New energy automobile heat pump system

Abstract

The invention provides a new energy automobile heat pump system which comprises a master controller, a refrigerant loop and a cooling liquid loop, an air side condenser is omitted, and a passenger compartment built-in condenser and a water cooling condenser are connected in series to release heat. A hot gas bypass branch controlled by a first electronic expansion valve is additionally arranged between a compressor and a built-in condenser, and a first water pump and a second water pump are matched with two five-way valves to independently switch a main cycle, a battery branch and an electric drive branch, so that three branches are formed on the refrigerant side, and three closed loops are formed on the cooling liquid side; the combination can rapidly derive not less than ten operation modes, covers the whole-year working conditions such as refrigerating and heating, dehumidifying and deicing, waste heat recovery, independent heating / cooling of a battery and electrically-driven heat dissipation of a passenger compartment, meanwhile, the number of valve pumps and connectors is reduced, pipelines are shortened, the modularization degree is high, the low-temperature energy efficiency and the whole vehicle integration are remarkably improved, and the cost and the leakage risk are reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and more specifically, to a heat pump system for a new energy vehicle. Background Art

[0002] With the development of electric vehicles and the limitations of electric vehicle battery technology, energy consumption has become increasingly prominent. Range degradation in winter is a particular challenge for the industry. To improve the winter range of pure electric vehicles and reduce overall energy consumption, heat pump air conditioners are gradually replacing traditional PTC electric heaters.

[0003] The solution closest to the present application in the prior art is announcement number: CN116729067A, a direct heat pump system and an electric vehicle with a water-cooled condenser 9, including a coolant circuit and a refrigerant circuit, wherein the coolant circuit includes a first water pump 10, a heater core, an electric heater, a second water pump 12, a power battery 11, a cooler, a third water pump, a radiator, a drive motor, a water-cooled condenser 9, a first valve assembly and a second valve assembly; the refrigerant circuit includes a compressor, an internal condenser, a water-cooled condenser 9, a first electronic expansion valve 4, an evaporator 6, a second electronic expansion valve 5, a cooler and a gas-liquid separator; the compressor, the internal condenser, the water-cooled condenser 9, the first electronic expansion valve 4, the evaporator 6, and the gas-liquid separator are connected in series to form an evaporator 6 sub-circuit; the compressor, the internal condenser, the water-cooled condenser 9, the second electronic expansion valve 5, the cooler and the gas-liquid separator are connected in series to form a cooler sub-circuit.

[0004] Although the existing heat pump system has introduced a water-cooled condenser, it still retains an air condenser, resulting in a sharp drop in heat release capacity and limited heating efficiency in low-temperature and high-humidity environments. At the same time, it relies on three water pumps and multiple three- / four- / five- / seven-way valves to form a series or semi-series system. The number of valves and pumps is huge, the pipeline interface is complex, and the battery and electric drive coolant flow rates are difficult to control independently, which easily leads to coupling problems such as the electric drive inlet temperature being raised.

[0005] Therefore, there is an urgent need to develop a new energy vehicle heat pump system with a simple structure and independent branch control to reduce complexity and improve low-temperature heating efficiency. Summary of the Invention

[0006] In view of this, the present invention proposes a new energy vehicle heat pump system with a simple structure and independent branch control.

[0007] A new energy vehicle heat pump system includes a master controller, a refrigerant circuit, and a coolant circuit. The master controller is connected to the refrigerant circuit and the coolant circuit to control the refrigerant circuit and the coolant circuit. The refrigerant circuit starts from the gas-liquid separator 1 and is connected in sequence to the compressor 2, the passenger compartment built-in condenser 3, and the water-cooled condenser 9 connected in series therewith. The high-pressure liquid pipeline downstream of the water-cooled condenser 9 branches into a first liquid phase branch and a second liquid phase branch connected in parallel. The first liquid phase branch is provided with a second electronic expansion valve 5 and an evaporator 6 in sequence for cooling the passenger compartment; the second liquid phase branch is provided with a third electronic expansion valve 8 and a battery cooler 7 in sequence for battery thermal management; the outlets of the first liquid phase branch and the second liquid phase branch flow back to the gas-liquid separator 1; The coolant circuit starts at the liquid outlet of the water-cooled condenser 9 and passes through the first water pump 10, the low-temperature radiator 15, and the second five-way valve 14 in sequence. The second five-way valve 14 divides the coolant into a battery branch and an electric drive system branch. The battery branch enters the space around the battery 11 through the second water pump 12, while the electric drive system branch directly enters the electric drive system 16. The battery branch and the electric drive system branch merge at the first five-way valve 13 and return to the inlet of the water-cooled condenser 9 to form a closed loop. The heat pump system can switch between multiple working conditions through the combined switching of the first five-way valve 13, the second five-way valve 14, the first water pump 10 and the second water pump 12.

[0008] Furthermore, the refrigerant circuit is not provided with any condenser that directly exchanges heat with the outside air, and the refrigerant releases heat only through the built-in condenser 3 and the water-cooled condenser 9 .

[0009] In some embodiments, a hot gas bypass branch is provided on the high-pressure gas pipe between the compressor 2 and the built-in condenser 3 in the passenger compartment, which branch in turn includes a first electronic expansion valve 4 and directly returns to the gas-liquid separator 1; when the ambient temperature outside the vehicle is lower than the set value, the controller opens the hot gas bypass branch to increase the heating enthalpy value and replace the PTC electric heater.

[0010] In some embodiments, the first water pump 10 drives the main circulating coolant through the low-temperature radiator 15 ; the second water pump 12 only drives the battery 11 branch to achieve independent flow regulation of the battery 11 and the electric drive system 16 .

[0011] In some embodiments, the first five-way valve 13 and the second five-way valve 14 each have five ports and can be switched between at least five valve positions respectively; through the linkage combination of the two valves and the start and stop control of the first water pump 10 and the second water pump 12, the system can achieve no less than ten preset operating modes, and the operating modes include at least: passenger compartment cooling and battery cooling mode, passenger compartment cooling and low-temperature radiator cooling mode, low-temperature radiator cooling mode only, cooling and dehumidification and electric drive heat dissipation mode, passenger compartment heating and battery heating first mode, passenger compartment heating and battery heating second mode, passenger compartment heating and dehumidification mode, passenger compartment heating and dehumidification and battery cooling mode, passenger compartment heating and dehumidification and battery heating mode, passenger compartment heating and low-temperature radiator deicing mode.

[0012] Among them, the passenger compartment cooling and battery cooling modes are: In the refrigerant circuit, the high-temperature and high-pressure refrigerant flows through the built-in condenser 3 in the passenger compartment and enters the water-cooled condenser 9 to become a supercooled refrigerant after absorbing heat. It enters the second electronic expansion valve 5 and the third electronic expansion valve 8 respectively. The refrigerant passing through the second electronic expansion valve 5 is throttled, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment. The refrigerant passing through the third electronic expansion valve 8 is throttled, and then flows into the battery 11 cooler 7 to exchange heat with the coolant that has absorbed the heat of the battery 11. The low-temperature and low-pressure refrigerants are merged and flow into the gas-liquid separator 1 for gas-liquid separation, and finally return to the compressor 2.

[0013] In the coolant circuit, the CD end and the BE end of the first five-way valve 13 are connected, and the AB end and the DE end of the second five-way valve 14 are connected. When the first water pump 10 is working, the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to release heat, and then flows into the electric drive system 16 through the second five-way valve 14 to absorb heat, and then passes through the first five-way valve 13 to enter the water-cooled condenser 9 to exchange heat with the refrigerant to absorb heat, and finally returns to the first water pump 10; the second water pump 12 is working, and the coolant flows out of the second water pump 12 and enters the battery 11 to absorb heat, and then flows through the second five-way valve 14 into the battery 11 cooler 7 to exchange heat with the refrigerant to release heat, and finally returns to the second water pump 12 through the first five-way valve 13.

[0014] The passenger compartment cooling and low-temperature radiator cooling modes are: In the refrigerant circuit, the built-in condenser 3 in the passenger compartment serves as a passage. The high-temperature and high-pressure refrigerant flows through the built-in condenser 3 in the passenger compartment and enters the water-cooled condenser 9 to release heat and then becomes a supercooled refrigerant. It enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment, and enters the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0015] In the coolant circuit, the CD and BE terminals of the first five-way valve 13 are connected, and the BD and AE terminals of the second five-way valve 14 are connected, with the battery 11 and cooler 7 serving as the passageway. The first water pump 10 and the second water pump 12 are operating. Coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to release heat. It then passes through the second five-way valve 14, the battery 11 cooler 7, the first five-way valve 13, and the second water pump 12 before flowing into the battery 11 to absorb heat. It then passes through the second five-way valve 14 to enter the electric drive system 16 to absorb heat, then flows through the first five-way valve 13 to flow into the water-cooled condenser 9 to absorb heat before finally returning to the first water pump 10.

[0016] Low temperature radiator only cooling mode is: The refrigerant circuit is not working.

[0017] In the coolant circuit, the CD and BE terminals of the first five-way valve 13 are connected, and the BD and AE terminals of the second five-way valve 14 are connected, with the water-cooled condenser 9 and the battery 11 cooler 7 serving as the pathway. The first water pump 10 and the second water pump 12 are operating, and the coolant flows from the first water pump 10 into the low-temperature radiator 15 to release heat. The coolant then passes through the second five-way valve 14, the battery 11 cooler 7, the first five-way valve 13, and the second water pump 12 before flowing into the battery 11 to absorb heat. The coolant then passes through the second five-way valve 14 and enters the electric drive system 16 to absorb heat. The coolant then passes through the first five-way valve 13 and the water-cooled condenser 9 before returning to the first water pump 10.

[0018] The cooling and dehumidification and electric drive heat dissipation modes are: In the refrigerant circuit, the high-temperature and high-pressure refrigerant flows through the built-in condenser to release heat, and then passes through the water-cooled condenser 9 to release heat, becoming a supercooled refrigerant. It then enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment. The low-temperature and low-pressure refrigerant flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0019] In the coolant circuit, the second water pump 12 is inoperative, the CD end of the first five-way valve 13 is connected, and the DE end of the second five-way valve 14 is connected. The first water pump 10 is in operation, and the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to release heat. It then flows through the second five-way valve 14 into the electric drive system 16 to absorb heat. It then passes through the first five-way valve 13 and enters the water-cooled condenser 9 to exchange heat with the refrigerant, absorbing heat, before finally returning to the first water pump 10.

[0020] The first mode of passenger compartment heating and battery heating is: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage, and the high-temperature and high-pressure refrigerant flows into the built-in condenser and the first electronic expansion valve 4 respectively. After the refrigerant flows into the built-in condenser to release heat, it passes through the water-cooled condenser 9 and enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant; the refrigerant flows into the first electronic expansion valve 4 for throttling and becomes a medium-temperature and low-pressure refrigerant. After the low-temperature and low-pressure refrigerant and the medium-temperature and low-pressure refrigerant are merged, they flow into the gas-liquid separator for gas-liquid separation, and finally return to the compressor.

[0021] In the coolant circuit, the AE and BC terminals of the first five-way valve 13 are connected, and the AB and DE terminals of the second five-way valve 14 are connected. When the first water pump 10 and the second water pump 12 are in operation, the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to absorb heat. It then flows through the second five-way valve 14 into the electric drive system 16 to absorb heat. After passing through the first five-way valve 13 and the second water pump 12, it enters the battery 11 to release heat. It then passes through the second five-way valve 14 and enters the battery 11 cooler 7 to exchange heat with the refrigerant, releasing heat, before returning to the first water pump 10 through the first five-way valve 13.

[0022] The second mode of passenger compartment heating and battery heating is: In the refrigerant circuit, high-temperature and high-pressure refrigerant flows into the built-in condenser and the first electronic expansion valve 4 respectively. After the refrigerant flows into the built-in condenser to release heat, it passes through the water-cooled condenser 9 to release heat, then enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant; the refrigerant flows into the first electronic expansion valve 4 for throttling and becomes a medium-temperature and low-pressure refrigerant. After the low-temperature and low-pressure refrigerant and the medium-temperature and low-pressure refrigerant are merged, they flow into the gas-liquid separator for gas-liquid separation, and finally return to the compressor.

[0023] In the coolant circuit, the DE and BC terminals of the first five-way valve 13 are connected, and the AB and EC terminals of the second five-way valve 14 are connected. The first water pump 10 and the second water pump 12 are operating. The coolant flows out of the first water pump 10, passes through the second five-way valve 14, and flows into the electric drive system 16 to absorb heat. After passing through the first five-way valve 13 and the second water pump 12, it enters the battery 11 to release heat. Then, through the second five-way valve 14, it enters the battery 11 cooler 7 to exchange heat with the refrigerant, releasing heat. Then, through the first five-way valve 13, it enters the water-cooled condenser 9 to exchange heat with the refrigerant, absorbing heat, and finally returns to the first water pump 10.

[0024] The passenger compartment heating and dehumidification modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. The high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, then enters the second expansion valve for throttling after passing through the water-cooled condenser 9, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment. The low-temperature and low-pressure refrigerant flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0025] In the coolant circuit, the second water pump 12 is not operating, the BE and AC terminals of the first five-way valve 13 are connected, and the AB and DE terminals of the second five-way valve 14 are connected. When the first water pump 10 is operating, coolant flows from the first water pump 10 into the low-temperature radiator 15 to absorb heat, then passes through the second five-way valve 14 to the electric drive system 16 to absorb heat, and then returns to the first water pump 10 through the first five-way valve 13.

[0026] The passenger compartment heating, dehumidification and battery cooling modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. The high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, and then enters the second expansion valve and the third expansion valve respectively after passing through the water-cooled condenser 9. The refrigerant enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment; the refrigerant enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant. After the low-temperature and low-pressure refrigerants merge, they flow into the gas-liquid separator for gas-liquid separation, and finally return to the compressor.

[0027] In the coolant circuit, the AE and BC ends of the first five-way valve 13 are connected, and the BE and AC ends of the second five-way valve 14 are connected. The first water pump 10 and the second water pump 12 are working. The coolant flows out of the first water pump 10, passes through the second five-way valve 14, enters the battery 11 cooler 7, exchanges heat with the refrigerant, and releases heat. Then, after passing through the first five-way valve 13 and the second water pump 12, it flows into the battery 11 to absorb heat. After passing through the second five-way valve 14 and the second water pump 12, it enters the electric drive system 16 to absorb heat. Then, through the second five-way valve 14, it enters the battery 11 cooler 7 to exchange heat with the refrigerant, releases heat, and then passes through the first five-way valve 13 to enter the water-cooled condenser 9 to exchange heat with the refrigerant, absorbing heat, and finally returns to the first water pump 10.

[0028] The passenger compartment heating, dehumidification and battery heating modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. After the high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, it passes through the water-cooled condenser 9 and enters the second expansion valve and the third expansion valve respectively. The refrigerant enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment; the refrigerant enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant. The low-temperature and low-pressure refrigerant merges and flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor In the coolant circuit, the AE and BC terminals of the first five-way valve 13 are connected, and the AB and DE terminals of the second five-way valve 14 are connected. When the first water pump 10 and the second water pump 12 are in operation, the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to absorb heat. It then flows through the second five-way valve 14 into the electric drive system 16 to absorb heat. After passing through the first five-way valve 13 and the second water pump 12, it enters the battery 11 to release heat. It then passes through the second five-way valve 14 and enters the battery 11 cooler 7 to exchange heat with the refrigerant, releasing heat, before returning to the first water pump 10 through the first five-way valve 13.

[0029] The passenger compartment heating and low-temperature radiator de-icing modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. The high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, then enters the third electronic expansion valve 8 for throttling after passing through the water-cooled condenser 9, and then flows into the battery 11 cooler 7 to exchange heat with the coolant, and then the low-temperature and low-pressure refrigerant flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0030] In the coolant circuit, the BE and AC terminals of the first five-way valve 13 are connected, while the AE and BD terminals of the second five-way valve 14 are connected. With the first water pump 10 and the second water pump 12 both operating, the coolant flows out of the first water pump 10 and into the low-temperature chamber, releasing heat. It then passes through the second five-way valve 14 and enters the battery 11 cooler 7, exchanging heat with the refrigerant to release heat. It then passes through the first five-way valve 13 and the first water pump 10, enters the battery 11, absorbs heat, flows through the second five-way valve 14, flows into the electric drive system 16, absorbs heat, and then returns to the first water pump 10 through the first five-way valve 13.

[0031] In some embodiments, a coolant temperature sensor is provided between the water-cooled condenser 9 and the first water pump 10 , and a controller adjusts the rotation speed of the first water pump 10 in real time according to the temperature.

[0032] In some embodiments, the refrigerant circuit and the coolant circuit are constructed into an integrated module, and the number of external refrigerant interfaces of the module does not exceed 4, and the number of coolant interfaces does not exceed 2, which simplifies the integrated layout of the entire vehicle, reduces the risk of leakage, and facilitates the modular development of the heat pump system.

[0033] In some embodiments, the main controller calculates the valve position combination of the first five-way valve 13 and the second five-way valve 14 and the speed of the first water pump 10 and the second water pump 12 in real time according to the state of charge (SOC) of the battery 11, the temperature of the battery 11 and the thermal load demand of the passenger compartment to automatically select the operating mode.

[0034] In some embodiments, the low-temperature radiator 15 is used for both cooling and heat dissipation in summer and defrosting in heating conditions in winter. A closable bypass line is provided at its inlet and outlet to bypass the radiator in heating mode to reduce heat loss.

[0035] Beneficial effects of the present invention: The present invention proposes a new energy vehicle heat pump system, including a main controller, a refrigerant circuit and a coolant circuit, eliminates the air side condenser, connects the built-in condenser in the passenger compartment and the water-cooled condenser 9 in series to release heat, and adds a hot gas bypass branch controlled by the first electronic expansion valve 4 between the compressor and the built-in condenser, and adopts the first water pump 10 and the second water pump 12 to cooperate with two five-way valves to independently switch the main circulation, the battery 11 branch, and the electric drive branch, so that three branches are formed on the refrigerant side and three closed loops are formed on the coolant side; this combination can quickly derive no less than ten operating modes, covering the year-round working conditions such as passenger compartment cooling and heating, dehumidification and deicing, waste heat recovery, independent heating / cooling of the battery 11 and electric drive heat dissipation, while the number of valves, pumps and interfaces is reduced, the pipeline is shortened, and the degree of modularization is high, which significantly improves the low-temperature energy efficiency and vehicle integration and reduces the cost and leakage risk. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 This is a structural diagram of a new energy vehicle heat pump system of this application.

[0037] Figure 2 This is a system operating diagram of the passenger compartment cooling and battery cooling modes of a new energy vehicle heat pump system in this application.

[0038] Figure 3 This is a system operating diagram of the passenger compartment cooling and low-temperature radiator cooling modes of a new energy vehicle heat pump system in this application.

[0039] Figure 4 This is a schematic diagram of the system operation of a new energy vehicle heat pump system in a low-temperature radiator cooling mode only.

[0040] Figure 5 This is a schematic diagram of the system operation of the refrigeration and dehumidification and electric drive heat dissipation modes of a new energy vehicle heat pump system in this application.

[0041] Figure 6 This is a system operation diagram of the passenger compartment heating and battery heating first mode of a new energy vehicle heat pump system of the present application.

[0042] Figure 7 This is a schematic diagram of the system operation of the passenger compartment heating and battery heating second mode of a new energy vehicle heat pump system in this application.

[0043] Figure 8This is a system operating diagram of the passenger compartment heating and dehumidification mode of a new energy vehicle heat pump system in this application.

[0044] Figure 9 This is a system operating diagram of the passenger compartment heating and dehumidification and battery cooling modes of a new energy vehicle heat pump system in this application.

[0045] Figure 10 This is a system operating diagram of the passenger compartment heating and dehumidification and battery heating modes of a new energy vehicle heat pump system in this application.

[0046] Figure 11 This is a system operating diagram of the passenger compartment heating and low-temperature radiator deicing modes of a new energy vehicle heat pump system in this application.

[0047] Description of main component symbols: Gas-liquid separator 1, compressor 2, built-in condenser 3, first electronic expansion valve 4, second electronic expansion valve 5, evaporator 6, battery 11 cooler 7, third electronic expansion valve 8, water-cooled condenser 9, first water pump 10, battery 11, second water pump 12, first five-way valve 13, second five-way valve 14, low-temperature radiator 15, electric drive system 16.

[0048] The following specific embodiments will further illustrate the present invention in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0049] The following examples are described to assist in understanding the present application, and the examples are not and should not be interpreted in any way as limiting the scope of protection of the present application.

[0050] In the following description, those skilled in the art will recognize that throughout this discussion, components may be described as separate functional units (which may include sub-units), but those skilled in the art will recognize that various components or portions thereof may be divided into separate components or may be integrated together (including within a single system or component).

[0051] At the same time, the connections between components or systems are not intended to be limited to direct connections. Instead, data between these components may be modified, reformatted, or otherwise changed by intermediate components. In addition, additional or fewer connections may be used. It should also be noted that the terms "coupled," "connected," or "input" should be understood to include direct connections, indirect connections through one or more intermediate devices, and wireless connections.

[0052] Example 1: like Figure 1As shown, a new energy vehicle heat pump system includes a master controller, a refrigerant circuit, and a coolant circuit. The master controller is connected to the refrigerant circuit and the coolant circuit to control the refrigerant circuit and the coolant circuit. The system is characterized by: The refrigerant circuit starts from the gas-liquid separator 1 and is connected in sequence to the compressor 2, the passenger compartment built-in condenser 3, and the water-cooled condenser 9 connected in series therewith. The high-pressure liquid pipeline downstream of the water-cooled condenser 9 branches into a first liquid phase branch and a second liquid phase branch connected in parallel. The first liquid phase branch is provided with a second electronic expansion valve 5 and an evaporator 6 in sequence for cooling the passenger compartment; the second liquid phase branch is provided with a third electronic expansion valve 8 and a battery cooler 7 in sequence for battery thermal management; the outlets of the first liquid phase branch and the second liquid phase branch flow back to the gas-liquid separator 1; The coolant circuit starts at the liquid outlet of the water-cooled condenser 9 and passes through the first water pump 10, the low-temperature radiator 15, and the second five-way valve 14 in sequence. The second five-way valve 14 divides the coolant into a battery branch and an electric drive system branch. The battery branch enters the space around the battery 11 through the second water pump 12, while the electric drive system branch directly enters the electric drive system 16. The battery branch and the electric drive system branch merge at the first five-way valve 13 and return to the inlet of the water-cooled condenser 9 to form a closed loop. The heat pump system can switch between multiple working conditions through the combined switching of the first five-way valve 13, the second five-way valve 14, the first water pump 10 and the second water pump 12.

[0053] The refrigerant circuit is not provided with any condenser that directly exchanges heat with the outside air, and the refrigerant releases heat only through the built-in condenser 3 and the water-cooled condenser 9.

[0054] A hot gas bypass branch is provided on the high-pressure gas pipe between the compressor 2 and the built-in condenser 3 in the passenger compartment. The branch includes a first electronic expansion valve 4 in sequence and directly returns to the gas-liquid separator 1. When the ambient temperature outside the vehicle is lower than the set value, the controller opens the hot gas bypass branch to increase the heating enthalpy value and replace the PTC electric heater.

[0055] The first water pump 10 drives the main circulating coolant through the low-temperature radiator 15 ; the second water pump 12 only drives the battery 11 branch to achieve independent flow regulation of the battery 11 and the electric drive system 16 .

[0056] The first five-way valve 13 and the second five-way valve 14 each have five ports and can be switched between at least five valve positions respectively; through the linkage combination of the two valves and the start-stop control of the first water pump 10 and the second water pump 12, the system can achieve no less than ten preset operating modes, and the operating modes include at least: passenger compartment cooling and battery cooling mode, passenger compartment cooling and low-temperature radiator cooling mode, low-temperature radiator cooling mode only, cooling and dehumidification and electric drive heat dissipation mode, passenger compartment heating and battery heating first mode, passenger compartment heating and battery heating second mode, passenger compartment heating and dehumidification mode, passenger compartment heating and dehumidification and battery cooling mode, passenger compartment heating and dehumidification and battery heating mode, passenger compartment heating and low-temperature radiator deicing mode.

[0057] Among them, Figure 2 As shown, the passenger compartment cooling and battery cooling modes are: In the refrigerant circuit, the high-temperature and high-pressure refrigerant flows through the built-in condenser 3 in the passenger compartment and enters the water-cooled condenser 9 to become a supercooled refrigerant after absorbing heat. It enters the second electronic expansion valve 5 and the third electronic expansion valve 8 respectively. The refrigerant passing through the second electronic expansion valve 5 is throttled, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment. The refrigerant passing through the third electronic expansion valve 8 is throttled, and then flows into the battery 11 cooler 7 to exchange heat with the coolant that has absorbed the heat of the battery 11. The low-temperature and low-pressure refrigerants are merged and flow into the gas-liquid separator 1 for gas-liquid separation, and finally return to the compressor 2.

[0058] In the coolant circuit, the CD end and the BE end of the first five-way valve 13 are connected, and the AB end and the DE end of the second five-way valve 14 are connected. When the first water pump 10 is working, the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to release heat, and then flows into the electric drive system 16 through the second five-way valve 14 to absorb heat, and then passes through the first five-way valve 13 to enter the water-cooled condenser 9 to exchange heat with the refrigerant to absorb heat, and finally returns to the first water pump 10; the second water pump 12 is working, and the coolant flows out of the second water pump 12 and enters the battery 11 to absorb heat, and then flows through the second five-way valve 14 into the battery 11 cooler 7 to exchange heat with the refrigerant to release heat, and finally returns to the second water pump 12 through the first five-way valve 13.

[0059] like Figure 3 As shown, the passenger compartment cooling and low-temperature radiator cooling modes are: In the refrigerant circuit, the built-in condenser 3 in the passenger compartment serves as a passage. The high-temperature and high-pressure refrigerant flows through the built-in condenser 3 in the passenger compartment and enters the water-cooled condenser 9 to release heat and then becomes a supercooled refrigerant. It enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment, and enters the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0060] In the coolant circuit, the CD and BE terminals of the first five-way valve 13 are connected, and the BD and AE terminals of the second five-way valve 14 are connected, with the battery 11 and cooler 7 serving as the passageway. The first water pump 10 and the second water pump 12 are operating. Coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to release heat. It then passes through the second five-way valve 14, the battery 11 cooler 7, the first five-way valve 13, and the second water pump 12 before flowing into the battery 11 to absorb heat. It then passes through the second five-way valve 14 to enter the electric drive system 16 to absorb heat, then flows through the first five-way valve 13 to flow into the water-cooled condenser 9 to absorb heat before finally returning to the first water pump 10.

[0061] like Figure 4 As shown, only the low temperature radiator cooling mode is: The refrigerant circuit is not working.

[0062] In the coolant circuit, the CD and BE terminals of the first five-way valve 13 are connected, and the BD and AE terminals of the second five-way valve 14 are connected, with the water-cooled condenser 9 and the battery 11 cooler 7 serving as the pathway. The first water pump 10 and the second water pump 12 are operating, and the coolant flows from the first water pump 10 into the low-temperature radiator 15 to release heat. The coolant then passes through the second five-way valve 14, the battery 11 cooler 7, the first five-way valve 13, and the second water pump 12 before flowing into the battery 11 to absorb heat. The coolant then passes through the second five-way valve 14 and enters the electric drive system 16 to absorb heat. The coolant then passes through the first five-way valve 13 and the water-cooled condenser 9 before returning to the first water pump 10.

[0063] like Figure 5 As shown, the cooling and dehumidification and electric drive heat dissipation modes are: In the refrigerant circuit, the high-temperature and high-pressure refrigerant flows through the built-in condenser to release heat, and then passes through the water-cooled condenser 9 to release heat, becoming a supercooled refrigerant. It then enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment. The low-temperature and low-pressure refrigerant flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0064] In the coolant circuit, the second water pump 12 is inoperative, the CD end of the first five-way valve 13 is connected, and the DE end of the second five-way valve 14 is connected. The first water pump 10 is in operation, and the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to release heat. It then flows through the second five-way valve 14 into the electric drive system 16 to absorb heat. It then passes through the first five-way valve 13 and enters the water-cooled condenser 9 to exchange heat with the refrigerant, absorbing heat, before finally returning to the first water pump 10.

[0065] like Figure 6 As shown, the first mode of passenger compartment heating and battery heating is: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage, and the high-temperature and high-pressure refrigerant flows into the built-in condenser and the first electronic expansion valve 4 respectively. After the refrigerant flows into the built-in condenser to release heat, it passes through the water-cooled condenser 9 and enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant; the refrigerant flows into the first electronic expansion valve 4 for throttling and becomes a medium-temperature and low-pressure refrigerant. After the low-temperature and low-pressure refrigerant and the medium-temperature and low-pressure refrigerant are merged, they flow into the gas-liquid separator for gas-liquid separation, and finally return to the compressor.

[0066] In the coolant circuit, the AE and BC terminals of the first five-way valve 13 are connected, and the AB and DE terminals of the second five-way valve 14 are connected. When the first water pump 10 and the second water pump 12 are in operation, the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to absorb heat. It then flows through the second five-way valve 14 into the electric drive system 16 to absorb heat. After passing through the first five-way valve 13 and the second water pump 12, it enters the battery 11 to release heat. It then passes through the second five-way valve 14 and enters the battery 11 cooler 7 to exchange heat with the refrigerant, releasing heat, before returning to the first water pump 10 through the first five-way valve 13.

[0067] like Figure 7 As shown, the second mode of passenger compartment heating and battery heating is: In the refrigerant circuit, high-temperature and high-pressure refrigerant flows into the built-in condenser and the first electronic expansion valve 4 respectively. After the refrigerant flows into the built-in condenser to release heat, it passes through the water-cooled condenser 9 to release heat, then enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant; the refrigerant flows into the first electronic expansion valve 4 for throttling and becomes a medium-temperature and low-pressure refrigerant. After the low-temperature and low-pressure refrigerant and the medium-temperature and low-pressure refrigerant are merged, they flow into the gas-liquid separator for gas-liquid separation, and finally return to the compressor.

[0068] In the coolant circuit, the DE and BC terminals of the first five-way valve 13 are connected, and the AB and EC terminals of the second five-way valve 14 are connected. The first water pump 10 and the second water pump 12 are operating. The coolant flows out of the first water pump 10, passes through the second five-way valve 14, and flows into the electric drive system 16 to absorb heat. After passing through the first five-way valve 13 and the second water pump 12, it enters the battery 11 to release heat. Then, through the second five-way valve 14, it enters the battery 11 cooler 7 to exchange heat with the refrigerant, releasing heat. Then, through the first five-way valve 13, it enters the water-cooled condenser 9 to exchange heat with the refrigerant, absorbing heat, and finally returns to the first water pump 10.

[0069] like Figure 8 As shown, the passenger compartment heating and dehumidification mode is: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. The high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, then enters the second expansion valve for throttling after passing through the water-cooled condenser 9, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment. The low-temperature and low-pressure refrigerant flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0070] In the coolant circuit, the second water pump 12 is not operating, the BE and AC terminals of the first five-way valve 13 are connected, and the AB and DE terminals of the second five-way valve 14 are connected. When the first water pump 10 is operating, coolant flows from the first water pump 10 into the low-temperature radiator 15 to absorb heat, then passes through the second five-way valve 14 to the electric drive system 16 to absorb heat, and then returns to the first water pump 10 through the first five-way valve 13.

[0071] like Figure 9 As shown, the passenger compartment heating, dehumidification and battery cooling modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. The high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, and then enters the second expansion valve and the third expansion valve respectively after passing through the water-cooled condenser 9. The refrigerant enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment; the refrigerant enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant. After the low-temperature and low-pressure refrigerants merge, they flow into the gas-liquid separator for gas-liquid separation, and finally return to the compressor.

[0072] In the coolant circuit, the AE and BC ends of the first five-way valve 13 are connected, and the BE and AC ends of the second five-way valve 14 are connected. The first water pump 10 and the second water pump 12 are working. The coolant flows out of the first water pump 10, passes through the second five-way valve 14, enters the battery 11 cooler 7, exchanges heat with the refrigerant, and releases heat. Then, after passing through the first five-way valve 13 and the second water pump 12, it flows into the battery 11 to absorb heat. After passing through the second five-way valve 14 and the second water pump 12, it enters the electric drive system 16 to absorb heat. Then, through the second five-way valve 14, it enters the battery 11 cooler 7 to exchange heat with the refrigerant, releases heat, and then passes through the first five-way valve 13 to enter the water-cooled condenser 9 to exchange heat with the refrigerant, absorbing heat, and finally returns to the first water pump 10.

[0073] like Figure 10 As shown, the passenger compartment heating, dehumidification and battery heating modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. After the high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, it passes through the water-cooled condenser 9 and enters the second expansion valve and the third expansion valve respectively. The refrigerant enters the second electronic expansion valve 5 for throttling, and then flows into the evaporator 6 to exchange heat with the air to be blown into the passenger compartment; the refrigerant enters the third electronic expansion valve 8 for throttling, and then flows into the battery 11 cooler 7 to exchange heat with the coolant. The low-temperature and low-pressure refrigerant merges and flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor In the coolant circuit, the AE and BC terminals of the first five-way valve 13 are connected, and the AB and DE terminals of the second five-way valve 14 are connected. When the first water pump 10 and the second water pump 12 are in operation, the coolant flows out of the first water pump 10 and enters the low-temperature radiator 15 to absorb heat. It then flows through the second five-way valve 14 into the electric drive system 16 to absorb heat. After passing through the first five-way valve 13 and the second water pump 12, it enters the battery 11 to release heat. It then passes through the second five-way valve 14 and enters the battery 11 cooler 7 to exchange heat with the refrigerant, releasing heat, before returning to the first water pump 10 through the first five-way valve 13.

[0074] like Figure 11 As shown, the passenger compartment heating and low-temperature radiator de-icing modes are: In the refrigerant circuit, the water-cooled condenser 9 serves as a passage. The high-temperature and high-pressure refrigerant flows into the built-in condenser to release heat, then enters the third electronic expansion valve 8 for throttling after passing through the water-cooled condenser 9, and then flows into the battery 11 cooler 7 to exchange heat with the coolant, and then the low-temperature and low-pressure refrigerant flows into the gas-liquid separator for gas-liquid separation, and finally returns to the compressor.

[0075] In the coolant circuit, the BE and AC terminals of the first five-way valve 13 are connected, while the AE and BD terminals of the second five-way valve 14 are connected. With the first water pump 10 and the second water pump 12 both operating, the coolant flows out of the first water pump 10 and into the low-temperature chamber, releasing heat. It then passes through the second five-way valve 14 and enters the battery 11 cooler 7, exchanging heat with the refrigerant to release heat. It then passes through the first five-way valve 13 and the first water pump 10, enters the battery 11, absorbs heat, flows through the second five-way valve 14, flows into the electric drive system 16, absorbs heat, and then returns to the first water pump 10 through the first five-way valve 13.

[0076] A coolant temperature sensor is provided between the water-cooled condenser 9 and the first water pump 10 , and a controller adjusts the rotation speed of the first water pump 10 in real time according to the temperature.

[0077] The refrigerant circuit and the coolant circuit are constructed into an integrated module, and the number of external refrigerant interfaces of the module does not exceed 4, and the number of coolant interfaces does not exceed 2, which simplifies the integrated layout of the entire vehicle, reduces the risk of leakage, and facilitates the modular development of the heat pump system.

[0078] The main controller calculates the valve position combination of the first five-way valve 13 and the second five-way valve 14 and the speed of the first water pump 10 and the second water pump 12 in real time according to the state of charge (SOC) of the battery 11, the temperature of the battery 11 and the thermal load demand of the passenger compartment to automatically select the operating mode.

[0079] The low-temperature radiator 15 is used for both cooling and heat dissipation in summer and defrosting in heating conditions in winter. A closable bypass pipe is provided at its inlet and outlet to bypass the radiator in heating mode to reduce heat loss.

[0080] Beneficial effects of the present invention: The present invention proposes a new energy vehicle heat pump system, including a refrigerant circuit and a coolant circuit, eliminating the air side condenser, connecting the built-in condenser in the passenger compartment and the water-cooled condenser 9 in series to release heat, and adding a hot gas bypass branch controlled by the first electronic expansion valve 4 between the compressor and the built-in condenser. The first water pump 10 and the second water pump 12 are used in conjunction with two five-way valves to independently switch the main cycle, the battery 11 branch, and the electric drive branch, so that three branches are formed on the refrigerant side and three closed loops are formed on the coolant side; this combination can quickly derive no less than ten operating modes, covering the year-round operating conditions such as passenger compartment cooling and heating, dehumidification and deicing, waste heat recovery, independent heating / cooling of the battery 11, and electric drive heat dissipation. At the same time, the number of valves, pumps and interfaces is reduced, the pipelines are shortened, and the degree of modularization is high, which significantly improves the low-temperature energy efficiency and vehicle integration and reduces costs and leakage risks.

[0081] Although this application has disclosed various aspects and embodiments, other aspects and embodiments will be readily apparent to those skilled in the art. Variations and modifications may be made without departing from the spirit of this application, and all such variations and modifications are within the scope of this application. The various aspects and embodiments disclosed in this application are provided for illustrative purposes only and are not intended to limit this application. The actual scope of this application is determined by the claims.

Claims

1. A new energy vehicle heat pump system, comprising a master controller, a refrigerant circuit, and a coolant circuit, wherein the master controller is connected to the refrigerant circuit and the coolant circuit to control the refrigerant circuit and the coolant circuit, and wherein: The refrigerant circuit starts from the gas-liquid separator (1) and is connected in sequence to the compressor (2), the passenger compartment built-in condenser (3) and the water-cooled condenser (9) connected in series therewith. The high-pressure liquid pipeline downstream of the water-cooled condenser (9) is divided into a first liquid phase branch and a second liquid phase branch connected in parallel. The first liquid phase branch is provided with a second electronic expansion valve (5) and an evaporator (6) in sequence for cooling the passenger compartment. The second liquid phase branch is provided with a third electronic expansion valve (8) and a battery cooler (7) in sequence for battery thermal management; the outlets of the first liquid phase branch and the second liquid phase branch flow back to the gas-liquid separator (1); The coolant circuit starts from the liquid side outlet of the water-cooled condenser (9), passes through the first water pump (10), the low-temperature radiator (15) and the second five-way valve (14) in sequence; the second five-way valve (14) divides the coolant into a battery branch and an electric drive system branch, and the battery branch enters the surrounding space of the battery (11) through the second water pump (12); the electric drive system branch directly enters the electric drive system (16); The battery branch and the electric drive system branch are combined at the first five-way valve (13) and then return to the inlet of the water-cooled condenser (9), forming a closed loop. The heat pump system can be switched between various working conditions by switching the combination of the first five-way valve (13), the second five-way valve (14), the first water pump (10) and the second water pump (12).

2. The new energy vehicle heat pump system according to claim 1, characterized in that: The refrigerant circuit is not provided with any condenser that directly exchanges heat with the outside air, and the refrigerant releases heat only through the built-in condenser (3) and the water-cooled condenser (9).

3. The new energy vehicle heat pump system according to claim 1 or 2, characterized in that: A hot gas bypass branch is provided on the high-pressure gas pipe between the compressor (2) and the built-in condenser (3) in the passenger compartment, and the branch includes a first electronic expansion valve (4) in sequence and directly returns to the gas-liquid separator (1); when the ambient temperature outside the vehicle is lower than a set value, the controller opens the hot gas bypass branch to increase the heating enthalpy value and replace the PTC electric heater.

4. The new energy vehicle heat pump system according to claim 1, characterized in that: The first water pump (10) drives the main circulating coolant through the low-temperature radiator (15); the second water pump (12) only drives the battery branch to achieve independent flow regulation of the battery (11) and the electric drive system (16).

5. The new energy vehicle heat pump system according to claim 1, characterized in that: The first five-way valve (13) and the second five-way valve (14) each have five ports and can be switched between at least five valve positions respectively; through the linkage combination of the two valves and the start and stop control of the first water pump (10) and the second water pump (12), the system can achieve no less than ten preset operating modes.

6. The new energy vehicle heat pump system according to claim 1, characterized in that: A controller connected to a coolant temperature sensor and its signal is provided between the water-cooled condenser (9) and the first water pump (10). The coolant temperature sensor generates real-time temperature information based on the detected temperature. The real-time temperature information is sent to the controller via Bluetooth. The controller adjusts the speed of the first water pump (10) in real time according to the temperature.

7. The new energy vehicle heat pump system according to claim 1, characterized in that: The refrigerant circuit and the coolant circuit are constructed into an integrated module, and the number of external refrigerant interfaces of the module does not exceed 4, and the number of coolant interfaces does not exceed 2, which simplifies the integrated layout of the entire vehicle, reduces the risk of leakage, and facilitates the modular development of the heat pump system.

8. The new energy vehicle heat pump system according to claim 1, characterized in that: The master controller calculates in real time the valve position combination of the first five-way valve (13) and the second five-way valve (14) and the rotational speeds of the first water pump (10) and the second water pump (12) based on the state of charge (SOC) of the battery (11), the temperature of the battery (11) and the thermal load demand of the passenger compartment, so as to automatically select an operating mode.

9. The new energy vehicle heat pump system according to claim 1, characterized in that: The low-temperature radiator (15) is used for both cooling and heat dissipation in summer and deicing and defrosting in winter heating conditions. A closable bypass pipe is provided at its inlet and outlet to bypass the radiator in heating mode to reduce heat loss.

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