat exchange process.

[0041] The function of the water-cooled condenser is to cool and condense the high-temperature and high-pressure refrigerant gas into a liquid refrigerant. In this process, the refrigerant transfers heat to the cooling water to achieve heat dissipation. After the high-temperature and high-pressure refrigerant gas enters the water-cooled condenser, it flows in the pipes of the condenser. The cooling water flows outside the shell or pipes of the condenser and exchanges heat with the refrigerant. Since the temperature of the cooling water is relatively low, the heat of the refrigerant gas is absorbed by the cooling water, and the temperature decreases, thus condensing into a liquid refrigerant. For example, during the driving of the vehicle, the heat generated by the engine is carried away through the circulation of the cooling water in the cooling system, and the water-cooled condenser in the air-conditioning system utilizes this part of the cooling water to cool the refrigerant and dissipate the heat in the air-conditioning system to the external environment.

[0042] The chiller (water-source evaporator) is mainly used to cool other liquids in the vehicle, such as battery coolant or engine coolant, etc. It reduces their temperatures through the heat exchange between the refrigerant and these liquids to ensure the normal operating temperature of the relevant components. When the low-temperature and low-pressure refrigerant flows in the chiller (water-source evaporator), it absorbs the heat of the battery coolant or other liquids flowing through the chiller, reducing the temperatures of these liquids. After the refrigerant absorbs heat, its temperature rises, and its state may change from liquid to gas or a gas-liquid mixture state, and then it returns to the compressor for the next cycle. For example, in an electric vehicle, the chiller can transfer the heat generated by the battery to the refrigerant, preventing the battery from overheating, thereby extending the service life of the battery and ensuring its stable performance.

[0043] The intermediate heat exchanger plays a role in heat exchange and energy regulation in the system. It can achieve the heat transfer between the refrigerant or other fluids in different circuits, optimizing the performance and efficiency of the system. For example, in some complex thermal management systems, it is used to transfer the heat in the high-temperature circuit to the low-temperature circuit to achieve energy recovery and reuse.

[0044] In the prior art, the water-cooled condenser, the intermediate heat exchanger, and the chiller (water-source evaporator) are all independent heat exchangers. The three heat exchangers are independent of each other and each has its own shell, pipes and other structures, which need to be arranged separately in the limited space of the vehicle, occupying a relatively large amount of space and being unfavorable for the effective utilization of the interior space of the vehicle. Especially for small vehicles or new energy vehicles where components such as batteries already occupy a large amount of space, the difficulty of space layout is even greater.

[0045] The independent structure means that each heat exchanger has its own supports, fixings and other components, and the overall weight is relatively large. This will increase the curb weight of the vehicle, thereby affecting the fuel economy of the vehicle or the cruising range of the electric vehicle. For modern vehicles that pursue lightweight to improve performance and efficiency, the extra weight is a disadvantage. Independently producing the three heat exchangers requires separate investment in production equipment, molds and other resources. The production process is relatively complex, and the number of components is large, resulting in an increase in manufacturing costs. Moreover, during the vehicle assembly process, it is necessary to install the three heat exchangers separately, connect pipes and wires, etc. The installation process is cumbersome, increasing the labor cost and installation time, and may also increase the probability of failures due to the complex installation process.

[0046] Therefore, to solve the above technical problems, as Figure 1-16As shown in the figure, the following technical solution is provided: an automotive thermal management system based on R290 refrigerant, which includes a refrigerant-side integration module 100 and an air-conditioning main unit 200. The refrigerant-side integration module 100 includes a water-source condenser 103, an electronic expansion valve 104, a water-source evaporator 105, and a compressor 101 that are integrated together to form a refrigerant circulation loop. The air-conditioning main unit 200 includes a warm-air core 22 and a cold-air core 24. It also includes an eight-way water valve 1, a warm-air three-way valve 6, a cold-air three-way valve 5, a motor three-way valve 10, a motor 9, a radiator 11, a battery 2, a warm-water pump 7, a cold-water pump 4, a motor water pump 8, and a battery water pump 3. The a-port and b-port of the warm-air three-way valve 6 are respectively connected to the coolant outlet of the warm-air core 22 and the B-port of the eight-way water valve 1. The c-port of the warm-air three-way valve 6 is simultaneously connected to the coolant inlet of the warm-air core 22 and the water-source condenser 103. The c-port and b-port of the cold-air three-way valve 5 are respectively connected to the coolant outlet of the cold-air core 24 and the G-port of the eight-way water valve 1. The a-port of the cold-air three-way valve 5 is simultaneously connected to the coolant inlet of the cold-air core 24 and the water-source evaporator 105. The water-source condenser 103 is connected to the A-port of the eight-way water valve 1 through the warm-water pump 7. The water-source evaporator 105 is connected to the H-port of the eight-way water valve 1 through the cold-water pump 4. The a-port and b-port of the motor three-way valve 10 are respectively connected to the coolant outlet of the motor 9 and the coolant inlet of the radiator 11. The c-port of the motor three-way valve 10 is simultaneously connected to the coolant outlet of the radiator 11 and the D-port of the eight-way water valve 1. The coolant inlet of the motor 9 is connected to the C-port of the eight-way water valve 1 through the motor water pump 8. The coolant outlet of the battery 2 is connected to the E-port of the eight-way water valve 1. The coolant inlet of the battery 2 is connected to the F-port of the eight-way water valve 1 through the battery water pump 3. By setting the switching operations of the eight-way water valve 1 and the three three-way valves, the switching of multiple modes can be achieved. Moreover, the refrigerant-side integration module 100 is arranged at the core position of the entire thermal management system, with a compact structure and a relatively short pipeline length, reducing the filling amount of R290 refrigerant and being safer.

[0047] As an integrated setting, both the refrigerant-side integration module 100 and the air-conditioning main unit 200 can be installed as a separate module. Additionally, the eight-way water valve 1, the warm-air three-way valve 6, the cold-air three-way valve 5, the motor three-way valve 10, the warm-water pump 7, the cold-water pump 4, the motor water pump 8, and the battery water pump 3 can all be integrated on an integrated valve plate. The connection between these components is achieved through the flow channels inside the integrated valve plate. The on-off and switching of the flow channels are realized through the eight-way water valve 1, the warm-air three-way valve 6, the cold-air three-way valve 5, and the motor three-way valve 10. The eight-way water valve 1, the warm-air three-way valve 6, the cold-air three-way valve 5, and the motor three-way valve 10 are all existing technologies.

[0048] In this embodiment, as Figure 1As shown, the agent-side integrated module 100 further includes an intermediate heat exchanger 102 disposed between the water-source condenser 103 and the water-source evaporator 105. The refrigerant passing through the water-source condenser 103 exchanges heat with the refrigerant flowing back from the water-source evaporator 105 in the intermediate heat exchanger 102, and exchanges heat with the low-temperature refrigerant coming out of the intermediate heat exchanger 102 and the water-source evaporator 105, further cooling it and increasing the subcooling degree. At the same time, after the low-temperature refrigerant coming out of the water-source evaporator 105 exchanges heat with the high-temperature and high-pressure liquid refrigerant coming out of the water-source condenser 103 in the intermediate heat exchanger 102, the temperature further increases before entering the compressor, increasing the superheat degree. Therefore, the intermediate heat exchanger 102 greatly improves the system efficiency.

[0049] To improve the integration degree, as Figure 13-16 shown, the water-source condenser 103, the intermediate heat exchanger 102, the water-source evaporator 105 and the electronic expansion valve 104 are sequentially stacked and integrated into an integrated structure. Among them, the water-source condenser 103, the intermediate heat exchanger 102 and the water-source evaporator 105 are all composed of stacked plates 1, and mutually alternating and independent first heat exchange channels and second heat exchange channels are formed between adjacent plates. The refrigerant in the compressor 101 sequentially flows through the first heat exchange channels of the water-source condenser 103 and the intermediate heat exchanger 102 and enters the electronic expansion valve 104, and then sequentially returns to the compressor 101 through the second heat exchange channels of the intermediate heat exchanger 102 and the water-source evaporator 105. When installed, the water-source condenser 103, the intermediate heat exchanger 102, the water-source evaporator 105 and the electronic expansion valve 104 are installed as a component into the thermal management system, and can be directly docked with the compressor 101 and the water-side valve plate without additional installation of pipe fittings. In this way, the volume of the entire agent-side integrated module 100 is very small, and the volume of the thermal management integrated module can also be very small.

[0050] Specifically, the plates on the water source condenser 103, the intermediate heat exchanger 102, and the water source evaporator 105 are arranged in pairs. To form mutually alternating and independent first heat exchange channels and second heat exchange channels, and also to realize the shuttle circuit of the refrigerant in the three heat exchangers, fins 111 can be installed in the first heat exchange channels and the second heat exchange channels to improve the heat exchange efficiency. Specifically, the second heat exchange channel in the water source condenser 103 is connected to the low-temperature cooling water inlet channel 115 and the high-temperature cooling water outlet channel 112, and the first heat exchange channel in the water source condenser 103 is connected to the high-temperature refrigerant inlet channel 116 and the high-temperature refrigerant outlet channel 113; the first heat exchange channel in the intermediate heat exchanger 102 is connected to the first medium-temperature heat exchange channels 122 located on both sides of the intermediate heat exchanger 102, and the second heat exchange channel in the intermediate heat exchanger 102 is connected to the second medium-temperature heat exchange channels 123 located on both sides of the intermediate heat exchanger 102 respectively; the first heat exchange channel in the water source evaporator 105 is connected to the cooling water inlet channel 131 and the cooling water outlet channel 132, and the second heat exchange channel in the water source evaporator 105 is connected to the first transition channel 133 and the second transition channel 134. The first transition channel 133 is connected to the outlet of the expansion valve assembly, and the second transition channel 134 is connected to one of the second medium-temperature heat exchange channels 123. The other second medium-temperature heat exchange channel 123 is connected to the low-temperature refrigerant outlet channel 114 in the water source condenser 103, which can further reduce the temperature of the high-temperature refrigerant while increasing the temperature of the low-temperature refrigerant returning from the water source evaporator 105; one of the first medium-temperature heat exchange channels 122 is connected to the high-temperature refrigerant outlet channel 113, and the other first medium-temperature heat exchange channel 122 is connected to the first direct-through channel 135 in the water source evaporator 105. The first direct-through channel 135 is connected to the inlet of the electronic expansion valve 104. By setting the channels, a heat exchange flow path of the refrigerant can be formed among the water source condenser 103, the intermediate heat exchanger 102, and the water source evaporator 105. The high-temperature refrigerant inlet channel 116 is used to connect the high-temperature refrigerant coming from the compressor. The low-temperature cooling water circulates in the first heat exchange channel and exchanges heat with the high-temperature refrigerant, which can reduce the temperature of the high-temperature refrigerant; in the water source evaporator 105, the low-temperature and low-pressure refrigerant after being depressurized by the electronic expansion valve 104 exchanges heat with the cooling water entering from the cooling water inlet channel 131, absorbs the heat of the cooling water, and is completely evaporated into a low-temperature and low-pressure gaseous refrigerant.

[0051] As a specific working principle of the agent-side integrated module 100 in this embodiment:

[0052] High-temperature refrigerant path (high-pressure side): The refrigerant is discharged from the compressor 101 and enters the water-source condenser (103) in the form of high-temperature and high-pressure gas, that is, it enters the high-temperature refrigerant inlet channel 116, and then flows along the first heat exchange flow channel to the high-temperature refrigerant outlet channel 113. At the same time, the low-temperature coolant enters the water-source condenser 103 from the low-temperature cooling water inlet channel 115, and the low-temperature coolant flows along the second heat exchange flow channel to the high-temperature cooling water outlet channel 112. In this process, the high-temperature and high-pressure gaseous refrigerant is gradually condensed into high-temperature and high-pressure liquid through heat dissipation (water cooling).

[0053] Medium-temperature refrigerant path (high-pressure side, before throttling by the expansion valve): The high-temperature and high-pressure liquid refrigerant coming out of the water-source condenser 103 enters one of the first medium-temperature heat exchange channels 122 and flows along the first heat exchange flow channel to the first medium-temperature heat exchange channel 122. The low-temperature refrigerant coming out of the water-source evaporator 105 flows between the second heat exchange flow channels between the two second medium-temperature heat exchange channels 123. Therefore, before reaching the expansion valve, the high-temperature and high-pressure liquid refrigerant exchanges heat with the low-temperature refrigerant coming out of the water-source evaporator 105 in the intermediate heat exchanger 102 to further cool it and increase the subcooling degree; at the same time, after the low-temperature refrigerant coming out of the water-source evaporator 105 exchanges heat with the high-temperature and high-pressure liquid refrigerant coming out of the water-source condenser 103 in the intermediate heat exchanger 102, its temperature further rises before entering the compressor, increasing the superheat degree. The intermediate heat exchanger 102 greatly improves the system efficiency.

[0054] The medium-temperature liquid refrigerant further cooled by the intermediate heat exchanger 102 directly enters the first through-channel 135. The first through-channel 135 is not connected to the first heat exchange flow channel and the second heat exchange flow channel of the water-source evaporator 105, and its function is the same as that of a flow-through hole. The medium-temperature liquid refrigerant directly enters the electronic expansion valve 104. The medium-temperature liquid refrigerant is throttled by the electronic expansion valve 104, and the pressure drops suddenly. Part of the liquid flashes into gas, forming a low-temperature and low-pressure two-phase mixed state, and then enters the first transition channel 133 of the water-source evaporator 105 from the outlet of the expansion valve assembly.

[0055] Low-temperature refrigerant path (evaporative heat absorption on the low-pressure side): The refrigerant throttled by the electronic expansion valve 104 enters the water source evaporator 105 and flows from the first transition channel 133 to the second transition channel 134 along the second heat exchange flow path. Meanwhile, the external high-temperature coolant enters the cooling water inlet channel 131 and flows into the cooling water outlet channel 132 along the first heat exchange flow path. During this process, the low-temperature and low-pressure refrigerant absorbs the heat of the external high-temperature battery coolant or engine coolant and completely evaporates into low-temperature and low-pressure gaseous refrigerant. After flowing out, the low-temperature and low-pressure gaseous refrigerant enters the intermediate heat exchanger 102 from the second transition channel 134, exchanges heat with the high-temperature refrigerant from the water source condenser 103, and continues to superheat. The gaseous refrigerant flowing out of the intermediate heat exchanger 102 enters the low-temperature refrigerant outlet channel 114, directly passes through the water source condenser 103 (without heat exchange), and returns to the compressor 101 to complete the cycle.

[0056] In this embodiment, the air conditioner main unit 200 further includes a warm air damper 21 corresponding to the warm air core 22 and a cold air damper 23 corresponding to the cold air core 24, which facilitates the control of the air conditioner air output and matches various working modes of the thermal management system.

[0057] In this embodiment, as Figure 4-12 shown, the vehicle thermal management system has nine working modes, specifically:

[0058] As Figure 4 shown, the first working mode is for the occupant compartment and battery cooling, the motor dissipates heat through the radiator, the compressor 101 operates. At this time, the B port and C port of the eight-way water valve 1 are connected, the A port and D port are connected, the E port and H port are connected, the F port and G port are connected, the warm air three-way valve 6 is switched to connect the c port and b port, the a port, b port, and c port of the cold air three-way valve 5 are all connected, and the flow rates between the three ports are adjusted proportionally. The a port and b port of the motor three-way valve 10 are connected. The cooling water flowing through the water source condenser 103 does not enter the warm air core 22, forms a cycle through the eight-way water valve 1, flows through the motor 9 and the radiator 11. The cooling water flowing through the water source evaporator 105 forms a cycle through the eight-way water valve 1 while flowing through the cold air core 24 and the battery 2. In this way, the cold air damper 23 of the cold air core 24 is opened to blow cold air into the occupant compartment. At the same time, the battery is cooled through the agent-side integration module 100, and the motor dissipates heat through the radiator 11.

[0059] As Figure 5As shown in the figure, the second working mode is battery cooling. The motor dissipates heat through the radiator, and the compressor 101 operates. The states of the eight-way water valve 1, the warm air three-way valve 6, and the motor three-way valve 10 are the same as those in the first working mode. The difference is that only ports a and b of the cold air three-way valve 5 are connected. In this way, the cooling water flowing through the water source evaporator 105 cannot enter the cold air core 24 and can only be used for battery cooling, and the air conditioner cannot cool the passenger compartment.

[0060] As Figure 6 As shown in the figure, the third working mode is passenger compartment cooling. The motor dissipates heat through the radiator, and the compressor 101 operates. The B port and the C port of the eight-way water valve 1 are connected, the A port and the D port are connected, the E port and the F port are connected, and the H port and the G port are connected. The c port and the b port of the warm air three-way valve 6 are connected. The a port and the b port of the motor three-way valve 10 are connected. The c port and the b port of the cold air three-way valve 5 are connected. The cooling water flowing through the water source condenser 103 does not enter the warm air core 22, forms a cycle through the eight-way water valve 1, the motor 9, and the radiator 11. The cooling water flowing through the water source evaporator 105 can only flow through the cold air core 24 and cannot flow through the battery 2 to cool the battery.

[0061] As Figure 7 As shown in the figure, the fourth working mode is that the battery and the motor dissipate heat through the radiator, and the compressor 101 does not operate. The B port and the F port of the eight-way water valve 1 are connected, the A port and the D port are connected, the E port and the H port are connected, and the C port and the G port are connected. The c port and the b port of the warm air three-way valve 6 are connected. The a port and the b port of the motor three-way valve 10 are connected. The a port and the b port of the cold air three-way valve 5 are connected. Both the cold air damper 23 and the warm air damper 21 are closed. The cooling water flowing through the water source condenser 103 does not enter the warm air core 22, flows through the battery 2 after passing through the eight-way water valve 1, then flows through the water source evaporator 105 and returns through the eight-way water valve 1 to enter the motor 9, and then flows through the radiator 11 for heat dissipation. In this way, the heat dissipation of both the motor 9 and the battery 2 can be achieved through the radiator 11 without using the compressor 101.

[0062] As Figure 8 As shown in the figure, the fifth working mode is passenger compartment heating. The battery and the motor provide waste heat for passenger compartment heating, and the compressor 101 does not operate. The warm air damper 21 is opened. The working states of the eight-way water valve 1 and the cold air three-way valve 5 are the same as those in the fifth working mode. The difference is that the a port and the b port of the warm air three-way valve 6 are connected. The a port and the c port of the motor three-way valve 10 are connected. The cooling water flowing through the water source condenser 103 flows through the warm air core 22, then passes through the eight-way water valve 1 and flows through the battery 2, then flows through the water source evaporator 105 and returns through the eight-way water valve 1 to enter the motor 9. Then the cooling water does not flow through the radiator 11 and directly returns to the water source condenser 103. In this way, the heat generated by the battery and the motor can be used to heat the cooling water flowing through the warm air core 22, and the air conditioner blows warm air into the passenger compartment.

[0063] As Figure 9 shown, the sixth working mode is that the waste heat of the battery is used to heat the passenger compartment alone, and the motor dissipates heat through the radiator. Among them, the compressor 101 does not work, the warm air damper 21 is opened, the B port and the F port of the eight-way water valve 1 are connected, the A port and the E port are connected, the D port and the H port are connected, the C port and the G port are connected, the a port and the b port of the warm air three-way valve 6 are connected, the a port and the b port of the motor three-way valve 10 are connected, the a port and the b port of the cold air three-way valve 5 are connected. The cooling water flowing through the water source condenser 103 flows through the warm air core 22 and then flows to the eight-way water valve 1, then flows through the battery 2 and then returns to the eight-way water valve 1, and then returns to the water source condenser 103 to achieve a separate cycle. The cooling water flowing through the water source evaporator 105 does not flow through the cold air core 24, directly returns to the eight-way water valve 1 and then flows through the motor 9 and the radiator 11 to form a separate circulation loop. In this way, the warm air core 22 can use the heat of the battery 2 alone for heating and blow hot air into the passenger compartment.

[0064] As Figure 10 shown, the seventh working mode is to heat the passenger compartment and the battery, and use the waste heat provided by the motor to defog the passenger compartment. The compressor 101 works, both the warm air damper 21 and the cold air damper 23 are opened, and the air conditioner is turned on in the defogging mode. The working states of the eight-way water valve 1 and the warm air three-way valve 6 are the same as those in the sixth working mode. The difference is that the a port and the c port of the motor three-way valve 10 are connected, the b port and the c port of the cold air three-way valve 5 are connected. The cooling water flowing through the water source condenser 103 flows through the warm air core 22 and then flows to the eight-way water valve 1, then flows through the battery 2 and then returns to the eight-way water valve 1, and then returns to the water source condenser 103 to achieve a separate cycle. The cooling water flowing through the water source evaporator 105 flows through the cold air core 24, directly returns to the eight-way water valve 1 and then flows through the motor 9, does not flow through the radiator 11 and directly returns to the water source evaporator 105 through the eight-way water valve 1 to form a separate circulation loop. In this way, the warm air core 22 can use the heat of the battery 2 alone for heating and blow hot air into the passenger compartment. At the same time, the cold air core 24 can blow out medium-temperature air for defogging;

[0065] As Figure 11As shown, the eighth working mode is that the waste heat of the motor is used to heat the battery and the passenger compartment alone. The compressor 101 does not work, the warm air damper 21 is opened, the B port of the eight-way water valve 1 is connected to the C port, the A port is connected to the E port, the D port is connected to the H port, and the F port is connected to the G port. The a port of the warm air three-way valve 6 is connected to the b port, the a port of the motor three-way valve 10 is connected to the c port, and the a port of the cold air three-way valve 5 is connected to the b port. The cooling water flowing through the water source condenser 103 flows through the warm air core 22, then enters the motor 9 through the eight-way water valve 1, then does not flow through the radiator 11, and directly returns to the eight-way water valve 1 and then flows through the water source evaporator 105. The cooling water flowing through the water source evaporator 105 does not flow through the cold air core 24, directly flows through the battery 2, and then returns to the water source condenser 103 through the eight-way water valve 1. In this way, the waste heat of the motor can heat the battery and the passenger compartment at the same time, saving the heat of the battery waste heat and the heating heat of the passenger compartment;

[0066] As Figure 12 shown, the ninth working mode is for heating the passenger compartment and cooling the battery. The compressor 101 starts to work, the warm air damper 21 is opened, the B port of the eight-way water valve 1 is connected to the A port, the C port is connected to the E port, the D port is connected to the H port, and the F port is connected to the G port. The a port of the warm air three-way valve 6 is connected to the b port, the a port of the motor three-way valve 10 is connected to the c port, and the a port of the cold air three-way valve 5 is connected to the b port. The cooling water flowing through the water source condenser 103 flows through the warm air core 22 and then returns to the water source condenser 103 through the eight-way water valve 1 to form a separate circulation path. The cooling water flowing through the water source evaporator 105 does not flow through the cold air core 24, directly flows through the battery 2, then enters the motor 9 through the eight-way water valve 1, and after flowing through the motor 9, does not flow through the radiator 11, directly flows through the eight-way water valve 1 and then returns to the water source evaporator 105. Heating the passenger compartment, cooling the battery, and cooling the motor are realized by the compressor 101, and rapid heating of the passenger compartment can be achieved.

[0067] The above nine modes can meet various heat management conditions during the use of the vehicle, and can also effectively utilize the waste heat of the motor and the battery waste heat to reduce the energy consumption of air conditioning heating and improve the utilization efficiency of the radiator.

[0068] At the same time, a PTC heating element can be installed in the warm air core 22 to meet the demand for rapid heating of the passenger compartment.

[0069] It should be noted that all directional indicators (such as up, down, left, right, front, back...) in the embodiments of the present invention are only used to explain the relative position relationship and movement conditions between components in a specific posture (as shown in the drawings). If the specific posture changes, the directional indicators will also change accordingly.

[0070] In addition, in the present invention, descriptions such as "first" and "second" are for descriptive purposes only, and should not be construed as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "a plurality" is at least two, for example two, three, etc., unless otherwise specifically and clearly defined.

[0071] In the present invention, unless otherwise clearly specified and defined, terms such as "connection" and "fixation" shall be understood in a broad sense. For example, "fixation" may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and may be the communication inside two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0072] In addition, the technical solutions between various embodiments of the present invention can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

Claims

1. An automotive thermal management system based on R290 refrigerant, comprising a refrigerant-side integrated module (100) and an air-conditioning main unit (200), characterized in that: The agent-side integrated module (100) comprises a water source condenser (103), an electronic expansion valve (104), a water source evaporator (105) and a compressor (101) which are integrated together to form a refrigerant circulation loop; the air conditioner host (200) comprises a warm air core (22) and a cold air core (24); and further comprises an eight-way water valve (1), a warm air three-way valve (6), a cold air three-way valve (5), a motor three-way valve (10), a motor (9), a radiator (11), a battery (2), a warm air water pump (7), a cold air water pump (4), a motor water pump (8) and a battery water pump (3); The ports a and b of the three-way warm air valve (6) are respectively connected to the coolant outlet of the warm air core (22) and the port B of the eight-way water valve (1), and the port c of the three-way warm air valve (6) is simultaneously connected to the coolant inlet of the warm air core (22) and the water source condenser (103); The c port and the b port of the cold air three-way valve (5) are respectively connected to the coolant outlet of the cold air core (24) and the G port of the eight-way water valve (1), and the a port of the cold air three-way valve (5) is simultaneously connected to the coolant inlet of the cold air core (24) and the water source evaporator (105); The water source condenser (103) is connected to the A port of the eight-way water valve (1) through the warm air water pump (7), and the water source evaporator (105) is connected to the H port of the eight-way water valve (1) through the cold air water pump (4); The a port and the b port of the motor three-way valve (10) are respectively connected to the coolant outlet of the motor (9) and the coolant inlet of the radiator (11); the c port of the motor three-way valve (10) is simultaneously connected to the coolant outlet of the radiator (11) and the D port of the eight-way water valve (1); the coolant inlet of the motor (9) is connected to the C port of the eight-way water valve (1) through the motor water pump (8); The coolant outlet of the battery (2) is connected to the E port of the eight-way water valve (1), and the coolant inlet of the battery (2) is connected to the F port of the eight-way water valve (1) through the battery water pump (3).

2. The automotive thermal management system based on R290 refrigerant according to claim 1, characterized in that: The agent-side integrated module (100) further includes an intermediate heat exchanger (102) disposed between the water source condenser (103) and the water source evaporator (105), and the refrigerant passing through the water source condenser (103) and the refrigerant returning from the water source evaporator (105) perform heat exchange in the intermediate heat exchanger (102).

3. The automotive thermal management system based on R290 refrigerant according to claim 2, characterized in that: The water source condenser (103), the intermediate heat exchanger (102), the water source evaporator (105) and the electronic expansion valve (104) are sequentially stacked and integrated into an integrated structure, wherein the water source condenser (103), the intermediate heat exchanger (102) and the water source evaporator (105) are all composed of stacked plates (1), and mutually alternating and independent first heat exchange channels and second heat exchange channels are formed between adjacent plates. The refrigerant in the compressor (101) flows sequentially from the first heat exchange channels of the water source condenser (103) and the intermediate heat exchanger (102) into the electronic expansion valve (104), and then flows sequentially through the second heat exchange channels of the intermediate heat exchanger (102) and the water source evaporator (105) back to the compressor (101).

4. The automotive thermal management system based on R290 refrigerant according to claim 3 is characterized in that: The second heat exchange channel in the water source condenser (103) is connected to the low-temperature cooling water inlet channel (115) and the high-temperature cooling water outlet channel (112); the first heat exchange channel in the water source condenser (103) is connected to the high-temperature refrigerant inlet channel (116) and the high-temperature refrigerant outlet channel (113); the first heat exchange channel in the intermediate heat exchanger (102) is connected to the first medium-temperature heat exchange channel (122) located on both sides of the intermediate heat exchanger (102); the second heat exchange channel in the intermediate heat exchanger (102) is connected to the second medium-temperature heat exchange channel (123) located on both sides of the intermediate heat exchanger (102); the first heat exchange channel in the water source evaporator (105) is connected to the cooling water inlet channel (131) and the cooling water outlet channel (132). The second heat exchange channel in the water source evaporator (105) is connected to the first transition channel (133) and the second transition channel (134); the first transition channel (133) is connected to the outlet of the expansion valve assembly; the second transition channel (134) is connected to one of the second medium-temperature heat exchange channels (123); the other second medium-temperature heat exchange channel (123) is connected to the low-temperature refrigerant outlet channel (114) in the water source condenser (103); one of the first medium-temperature heat exchange channels (122) is connected to the high-temperature refrigerant outlet channel (113); the other first medium-temperature heat exchange channel (122) is connected to the first straight-through channel (135) in the water source evaporator (105); and the first straight-through channel (135) is connected to the inlet of the electronic expansion valve (104).

5. The automotive thermal management system based on R290 refrigerant according to claim 1, characterized in that: The air conditioning main unit (200) further comprises a warm air damper (21) corresponding to the warm air core (22) and a cold air damper (23) corresponding to the cold air core (24).

6. The automotive thermal management system based on R290 refrigerant according to claim 1, characterized in that: The automotive thermal management system has nine working modes, wherein the first working mode is passenger compartment and battery cooling, and the motor dissipates heat through the radiator; the second working mode is battery cooling, and the motor dissipates heat through the radiator; the third working mode is passenger compartment cooling, and the motor dissipates heat through the radiator; the fourth working mode is battery and motor dissipate heat through the radiator; the fifth working mode is passenger compartment heating, and the battery and motor provide residual heat for passenger compartment heating; the sixth working mode is battery residual heat to heat the passenger compartment alone, and the motor dissipates heat through the radiator; the seventh working mode is passenger compartment and battery heating, and the motor provides residual heat to defog the passenger compartment; the eighth working mode is motor residual heat to heat the battery and passenger compartment alone; The ninth working mode is heating the passenger compartment and cooling the battery.

7. The automotive thermal management system based on R290 refrigerant according to claim 6, characterized in that: In the first and second working modes, the B port of the eight-way water valve (1) is connected to the C port, the A port is connected to the D port, the E port is connected to the H port, and the F port is connected to the G port; In the third working mode, the B port of the eight-way water valve (1) is connected to the C port, the A port is connected to the D port, the E port is connected to the F port, and the H port is connected to the G port; In the fourth and fifth working modes, the B port of the eight-way water valve (1) is connected to the F port, the A port is connected to the D port, the E port is connected to the H port, and the C port is connected to the G port; In the sixth and seventh working modes, the B port of the eight-way water valve (1) is connected to the F port, the A port is connected to the E port, the D port is connected to the H port, and the C port is connected to the G port; In the eighth working mode, the B port of the eight-way water valve (1) is connected to the C port, the A port is connected to the E port, the D port is connected to the H port, and the F port is connected to the G port; In the ninth working mode, the B port of the eight-way water valve (1) is connected to the A port, the C port is connected to the E port, the D port is connected to the H port, and the F port is connected to the G port.

8. The automotive thermal management system based on R290 refrigerant according to claim 1, characterized in that: A PTC heating element is installed in the warm air core (22).

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