R290 integrated secondary circuit energy efficiency improvement thermal management system for electric automobile

Abstract

The invention relates to the technical field of new energy automobile heat management, in particular to an R290 integrated secondary loop energy efficiency improving heat management system for an electric automobile, which comprises a refrigerant side loop and a water side loop, the refrigerant side loop is filled with an R290 refrigerant and used for achieving refrigerant circulation phase-change heat exchange. The water side loop comprises a passenger compartment water loop, a battery water loop and a motor water loop; the passenger compartment water loop is filled with a coolant and is used for exchanging heat with a passenger compartment and adjusting the temperature of the passenger compartment; the battery water loop is filled with a coolant and is used for carrying out heat management on the battery and realizing absorption and transfer of battery heat; the motor water loop is filled with a coolant and is used for cooling the motor and maintaining the working temperature of the motor; the coolant in the water side loop and the R290 refrigerant in the refrigerant side loop are located in different pipelines.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle thermal management, and particularly to an R290 integrated secondary loop energy efficiency improvement thermal management system for electric vehicles. Background Art

[0002] In recent years, with the global high attention to environmental protection and energy sustainable development, electric vehicles have gradually become the mainstream direction of the automotive industry development due to their advantages such as zero emissions and low noise. However, as a key technology to ensure the performance, safety and battery life of the whole vehicle, the thermal management system of electric vehicles still faces many problems to be solved urgently.

[0003] In the traditional electric vehicle thermal management system, refrigerants with high global warming potential (GWP), such as R134a, are often used on the refrigerant side, and its negative impact on the environment cannot be ignored; at the same time, a single refrigerant cycle is difficult to simultaneously meet the differentiated thermal management requirements of multiple components (such as batteries, motors, passenger compartments), resulting in low system energy efficiency. Taking winter heating as an example, traditional electric vehicles generally rely on electric heaters (PTC) for direct heating, and the energy efficiency ratio is usually less than 1, which greatly consumes the vehicle's cruising range and becomes a bottleneck restricting the winter use of electric vehicles. In terms of the water side loop, existing technologies mostly adopt independent thermal management schemes, that is, the battery, motor and passenger compartment are respectively equipped with independent water circulation systems. This decentralized design not only occupies a large amount of space in the vehicle, increases the vehicle weight and cost, but also causes the inability to effectively recover and share heat between systems, resulting in energy waste.

[0004] Based on this, there is an urgent need for an R290 integrated secondary loop energy efficiency improvement thermal management system for electric vehicles, which can realize the redesign and integration of the refrigerant side and the water side loop, solve the problems of low energy efficiency, high cost and safety existing in the refrigerant side and the water side loop in the prior art, and greatly improve the reliability of thermal management. Summary of the Invention

[0005] One of the purposes of the present invention is to provide an R290 integrated secondary loop energy efficiency improvement thermal management system for electric vehicles, which can realize the redesign and integration of the refrigerant side and the water side loop, solve the problems of low energy efficiency, high cost and safety existing in the refrigerant side and the water side loop in the prior art, and greatly improve the reliability of thermal management.

[0006] To achieve the above purpose, an R290 integrated secondary loop energy efficiency improvement thermal management system for electric vehicles is provided, including a refrigerant side loop and a water side loop; The refrigerant side loop is filled with R290 refrigerant and is used to realize the phase change heat transfer of the refrigerant cycle; The water-side circuit includes a passenger compartment water circuit, a battery water circuit, and a motor water circuit; The passenger compartment water circuit is filled with coolant inside and is used to exchange heat with the passenger compartment to adjust the temperature of the passenger compartment; The battery water circuit is filled with coolant and is used for thermal management of the battery to achieve absorption and transfer of battery heat; The motor water circuit is filled with coolant and is used to cool the motor to maintain the operating temperature of the motor; The coolant in the water-side circuit and the R290 refrigerant in the refrigerant-side circuit are in different pipelines.

[0007] Technical principle and effect of this solution: In this solution, the system realizes efficient integration of multi-component thermal management through the collaborative design of the refrigerant-side circuit and the water-side circuit. R290 (propane) refrigerant is filled, and its physical properties of high latent heat of vaporization and good thermal conductivity are utilized. Heat transfer is achieved through the phase change cycle of "compression - condensation - throttling - evaporation". As the primary circuit, heat exchange is carried out with the water-side circuit through the evaporator to absorb or release heat, providing cold / heat source for the water-side. At the same time, heat interaction is carried out with the external environment through the condenser. The water-side is the secondary circuit, and multi-scenario thermal management is realized through three independent sub-circuits. Each circuit is filled with coolant to respectively achieve heat exchange with the passenger compartment to adjust the temperature of the passenger compartment; thermal management of the battery to achieve absorption and transfer of battery heat and cooling of the motor to maintain the operating temperature of the motor. This solution realizes the redesign and integration of the refrigerant-side and water-side circuits, solves the problems of low energy efficiency, high cost, and safety existing in the refrigerant-side and water-side circuits in the prior art, and greatly improves the reliability of thermal management.

[0008] Furthermore, the refrigerant-side circuit includes a water-cooled evaporator, a gas-liquid separator, a compressor, a water-cooled condenser, a first electronic expansion valve, and a second electronic expansion valve; The outlet end of the water-cooled evaporator is connected to the inlet end of the gas-liquid separator, the outlet end of the gas-liquid separator is connected to the suction port of the compressor, the discharge port of the compressor is connected to the inlet end of the water-cooled condenser, and the outlet end of the water-cooled condenser is divided into two paths. One path is connected to the inlet end of the water-cooled evaporator through the first electronic expansion valve, and the other path is connected to the inlet end of the water-cooled evaporator through the second electronic expansion valve.

[0009] Beneficial effects: In this solution, the refrigerant side circuit has two working modes. In Mode 1, the high-temperature and high-pressure refrigerant gas generated at the compressor outlet flows through the water-cooled condenser, and after throttling by the first electronic expansion valve, the refrigerant becomes a low-temperature and low-pressure liquid. After evaporating and absorbing heat in the water-cooled evaporator, it becomes a low-pressure gas, flows through the gas-liquid separator (102), and then returns to the compressor inlet to complete a cycle. In Mode 2, the high-temperature and high-pressure refrigerant gas generated at the compressor outlet is divided into two paths. For the first branch, the refrigerant gas flows through the water-cooled condenser, and after throttling by the first electronic expansion valve, the refrigerant becomes a low-temperature and low-pressure liquid. After evaporating and absorbing heat in the water-cooled evaporator, it becomes a low-pressure gas, flows through the gas-liquid separator, and then returns to the compressor. For the second branch, the refrigerant flows through the second electronic expansion valve, and the high-temperature and high-pressure refrigerant flows through the gas-liquid separator and returns to the compressor inlet. Mode 2 is usually enabled when there is a heating requirement under extremely low temperature conditions.

[0010] Compared with the relatively simple and single flow path of the refrigerant on the refrigerant side, the situation on the water side is more complex. The coolant, as the heat carrier, is transported in the water side pipeline and exchanges heat at the corresponding heat exchangers through the on-off combinations of different valves.

[0011] Furthermore, the passenger compartment water circuit includes a first water pump, a PTC, a first three-way proportional regulating valve, a second three-way proportional regulating valve, a first waterway three-way, a first heat exchanger, a second waterway three-way, a third waterway three-way, a second water pump, a fourth waterway three-way, a second heat exchanger, a fifth waterway three-way, a five-way valve, a six-way valve, and a seven-way valve; The output end of the first water pump is connected to the inlet end of the water-cooled evaporator, and the outlet end of the water-cooled evaporator is connected to the PTC; The other end of the PTC is connected to the first port of the first three-way proportional regulating valve, and the third port of the first three-way proportional regulating valve is connected to the third port of the five-way valve; the second port of the first three-way proportional regulating valve is connected to the sixth port of the six-way valve; The second port of the second three-way proportional regulating valve is connected to one port of the first waterway three-way, and the first port of the second three-way proportional regulating valve is connected to the outlet end of the water-cooled condenser; the third port of the second three-way proportional regulating valve is connected to the fourth port of the five-way valve; The other port of the first waterway three-way is connected to the inlet end of the first heat exchanger, the outlet end of the first heat exchanger is connected to the second port of the six-way valve, and the last port of the first waterway three-way is connected to the first barrel of the six-way valve; The fifth and fourth ports of the six-way valve are respectively connected to the fourth waterway three-way, the last port of the fourth waterway three-way is connected to the inlet end of the second heat exchanger, and the outlet end of the second heat exchanger is connected to the first port of the seven-way valve; The third port of the six-way valve is connected to one port of the second waterway three-way valve, another port of the second waterway three-way valve is connected to one port of the third waterway three-way valve, and the last port of the second waterway three-way valve is connected to the second port of the seven-way valve; Another port of the third waterway three-way valve is connected to the third port of the seven-way valve, and the last port of the third waterway three-way valve is connected to the input end of the second water pump; The input end of the second water pump is also connected to one port of the fifth waterway three-way valve, and the other two ports of the fifth waterway three-way valve are respectively connected to the fourth port and the fifth port of the seven-way valve.

[0012] Further, the battery water circuit includes a battery water pump, a battery cold plate, a third three-way proportional regulating valve, and a sixth waterway three-way valve; One port of the sixth waterway three-way valve is connected to the fifth port of the five-way valve, another port of the sixth waterway three-way valve is connected to the input end of the battery water pump, and the last port of the sixth waterway three-way valve is connected to the first port of the third three-way proportional regulating valve; The output end of the battery water pump is connected to the input end of the battery cold plate, the output end of the battery cold plate is connected to the third port of the third three-way proportional regulating valve, and the second port of the third three-way proportional regulating valve is connected to the seventh port of the seven-way valve.

[0013] Further, the motor water circuit includes a water tank, a radiator, a fan, a seventh waterway three-way valve, an on-vehicle charger, and a motor; The input end of the radiator is connected to the second port of the five-way valve, the output end of the radiator is connected to one port of the seventh waterway three-way valve, another port of the seventh waterway three-way valve is connected to the first port of the five-way valve, and the water tank is arranged between the seventh waterway three-way valve and the five-way valve; The last port of the seventh waterway three-way valve is sequentially connected to the on-vehicle charger and the motor, and the motor is connected to the sixth port of the seven-way valve.

[0014] Beneficial effects: In this solution, through the highly integrated valve body, the fully optimized flow path of the coolant, and the reasonable position sequence setting of each device in the circuit, the complexity and cost of the system are reduced, making the entire system more compact and simple.

[0015] Through energy flow analysis, the refrigerant circuit and the coolant circuit circulation structure, path, and devices are optimized, and the water valve structure is optimized, so that the energy can be fully utilized when passing through different devices. Specifically reflected in: A bypass path is added on the refrigerant side, and the high-temperature exhaust gas of the compressor is mixed with the low-temperature suction gas to increase the suction density, thus solving the problem of poor performance of the heat pump system at extremely low temperatures; Different from the traditional method of installing PTC in the passenger compartment to make up for the insufficient heating capacity of the heat pump system at extremely low temperatures, the present invention chooses to install PTC on the coolant side of the water-cooled evaporator. While improving the heating capacity of the system, it can also reduce the system power consumption, thus significantly improving the COP of the system; Two heat exchangers in the passenger compartment are designed with a clever multi-way valve to achieve the use of only one heat exchanger when the heat load is small, and the series connection of two heat exchangers to increase the heat exchange capacity when the heat load is large, making the system more flexible and efficient.

[0016] The existence of the motor waste heat utilization system enables the motor waste heat to not only be transferred to the radiator through the coolant circuit to defrost the radiator in a low-temperature environment and improve the energy utilization rate of the system, but also be transferred to the coolant in the low-temperature cooler circuit through a heat exchanger. The heated coolant can increase the pressure on the low-pressure side of the low-temperature cooler, thereby enhancing the capacity of the heat pump system at extremely low temperatures and reducing the dependence on external energy demand.

[0017] Safety performance guarantee: On the premise of meeting safety regulations, through innovative design, the refrigerant filling amount is reduced, the flow path structure is optimized, the safety risk of the primary circuit is reduced, and at the same time, the common problem of low efficiency in the secondary circuit is avoided.

[0018] Give full play to the advantages of the integrated system. By integrating the valve body, the manufacturing cost is reduced. The design of the integrated flow path diagram provides a reference for the integrated module design, reduces the space occupied by the thermal management system in the electric vehicle, and improves the applicability of the invention, as well as the convenience of replacement and maintenance.

[0019] By reducing the volume used and improving the system energy efficiency, the vehicle model adaptability of the present invention is expanded, and it can be matched with a variety of pure electric vehicle models. Description of the Drawings

[0020] Figure 1 It is the logic block diagram of the R290 integrated secondary circuit energy efficiency improvement thermal management system for electric vehicles in Embodiment 1 of the present invention; Figure 2 It is the schematic diagram of the refrigeration mode of the passenger compartment in Embodiment 1 of the present invention; Figure 3 It is the schematic diagram of the battery refrigeration mode in Embodiment 1 of the present invention; Figure 4 It is the schematic diagram of the dual refrigeration mode of the passenger compartment + battery in Embodiment 1 of the present invention; Figure 5 It is the schematic diagram of the heating mode of the passenger compartment in Embodiment 1 of the present invention; Figure 6 It is the schematic diagram of the heating mode of the passenger compartment (triangle cycle under extreme conditions) in Embodiment 1 of the present invention; Figure 7Schematic diagram of the dual heating mode of passenger compartment + battery in Embodiment 1 of the present invention; Figure 8 Schematic diagram of the battery heating mode in Embodiment 1 of the present invention; Figure 9 Schematic diagram of the heating and dehumidifying mode in Embodiment 1 of the present invention; Figure 10 Schematic diagram of the heat pump defrosting mode (triangle cycle) in Embodiment 1 of the present invention; Figure 11 Schematic diagram of the waste heat defrosting mode in Embodiment 1 of the present invention; Figure 12 Schematic diagram of the heat pump defrosting + passenger compartment heating mode (triangle cycle) in Embodiment 1 of the present invention; Figure 13 Schematic diagram of the motor waste heat recovery + passenger compartment heating mode (motor source heat pump) in Embodiment 1 of the present invention; Figure 14 Schematic diagram of the motor waste heat recovery + battery heating mode (motor source heat pump) in Embodiment 1 of the present invention. Detailed implementation manners

[0021] The following is a further detailed description through specific implementation manners: The markings in the accompanying drawings of the specification include: refrigerant side circuit 100, water-cooled evaporator 101, gas-liquid separator 102, compressor 103, water-cooled condenser 104, first electronic expansion valve 105, second electronic expansion valve 106, passenger compartment water circuit 200, first water pump 201, PTC 202, first three-way proportional regulating valve 203, second three-way proportional regulating valve 204, first waterway three-way 205, first heat exchanger 206, second waterway three-way 208, third waterway three-way 209, second water pump 211, fourth waterway three-way 212, second heat exchanger 213, fifth waterway three-way 215, five-way valve 218, six-way valve 219, seven-way valve 220, battery water circuit 300, battery water pump 301, battery cold plate 302, third three-way proportional regulating valve 303, sixth waterway three-way 304, motor water circuit 400, water tank 401, radiator 403, fan 404, seventh waterway three-way 405, on-vehicle charger 406, motor 407.

[0022] Embodiment 1 An R290 integrated secondary circuit energy efficiency improvement thermal management system for electric vehicles, basically as Figure 1 shown, includes a refrigerant side circuit 100 and a water side circuit; The refrigerant side circuit 100 is filled with R290 refrigerant and is used to realize the phase change heat transfer of the refrigerant cycle; The refrigerant side circuit 100 includes a water-cooled evaporator 101, a gas-liquid separator 102, a compressor 103, a water-cooled condenser 104, a first electronic expansion valve 105, and a second electronic expansion valve 106; The outlet end of the water-cooled evaporator 101 is connected to the inlet end of the gas-liquid separator 102, the outlet end of the gas-liquid separator 102 is connected to the suction port of the compressor 103, the discharge port of the compressor 103 is connected to the inlet end of the water-cooled condenser 104, and the outlet end of the water-cooled condenser 104 is divided into two paths. One path is connected to the inlet end of the water-cooled evaporator 101 through the first electronic expansion valve 105, and the other path is connected to the inlet end of the water-cooled evaporator 101 through the second electronic expansion valve 106.

[0023] The water side circuit includes a passenger compartment water circuit 200, a battery water circuit 300, and a motor water circuit 400; The passenger compartment water circuit 200 is filled with a coolant and is used for heat exchange with the passenger compartment to adjust the temperature of the passenger compartment; The passenger compartment water circuit 200 includes a first water pump 201, a PTC 202, a first three-way proportional regulating valve 203, a second three-way proportional regulating valve 204, a first waterway three-way 205, a first heat exchanger 206, a second waterway three-way 208, a third waterway three-way 209, a second water pump 211, a fourth waterway three-way 212, a second heat exchanger 213, a fifth waterway three-way 215, a five-way valve 218, a six-way valve 219, and a seven-way valve 220; The output end of the first water pump 201 is connected to the inlet end of the water-cooled evaporator 101, and the outlet end of the water-cooled evaporator 101 is connected to the PTC 202; The other end of the PTC 202 is connected to the first port of the first three-way proportional regulating valve 203, and the third port of the first three-way proportional regulating valve 203 is connected to the third port of the five-way valve 218; the second port of the first three-way proportional regulating valve 203 is connected to the sixth port of the six-way valve 219; The second port of the second three-way proportional regulating valve 204 is connected to a certain port of the first waterway three-way 205, and the first port of the second three-way proportional regulating valve 204 is connected to the outlet end of the water-cooled condenser 104; the third port of the second three-way proportional regulating valve 204 is connected to the fourth port of the five-way valve 218; The other port of the first waterway three-way 205 is connected to the inlet end of the first heat exchanger 206, the outlet end of the first heat exchanger 206 is connected to the second port of the six-way valve 219, and the last port of the first waterway three-way 205 is connected to the first barrel of the six-way valve 219; The fifth and fourth ports of the six-way valve 219 are respectively connected to the fourth water-way tee 212. The last port of the fourth water-way tee 212 is connected to the inlet end of the second heat exchanger 213. The outlet end of the second heat exchanger 213 is connected to the first port of the seven-way valve 220; The third port of the six-way valve 219 is connected to one port of the second water-way tee 208. Another port of the second water-way tee 208 is connected to one port of the third water-way tee 209. The last port of the second water-way tee 208 is connected to the second port of the seven-way valve 220; Another port of the third water-way tee 209 is connected to the third port of the seven-way valve 220. The last port of the third water-way tee 209 is connected to the input end of the second water pump 211. The input end of the second water pump 211 is also connected to one port of the fifth water-way tee 215. The other two ports of the fifth water-way tee 215 are respectively connected to the fourth and fifth ports of the seven-way valve 220.

[0024] The battery water circuit 300 is filled with a coolant and is used for thermal management of the battery to achieve absorption and transfer of battery heat; The battery water circuit 300 includes a battery water pump 301, a battery cold plate 302, a third three-way proportional regulating valve 303, and a sixth water-way tee 304; One port of the sixth water-way tee 304 is connected to the fifth port of the five-way valve 218. Another port of the sixth water-way tee 304 is connected to the input end of the battery water pump 301. The last port of the sixth water-way tee 304 is connected to the first port of the third three-way proportional regulating valve 303; The output end of the battery water pump 301 is connected to the input end of the battery cold plate 302. The output end of the battery cold plate 302 is connected to the third port of the third three-way proportional regulating valve 303. The second port of the third three-way proportional regulating valve 303 is connected to the seventh port of the seven-way valve 220.

[0025] The motor water circuit 400 is filled with a coolant and is used for cooling the motor 407 to maintain the operating temperature of the motor 407; The motor water circuit 400 includes a water tank 401, a radiator 403, a fan 404, a seventh water-way tee 405, an on-vehicle charger 406, and a motor 407; The input end of the radiator 403 is connected to the second passage of the five-way valve 218, the output end of the radiator 403 is connected to one of the passages of the seventh waterway three-way joint 405, another passage of the seventh waterway three-way joint 405 is connected to the first passage of the five-way valve 218, and the water tank 401 is arranged between the seventh waterway three-way joint 405 and the five-way valve 218; the last passage of the seventh waterway three-way joint 405 is sequentially connected to the on-vehicle charger 406 and the motor 407, and the motor 407 is connected to the sixth passage of the seven-way valve 220.

[0026] In the water-side loop, the coolant and the R290 refrigerant in the refrigerant-side loop 100 are in different pipelines.

[0027] In this embodiment, there are 13 working states that the system can achieve, namely, the passenger compartment refrigeration mode, the battery refrigeration mode, the passenger compartment + battery dual refrigeration mode, the passenger compartment heating mode, the passenger compartment heating mode (triangle cycle under extreme conditions), the passenger compartment + battery dual heating mode, the battery heating mode, the heating and dehumidification mode, the heat pump defrosting mode (triangle cycle), the waste heat defrosting mode, the heat pump defrosting + passenger compartment heating mode (triangle cycle), the waste heat recovery of the motor 407 + passenger compartment heating mode (motor 407 source heat pump), and the waste heat recovery of the motor 407 + battery heating mode (motor 407 source heat pump).

[0028] Among them, the passenger compartment refrigeration mode is as Figure 2 shown. When the temperature of the passenger compartment is relatively low and the temperature of the battery compartment is normal, all components in the refrigerant-side loop 100 work normally. At this time, the coolant in the coolant loop obtains heat from the water-cooled condenser 104 and obtains cold from the water-cooled evaporator 101.

[0029] After the coolant obtains cold in the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203 and exits from the 2a port, then enters through the 6c port of the six-way valve 219 and exits from the 1c port, and then enters the first heat exchanger 206 through the first waterway three-way joint 205 to release the cold to the passenger compartment. Then it enters through the 2c port of the six-way valve 219 and exits from the 4c port, and then enters the second heat exchanger 213 through the fourth waterway three-way joint 212 to release the cold to the passenger compartment again. Then it enters through the 1e port of the seven-way valve 220 and exits from the 5e port, and then passes through the fifth waterway three-way joint 215 and returns to the water-cooled evaporator 101 through the first water pump 201 to complete a cycle.

[0030] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204, exits from the 3b port, then enters through the 4d port of the five-way valve 218 and exits from the 2d port. After releasing the heat to the outside through the radiator 403, it successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407, enters through the 6e port of the seven-way valve 220 and exits from the 3e port. After passing through the third waterway three-way 209, it returns to the water-cooled condenser 104 through the second water pump 211, completing a cycle.

[0031] The battery cooling mode is as Figure 3 shown. When the temperature in the passenger compartment is normal and the temperature in the battery compartment is relatively high, all components in the refrigerant side circuit 100 are working properly. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and obtains cold from the water-cooled evaporator 101.

[0032] After the coolant obtains cold when passing through the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203, exits from the 3a port, then enters through the 3d port of the five-way valve 218 and exits from the 5d port. After passing through the sixth waterway three-way 304, it passes through the battery water pump 301 and the battery cold plate 302. After releasing the cold to the battery, it enters from the 3h port of the third three-way proportional regulating valve 303 and exits from the 2h port. It enters through the 7e port of the seven-way valve 220 and exits from the 5e port. Then it passes through the fifth waterway three-way 215 and returns to the water-cooled evaporator 101 through the first water pump 201, completing a cycle.

[0033] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204, exits from the 3b port, then enters through the 4d port of the five-way valve 218 and exits from the 2d port. After releasing the heat to the outside through the radiator 403, it successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407, enters through the 6e port of the seven-way valve 220 and exits from the 3e port. After passing through the third waterway three-way 209, it returns to the water-cooled condenser 104 through the second water pump 211, completing a cycle.

[0034] The passenger compartment + battery dual cooling mode is as Figure 4 shown. When the temperature in the passenger compartment is relatively high and the temperature in the battery compartment is relatively high, all components in the refrigerant side circuit 100 are working properly. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and obtains cold from the water-cooled evaporator 101.

[0035] After the coolant obtains cold energy when passing through the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203. The first flow path is as follows: after exiting from the 2a port, it enters through the 6c port of the six-way valve 219, exits from the 1c port, then enters the first heat exchanger 206 through the first waterway three-way 205 to release the cold energy to the passenger compartment, enters through the 2c port of the six-way valve 219, exits from the 4c port, then enters the second heat exchanger 213 through the fourth waterway three-way 212 to release the cold energy to the passenger compartment again, enters through the 1e port of the seven-way valve 220, exits from the 5e port, then passes through the fifth waterway three-way 215, and returns to the water-cooled evaporator 101 through the first water pump 201 to complete a cycle; the second flow path is as follows: after exiting from the 3a port, it enters through the 3d port of the five-way valve 218, exits from the 5d port, passes through the sixth waterway three-way 304, then passes through the battery water pump 301 and the battery cold plate 302 to release the cold energy to the battery, enters through the 3h port of the third three-way proportional regulating valve 303. One way exits from the 1h port and enters the sixth waterway three-way 304 again to complete water mixing, and the other way exits from the 2h port, enters through the 7e port of the seven-way valve 220, exits from the 5e port, then passes through the fifth waterway three-way 215, and returns to the water-cooled evaporator 101 through the first water pump 201 to complete a cycle. The coolants in the first flow path and the second flow path converge after passing through the fifth waterway three-way 215.

[0036] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204, exits from the 3b port, then enters through the 4d port of the five-way valve 218, exits from the 2d port, and then releases the heat to the outside through the radiator 403, and then successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407, enters through the 6e port of the seven-way valve 220, exits from the 3e port, passes through the third waterway three-way 209, and then returns to the water-cooled condenser 104 through the second water pump 211 to complete a cycle.

[0037] The heating mode of the passenger compartment is as Figure 5 shown. When the temperature of the passenger compartment is relatively low and the temperature of the battery compartment is normal, all the devices in the refrigerant side circuit 100 work normally. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and cold energy from the water-cooled evaporator 101.

[0038] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204 and exits from the 2b port. After passing through the first waterway three-way 205, it enters the first heat exchanger 206 to release heat to the passenger compartment. It enters through the 2c port of the six-way valve 219 and exits from the 4c port. After passing through the fourth waterway three-way 212, it enters the second heat exchanger 213 to release heat to the passenger compartment again. Then it enters through the 1e port of the seven-way valve 220 and exits from the 2e port. It successively passes through the second waterway three-way 208 and the third waterway three-way 209, then passes through the second water pump 211 and returns to the water-cooled condenser 104 to complete a cycle.

[0039] After the coolant releases heat when passing through the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203 and exits from the 3a port. It enters through the 3d port of the five-way valve 218 and exits from the 2d port. After releasing cold to the outside through the radiator 403, it successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407. It enters through the 6e port of the seven-way valve 220 and exits from the 5e port. Then it passes through the fifth waterway three-way 215, passes through the first water pump 201 and returns to the water-cooled evaporator 101 to complete a cycle.

[0040] The heating mode of the passenger compartment (triangle cycle under extreme conditions) is as Figure 6 shown. When the temperature of the passenger compartment is low, the temperature of the battery compartment is normal, and the ambient temperature is extremely low, all components in the refrigerant side circuit 100 work normally. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and obtains cold from the water-cooled evaporator 101. At this time, the PTC 202 works to heat the coolant on the water-cooled evaporator 101 side to improve the energy efficiency of the heat pump system; the second electronic expansion valve 106 opens to reintroduce the high-temperature and high-pressure refrigerant gas at the outlet of the compressor 103 to the inlet of the compressor 103, increasing the suction density and improving the energy efficiency of the heat pump system.

[0041] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204 and exits from the 2b port. After passing through the first waterway three-way 205, it enters the first heat exchanger 206 to release heat to the passenger compartment. It enters through the 2c port of the six-way valve 219 and exits from the 4c port. After passing through the fourth waterway three-way 212, it enters the second heat exchanger 213 to release heat to the passenger compartment again. Then it enters through the 1e port of the seven-way valve 220 and exits from the 2e port. It successively passes through the second waterway three-way 208 and the third waterway three-way 209, then passes through the second water pump 211 and returns to the water-cooled condenser 104 to complete a cycle.

[0042] After the coolant releases heat when passing through the water-cooled evaporator 101, it is heated by the PTC 202, enters from the 1a port of the first three-way proportional regulating valve 203, exits from the 3a port, enters from the 3d port of the five-way valve 218, exits from the 2d port, releases cold to the outside through the radiator 403, then passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407 in sequence, enters from the 6e port of the seven-way valve 220, exits from the 5e port, then passes through the fifth waterway three-way 215, and returns to the water-cooled evaporator 101 after passing through the first water pump 201 to complete a cycle.

[0043] The dual heating mode for the passenger compartment + battery is as Figure 7 shown. When the temperature of the passenger compartment is low, the temperature of the battery compartment is low, and the ambient temperature is extremely low, all components in the refrigerant side circuit 100 work normally. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and cold from the water-cooled evaporator 101. At this time, the PTC 202 works to heat the coolant on the water-cooled evaporator 101 side; the second electronic expansion valve 106 opens to reintroduce the high-temperature and high-pressure refrigerant gas at the outlet of the compressor 103 to the inlet of the compressor 103.

[0044] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204. The first flow path is: after exiting from the 2b port, it passes through the first waterway three-way 205 and then enters the first heat exchanger 206 to release heat to the passenger compartment. It enters from the 2c port of the six-way valve 219, exits from the 4c port, passes through the fourth waterway three-way 212, then enters the second heat exchanger 213 to release heat to the passenger compartment again, then enters from the 1e port of the seven-way valve 220, exits from the 2e port, and then passes through the second waterway three-way 208 and the third waterway three-way 209 in sequence, passes through the second water pump 211, and returns to the water-cooled condenser 104 to complete a cycle; the second flow path is: after exiting from the 3b port, it enters from the 4d port of the five-way valve 218, exits from the 5d port, passes through the sixth waterway three-way 304, then passes through the battery water pump 301 and the battery cold plate 302 to release heat to the battery, enters from the 3h port of the third three-way proportional regulating valve 303, one path exits from the 1h port and enters the sixth waterway three-way 304 again to complete water mixing, and the other path exits from the 2h port, enters from the 7e port of the seven-way valve 220, and exits from the 3e port. After passing through the third waterway three-way 209, it passes through the second water pump 211 and returns to the water-cooled condenser 104 to complete a cycle. The coolants in the first flow path and the second flow path converge after passing through the third waterway three-way 209.

[0045] After the coolant releases heat when passing through the water-cooled evaporator 101, it enters from port 1a of the first three-way proportional regulating valve 203, exits from port 3a, then enters through port 3d of the five-way valve 218 and exits from port 2d. After releasing cold to the outside through the radiator 403, it sequentially passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407, enters through port 6e of the seven-way valve 220 and exits from port 5e. Then it passes through the fifth waterway three-way 215, passes through the first water pump 201, and returns to the water-cooled evaporator 101 to complete a cycle.

[0046] The battery heating mode is as Figure 8 shown. When the passenger compartment temperature is normal and the battery compartment temperature is relatively low, all components in the refrigerant side circuit 100 are working properly. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and cold from the water-cooled evaporator 101.

[0047] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from port 1b of the second three-way proportional regulating valve 204, exits from port 3b, then enters through port 4d of the five-way valve 218 and exits from port 5d. After passing through the sixth waterway three-way 304, it passes through the battery water pump 301 and the battery cold plate 302, releases heat to the battery, then enters through port 3h of the third three-way proportional regulating valve 303 and exits from port 2h. It enters through port 7e of the seven-way valve 220 and exits from port 3e, passes through the third waterway three-way 209, passes through the second water pump 211, and returns to the water-cooled condenser 104 to complete a cycle.

[0048] After the coolant releases heat when passing through the water-cooled evaporator 101, it enters from port 1a of the first three-way proportional regulating valve 203, exits from port 3a, then enters through port 3d of the five-way valve 218 and exits from port 2d. After releasing cold to the outside through the radiator 403, it sequentially passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407, enters through port 6e of the seven-way valve 220 and exits from port 5e. Then it passes through the fifth waterway three-way 215, passes through the first water pump 201, and returns to the water-cooled evaporator 101 to complete a cycle.

[0049] The heating and dehumidification mode is as Figure 9 shown. When the humidity in the passenger compartment is relatively high, it is necessary to cool the passenger compartment so that the humid air in the passenger compartment condenses into droplets to achieve the purpose of reducing the water content in the air. However, at this time, the relatively low temperature air in the passenger compartment will make passengers feel uncomfortable. Therefore, it is also necessary to heat the air after cooling to make the temperature of the passenger compartment reach a suitable temperature for the human body. All components in the refrigerant side circuit 100 are working properly. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and cold from the water-cooled evaporator 101.

[0050] After the coolant obtains cold energy when passing through the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203, exits from the 2a port, enters through the 6c port of the six-way valve 219, exits from the 5c port, enters the second heat exchanger 213 through the fourth waterway three-way 212 to release the cold energy to the passenger compartment, enters through the 1e port of the seven-way valve 220, exits from the 4e port, then passes through the fifth waterway three-way 215, and returns to the water-cooled evaporator 101 through the first water pump 201 to complete a cycle.

[0051] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204, exits from the 2b port, enters the first heat exchanger 206 through the first waterway three-way 205 to release the heat to the passenger compartment, enters through the 2c port of the six-way valve 219, exits from the 3c port, and successively passes through the second waterway three-way 208 and the third waterway three-way 209, passes through the second water pump 211, and returns to the water-cooled condenser 104 to complete a cycle.

[0052] The heat pump defrosting mode (triangle cycle) is as Figure 10 shown. When the outside temperature is too low and reaches a certain humidity, frosting will occur on the radiator 403, resulting in a decrease in the efficiency of the radiator 403. Therefore, it is necessary to defrost the radiator 403. At this time, due to the too low outside temperature, the coolant in the water-cooled evaporator 101 cannot release heat to the refrigerant, so the water-cooled evaporator 101 is not started. Other devices in the refrigerant side circuit 100 work normally. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104.

[0053] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204, exits from the 3b port, enters through the 4d port of the five-way valve 218, exits from the 2d port, releases heat to the radiator 403 through the radiator 403, successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407, enters through the 6e port of the seven-way valve 220, exits from the 3e port, then passes through the third waterway three-way 209, and returns to the water-cooled condenser 104 through the second water pump 211 to complete a cycle.

[0054] The waste heat defrosting mode is as Figure 11 shown. When the outside temperature is too low and reaches a certain humidity, frosting will occur on the radiator 403, resulting in a decrease in the efficiency of the radiator 403. Therefore, it is necessary to defrost the radiator 403. And the motor 407 (406, 407) is exactly a heat-generating component, so the waste heat of the motor 407 (406, 407) can be used to defrost the radiator 403. At this time, all devices on the refrigerant side do not work.

[0055] The coolant obtains heat after passing through the on-vehicle charger 406 and the motor 407, enters through the 6e port of the seven-way valve 220, exits through the 3e port, passes through the second waterway tee 208, then passes through the second water pump 211, passes through the water-cooled condenser 104 without participating in heat exchange, enters through the 1b port of the second three-way proportional regulating valve 204, exits through the 3b port, enters through the 4d port of the five-way valve 218, exits through the 2d port, releases heat to the radiator 403 through the radiator 403, and returns to the on-vehicle charger 406 after passing through the seventh waterway tee 405, completing a cycle.

[0056] Heat pump defrosting + passenger compartment heating mode (triangle cycle) as Figure 12 shown, when the outside temperature is too low and reaches a certain humidity, frosting will occur on the radiator 403, resulting in a reduction in the efficiency of the radiator 403. Therefore, it is necessary to defrost the radiator 403, and the temperature of the passenger compartment is relatively low, with a heating requirement. At this time, due to the too low outside temperature, the coolant in the water-cooled evaporator 101 cannot release heat to the refrigerant, so the water-cooled evaporator 101 is not started. Other devices in the refrigerant side circuit 100 work normally. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104.

[0057] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters through the 1b port of the second three-way proportional regulating valve 204. The first flow path is: it exits through the 3b port, enters through the 4d port of the five-way valve 218, exits through the 2d port, releases heat to the radiator 403 through the radiator 403, successively passes through the seventh waterway tee 405, the on-vehicle charger 406, and the motor 407, enters through the 6e port of the seven-way valve 220, exits through the 3e port, then passes through the third waterway tee 209, and returns to the water-cooled condenser 104 after passing through the second water pump 211, completing a cycle; the second flow path is: it exits through the 2b port, passes through the first waterway tee 205 and then through the first heat exchanger 206, releases heat to the first heat exchanger 206, enters through the 2c port of the six-way valve 219, exits through the 3c port, successively passes through the second waterway tee 208 and the third waterway tee 209, and returns to the water-cooled condenser 104 after passing through the second water pump 211, completing a cycle.

[0058] Motor 407 waste heat recovery + passenger compartment heating mode (motor 407 source heat pump) as Figure 13 shown, when the temperature of the passenger compartment is relatively low and the temperature of the battery compartment is normal, the waste heat of the motor 407 can be used as the heat source of the heat pump to improve the energy efficiency of the heat pump system. All devices in the refrigerant side circuit 100 work normally. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and obtains cold from the water-cooled evaporator 101.

[0059] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204 and exits from the 2b port. After passing through the first waterway three-way 205, it passes through the first heat exchanger 206, releases the heat to the first heat exchanger 206, enters from the 2c port of the six-way valve 219 and exits from the 3c port, then passes through the second waterway three-way 208 and the third waterway three-way 209 in sequence, passes through the second water pump 211, and returns to the water-cooled condenser 104 to complete a cycle.

[0060] After the coolant releases heat when passing through the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203 and exits from the 3a port. Then it enters from the 3d port of the five-way valve 218 and exits from the 1d port, and successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407. It enters from the 6e port of the seven-way valve 220 and exits from the 5e port, then passes through the fifth waterway three-way 215, passes through the first water pump 201, and returns to the water-cooled evaporator 101 to complete a cycle.

[0061] Motor 407 waste heat recovery + battery heating mode (motor 407 source heat pump) is as Figure 14 shown. When the temperature in the passenger compartment is normal and the temperature in the battery compartment is relatively low, the waste heat of the motor 407 can be used as the heat source of the heat pump to improve the energy efficiency of the heat pump system. All devices in the refrigerant side circuit 100 are working properly. At this time, the coolant in the coolant circuit obtains heat from the water-cooled condenser 104 and obtains cold from the water-cooled evaporator 101.

[0062] After the coolant obtains heat when passing through the water-cooled condenser 104, it enters from the 1b port of the second three-way proportional regulating valve 204 and exits from the 3b port. Then it enters from the 4d port of the five-way valve 218 and exits from the 5d port. After passing through the sixth waterway three-way 304, it passes through the battery water pump 301, passes through the battery cold plate 302, releases the heat to the battery, then enters from the 3h port of the third three-way proportional regulating valve 303 and exits from the 2h port. It enters from the 7e port of the seven-way valve 220 and exits from the 3e port. After passing through the third waterway three-way 209, it passes through the second water pump 211 and returns to the water-cooled condenser 104 to complete a cycle.

[0063] After the coolant releases heat when passing through the water-cooled evaporator 101, it enters from the 1a port of the first three-way proportional regulating valve 203 and exits from the 3a port. Then it enters from the 3d port of the five-way valve 218 and exits from the 1d port, and successively passes through the seventh waterway three-way 405, the on-vehicle charger 406, and the motor 407. It enters from the 6e port of the seven-way valve 220 and exits from the 5e port, then passes through the fifth waterway three-way 215, passes through the first water pump 201, and returns to the water-cooled evaporator 101 to complete a cycle.

[0064] It is worth mentioning that when the thermal load of the battery is not too large, the battery circuit is usually in a self-circulation mode, and the heat dissipation requirements can be met without the intervention of the refrigerant. The above are only embodiments of the present invention. Specific structures and common knowledge such as characteristics in the prior art are described in too much detail here. Those of ordinary skill in the art know all the common general technical knowledge in the technical field to which the invention pertains before the filing date or the priority date, can know all the prior art in this field, and have the ability to apply the conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, complete and implement this solution in combination with their own abilities. Some typical well-known structures or well-known methods should not become obstacles for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can also be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope required by this application should be based on the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to explain the content of the claims.

Claims

1. An R290 integrated secondary circuit energy efficiency improvement thermal management system for electric vehicles, characterized in that: It includes a refrigerant side circuit and a water side circuit; The refrigerant side circuit is filled with R290 refrigerant to achieve refrigerant cycle phase change heat transfer; The water side circuit includes a passenger compartment water circuit, a battery water circuit, and a motor water circuit; The passenger compartment water circuit is filled with coolant inside to exchange heat with the passenger compartment and adjust the temperature of the passenger compartment; The battery water circuit is filled with coolant to perform thermal management on the battery and achieve heat absorption and transfer of the battery; The motor water circuit is filled with coolant to cool the motor and maintain the operating temperature of the motor; The coolant in the water side circuit and the R290 refrigerant in the refrigerant side circuit are in different pipelines.

2. The R290 integrated secondary circuit energy efficiency improvement thermal management system for an electric vehicle according to claim 1, characterized in that: The refrigerant side circuit includes a water-cooled evaporator, a gas-liquid separator, a compressor, a water-cooled condenser, a first electronic expansion valve, and a second electronic expansion valve; The outlet end of the water-cooled evaporator is connected to the inlet end of the gas-liquid separator, the outlet end of the gas-liquid separator is connected to the suction port of the compressor, the exhaust port of the compressor is connected to the inlet end of the water-cooled condenser, and the outlet end of the water-cooled condenser is divided into two paths. One path is connected to the inlet end of the water-cooled evaporator through the first electronic expansion valve, and the other path is connected to the inlet end of the water-cooled evaporator through the second electronic expansion valve.

3. An R290 integrated secondary circuit energy efficiency improvement thermal management system for an electric vehicle according to claim 2, characterized in that: The passenger compartment water circuit includes a first water pump, a PTC, a first three-way proportional regulating valve, a second three-way proportional regulating valve, a first waterway three-way, a first heat exchanger, a second waterway three-way, a third waterway three-way, a second water pump, a fourth waterway three-way, a second heat exchanger, a fifth waterway three-way, a five-way valve, a six-way valve, and a seven-way valve; The output end of the first water pump is connected to the inlet end of the water-cooled evaporator, and the outlet end of the water-cooled evaporator is connected to the PTC; The other end of the PTC is connected to the first port of the first three-way proportional regulating valve, and the third port of the first three-way proportional regulating valve is connected to the third port of the five-way valve; the second port of the first three-way proportional regulating valve is connected to the sixth port of the six-way valve; The second port of the second three-way proportional regulating valve is connected to a certain port of the first waterway three-way, and the first port of the second three-way proportional regulating valve is connected to the outlet end of the water-cooled condenser; the third port of the second three-way proportional regulating valve is connected to the fourth port of the five-way valve; The other port of the first waterway three-way is connected to the inlet end of the first heat exchanger, the outlet end of the first heat exchanger is connected to the second port of the six-way valve, and the last port of the first waterway three-way is connected to the first barrel of the six-way valve; The fifth port and the fourth port of the six-way valve are respectively connected to the fourth waterway three-way, the last port of the fourth waterway three-way is connected to the inlet end of the second heat exchanger, and the outlet end of the second heat exchanger is connected to the first port of the seven-way valve; The third port of the six-way valve is connected to a certain port of the second waterway three-way, the other port of the second waterway three-way is connected to a certain port of the third waterway three-way, and the last port of the second waterway three-way is connected to the second port of the seven-way valve; Another connection of the third three-way water passage is connected to the third connection of the seven-way valve, and the last connection of the third three-way water passage is connected to the input end of the second water pump; the input end of the second water pump is also connected to a connection of the fifth three-way water passage, and the other two connections of the fifth three-way water passage are respectively connected to the fourth and fifth connections of the seven-way valve.

4. An R290 integrated secondary circuit energy efficiency improvement thermal management system for an electric vehicle according to claim 3, characterized in that: The battery water circuit includes a battery water pump, a battery cold plate, a third three-way proportional regulating valve, and a sixth three-way water passage; A connection of the sixth three-way water passage is connected to the fifth connection of the five-way valve, another connection of the sixth three-way water passage is connected to the input end of the battery water pump, and the last connection of the sixth three-way water passage is connected to the first connection of the third three-way proportional regulating valve; The output end of the battery water pump is connected to the input end of the battery cold plate, the output end of the battery cold plate is connected to the third connection of the third three-way proportional regulating valve, and the second connection of the third three-way proportional regulating valve is connected to the seventh connection of the seven-way valve.

5. An R290 integrated secondary circuit energy efficiency improvement thermal management system for an electric vehicle according to claim 4, characterized in that: The motor water circuit includes a water tank, a radiator, a fan, a seventh three-way water passage, an on-vehicle charger, and a motor; The input end of the radiator is connected to the second connection of the five-way valve, the output end of the radiator is connected to a connection of the seventh three-way water passage, another connection of the seventh three-way water passage is connected to the first connection of the five-way valve, and the water tank is arranged between the seventh three-way water passage and the five-way valve; the last connection of the seventh three-way water passage is sequentially connected to the on-vehicle charger and the motor, and the motor is connected to the sixth connection of the seven-way valve.

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