R290 electric vehicle thermal management system and ten-way water valve and controllable proportional four-way water valve thereof

Abstract

The invention relates to an R290 electric vehicle thermal management system and a ten-way water valve and a controllable proportional four-way water valve thereof, and belongs to the field of electric vehicle thermal management. The system comprises a refrigerant loop and a cooling liquid loop. The refrigerant loop comprises an enhanced vapor injection compressor, a first refrigerant-water heat exchanger, a second refrigerant-water heat exchanger, a first electronic expansion valve, a second electronic expansion valve and a flash evaporator. The cooling liquid loop comprises a first refrigerant-water heat exchanger, a second refrigerant-water heat exchanger, a warm air core body, a cold air core body, a heat dissipation water tank, a ten-way water valve, a proportion-controllable four-way water valve, a four-way water valve, first to fourth electronic water pumps, an expansion kettle, a water heating positive temperature coefficient heater, a battery pack and a driving motor. The two loops exchange heat through the refrigerant-water heat exchangers. The ten-way water valve and the controllable-proportion four-way water valve comprise an upper cavity, a lower cavity and a motor. The invention aims to solve the problems of high refrigerant charge, high leakage risk, complexity of multifunctional heat management and the like in an automobile R290 heat pump system, and the safety and the environmental protection property of the system are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of electric vehicle thermal management, in particular to an R290 electric vehicle thermal management system, a ten-way water valve and a controllable proportional four-way water valve thereof. BACKGROUND

[0002] With the global environmental protection regulations becoming increasingly stringent, reducing the global warming potential (GWP) of vehicle refrigerants has become an urgent demand of the industry. Natural refrigerant propane (R290) is considered as one of the ideal environmentally friendly substitutes for traditional refrigerant R134a (GWP ≈ 1430) due to its extremely low GWP value (≈ 3) and excellent thermodynamic performance. However, the flammable and explosive characteristics (ASHRAE A3 safety level) of R290 bring two major limitations: 1. Safety standards require that the charge must be less than 150g to minimize the risk of leakage; 2. The refrigerant circuit is prohibited from directly connecting to the passenger compartment heat exchanger to avoid leakage into the cabin.

[0003] Therefore, adopting a full secondary heat exchange architecture is the inevitable choice for the R290 electric vehicle thermal management system. The secondary heat exchange system usually requires a complex valve network (such as multiple three-way valves, four-way valves, or even stop valves) to achieve multiple functions of electric vehicle thermal management (such as Chinese patent 202411543417.2). This complexity leads to long pipelines, dense joints, and difficulty in arranging in a compact engine compartment. The switching of different function modes relies on a large number of independent valves, not only increasing material costs, but also complicating the control system and reducing reliability.

[0004] The heat loss problem brought by the secondary heat exchange architecture cannot be ignored, and the traditional single-stage compression R290 heat pump faces three failure risks in an environment below -10℃: 1. The heating capacity drops sharply, failing to meet the passenger compartment demand; 2. The COP (coefficient of performance) drops significantly, tending to 1 as the temperature decreases, losing the value of the heat pump; 3. The adiabatic efficiency decreases and the higher compression ratio leads to excessively high exhaust temperature.

[0005] Therefore, developing a highly integrated, extremely compact, and pipeline-simplified R290 secondary heat exchange thermal management system with the least number of valves has become a key problem to be solved in the current automotive thermal management field. On the premise of meeting the safety charge limit, it efficiently realizes the full working condition thermal management demand of passenger compartment refrigeration / heat / defogging / defrosting, battery refrigeration / heat, and electric drive system heat dissipation / heat recovery, and simplifies the control and reduces the cost. SUMMARY

[0006] Based on the above problems, the application provides an R290 electric vehicle thermal management system and a ten-way water valve and a controllable proportional four-way water valve thereof, which can safely and efficiently realize multi-functional thermal management of the vehicle under the premise of ensuring low refrigerant charging amount.

[0007] The specific technical solutions are as follows: An electric vehicle thermal management system using R290, comprising a refrigerant circuit and a cooling liquid circuit, the two circuits being independent of each other and performing cold and heat exchange through a refrigerant-water heat exchanger; The refrigerant circuit comprises a jet augmenting compressor, a first refrigerant-water heat exchanger, a first electronic expansion valve, a flash evaporator, a second electronic expansion valve and a second refrigerant-water heat exchanger connected through refrigerant pipelines. The high-pressure side outlet end of the jet augmenting compressor is connected to the high-pressure side inlet of the first refrigerant-water heat exchanger; the high-pressure side outlet of the first refrigerant-water heat exchanger is connected to the medium-pressure side inlet of the flash evaporator through the first electronic expansion valve; the gas outlet of the flash evaporator is connected to the medium-pressure side inlet of the jet augmenting compressor; the liquid outlet of the flash evaporator is connected to the low-pressure side inlet of the second refrigerant-water heat exchanger through the second electronic expansion valve; and the low-pressure side outlet of the second refrigerant-water heat exchanger is connected to the low-pressure side inlet of the jet augmenting compressor. The cooling liquid circuit is composed of various modules connected through cooling liquid pipelines, comprising a passenger cabin temperature control module including a cooling air core and a heating air core, a battery thermal management module including a battery pack, a second refrigerant-water heat exchanger and a water heating positive temperature coefficient heater, a heat pump system and drive motor cooling module including a first refrigerant-water heat exchanger, a drive motor and a heat dissipation water tank, a dynamic distribution network composed of a ten-way water valve, a controllable proportional four-way water valve, a four-way water valve, first to fourth electronic water pumps and an expansion water kettle. The a end of the ten-way water valve is connected to the 4 end of the controllable proportional four-way water valve, the outlet end of the radiator water tank and the inlet end of the drive motor, the b end of the ten-way water valve is connected to the 3 end of the controllable proportional four-way water valve, the c end of the ten-way water valve is connected to the inlet end of the warm air core, the d end of the ten-way water valve is connected to the outlet end of the warm air core, the e end of the ten-way water valve is connected to the inlet end of the cold air core, the f end of the ten-way water valve is connected to the outlet end of the cold air core, the g end of the ten-way water valve is connected to the 1 end of the four-way water valve, the h end of the ten-way water valve is connected to the water side outlet end of the second refrigerant-water heat exchanger through the third electronic water pump, the i end of the ten-way water valve is connected to the water side inlet end of the first refrigerant-water heat exchanger, and the j end of the ten-way water valve is connected to the water side outlet end of the second refrigerant-water heat exchanger through the second electronic water pump; the 1 end of the controllable proportional four-way water valve is connected to the inlet end of the radiator water tank, and the 2 end of the controllable proportional four-way water valve is connected to the outlet end of the drive motor through the fourth electronic water pump; the 2 end of the four-way valve is connected to the water side inlet end of the second refrigerant-water heat exchanger; the 3 end of the four-way valve is connected to the outlet end of the battery pack through the first electronic water pump, and the 4 end of the four-way valve is connected to the inlet end of the battery pack through the water heating positive temperature coefficient heater; and the expansion water tank is connected to the inlet ends of the first to fourth electronic water pumps.

[0008] Preferably, the refrigerant in the refrigerant circuit is low-GWP R290 or other similar refrigerant, the critical temperature of which is 95-110℃, the critical pressure is 4.0-5.0 MPa, and the ASHRAE safety level is A3. The cooling liquid in the cooling liquid circuit is an ethylene glycol-water solution, the volume fraction of which is 30%-60%, preferably 50%.

[0009] Preferably, a pressure temperature sensor is arranged on the refrigerant circuit, and a temperature sensor is arranged on the cooling liquid circuit, for real-time monitoring of system operating parameters.

[0010] Preferably, a flash evaporator is arranged in the refrigerant circuit, so that gas-liquid two-phase separation and energy cascade utilization are realized through pressure reduction flashing, and the refrigerant charge is reduced to a certain extent.

[0011] Preferably, the refrigerant circuit and the cooling liquid circuit constitute a secondary heat exchange system, wherein the refrigerant circuit connection pipeline is not more than 200 mm, large-capacity evaporators and condensers and longer pipelines are omitted, the cores in the passenger compartment only exchange heat through the cooling liquid, and the refrigerant will not enter the passenger compartment, thereby avoiding the threat to the safety and health of the passengers caused by refrigerant leakage, and greatly reducing the refrigerant charge.

[0012] Preferably, in the heating mode, the cooling liquid flows through the warm air core and the cold air core in turn, the two cores simultaneously heat the passenger compartment, and counterflow heat exchange is formed between the cooling liquid and the air in the air conditioning box, thereby enhancing the heat exchange efficiency.

[0013] Preferably, a water heating positive temperature coefficient heater is arranged on the cooling liquid circuit, which can quickly restore the battery pack to normal operating temperature under extremely low temperature working conditions, and also provides heat to the passenger cabin.

[0014] The application also proposes the structure principle and corresponding working method of the ten-way water valve and the controllable proportional four-way water valve of the R290 electric vehicle thermal management system, which can quickly respond to mode requirements under different working conditions.

[0015] The application has the following advantages: The R290 thermal management system proposed by the application comprehensively considers the required modes under various working conditions, and only uses a composite valve group of a ten-way water valve + a controllable proportional four-way water valve + a four-way water valve to replace 6-10 independent valves (three-way valves / four-way valves / stop valves) in the traditional scheme, thereby saving space, making control more concise, and realizing passenger cabin refrigeration, heating, defrosting, battery pack heating and cooling in the power system, high-voltage end electric control system cooling, drive motor cooling and heat recovery under various working conditions. The R290 thermal management system proposed by the application adopts a gas supplement and enthalpy increase technology, and a jet enthalpy increase compressor and a flash evaporator are arranged in the refrigerant circuit. The gas supplement and enthalpy increase system sprays refrigerant gas to the jet enthalpy increase compressor, which greatly improves the heating capacity and energy efficiency (COP) of the heat pump in a severe cold environment, and reduces the exhaust temperature to ensure reliability. The R290 thermal management system proposed by the application connects the cold air core and the warm air core in the air conditioning box in series through the ten-way water valve. Both heat exchange cores can perform heat exchange during heating, and relative to air measurement, the two cores perform counterflow heat exchange, thereby greatly increasing the efficiency of secondary heat exchange. The R290 thermal management system proposed by the application is to solve the problems caused by R290 refrigerant. The system can not only be applied to R290 refrigerant, but also be adapted to various low-GWP refrigerants, and can meet different market demands and comply with the trend of future environmental protection regulations. The ten-way water valve used in the R290 thermal management system proposed by the application can realize mutual communication between two pipes at ten places according to requirements. The four-way water valve used in the system can not only realize the functions of a three-way water valve and a four-way water valve according to requirements, but also control the proportion of flow distribution. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 The figure is a thermal management system architecture diagram of the application; Figure 2 The figure is a structure exploded view of a ten-way water valve; Figure 3 The figure is a structure exploded view of a controllable proportional four-way water valve; Figure 4 The figure is a mode diagram of a ten-way water valve; Figure 5 The mode diagram of the controllable proportional four-way water valve; Figure 6 The system architecture diagram of the passenger cabin refrigeration mode; Figure 7 The system architecture diagram of the passenger cabin refrigeration + battery refrigeration + motor heat dissipation mode; Figure 8 The system architecture diagram of the passenger cabin heating + battery heating mode; Figure 9 The system architecture diagram of the PTC assisted passenger cabin heating + battery heating mode; Figure 10 The system architecture diagram of the passenger cabin heating + battery heating + motor heat recovery mode; Figure 11 The system architecture diagram of the front windshield defrosting + passenger cabin refrigeration mode; Figure 12 The system architecture diagram of the front windshield defrosting + passenger cabin heating + battery heating mode.

[0017] The meanings of the annotations in the figure are as follows: 100 - ten-way water valve, 101 - upper cavity one, 102 - lower cavity one, 103 - rotating motor one, 200 - four-way water valve, 201 - upper cavity two, 202 - lower cavity two, 203 - rotating motor two, 301 - jet augmenting compressor, 302 - first refrigerant-water heat exchanger, 303 - first electronic expansion valve, 304 - flash evaporator, 305 - second electronic expansion valve, 306 - second refrigerant-water heat exchanger, 401 - expansion water kettle, 402 - four-way water valve, 403 - first electronic water pump, 404 - water heating positive temperature coefficient heater, 405 - battery pack, 406 - second electronic water pump, 407 - third electronic water pump, 408 - drive motor, 409 - fourth electronic water pump, 410 - water heating positive temperature coefficient heater, 411 - cold air core, 412 - warm air core. DETAILED DESCRIPTION

[0018] As Figure 1 shown, the R290 electric vehicle thermal management system proposed in the embodiment includes a heat pump system, i.e., a jet augmenting compressor 301, a first refrigerant-water heat exchanger 302, a first electronic expansion valve 303, a flash evaporator 304, a second electronic expansion valve 305, and a second refrigerant-water heat exchanger 306 connected through refrigerant pipelines. The refrigerant filled in the refrigerant circuit is R290 or other refrigerants similar to R290 in physical properties. The jet augmenting compressor 301 is used for compressing refrigerant to work, the first refrigerant-water heat exchanger 302 and the second refrigerant-water heat exchanger 306 are used for heat exchange between refrigerant and coolant, the first electronic expansion valve 303 and the second electronic expansion valve 305 are used for reducing refrigerant flow area to realize throttling phase change, and the flash evaporator 304 is used for realizing gas-liquid separation through pressure drop, outputting medium-pressure saturated vapor to the jet augmenting compressor to improve low-temperature heating capacity, reduce exhaust temperature, and enhance system supercooling degree. The coolant circuit comprises a ten-way water valve 100, a controllable proportional four-way water valve 200, the first refrigerant-water heat exchanger 302, the second refrigerant-water heat exchanger 306, an expansion water tank 401, a four-way water valve 402, a first electronic water pump 403, a second electronic water pump 406, a third electronic water pump 407, a fourth electronic water pump 409, a water heating positive temperature coefficient heater 404, a battery pack 405, a driving motor 408, a heat dissipation water tank 410, a cold air core 411, and a warm air core 412 connected through coolant pipelines. The ten-way water valve 100 and the four-way water valve 402 are used for changing the flow direction of the coolant, the controllable proportional four-way water valve 200 is used for changing the flow direction of the coolant and adjusting the distribution of the coolant flow, the expansion water tank 401 is used for supplementing the coolant and stabilizing the coolant pressure, the first electronic water pump 403, the second electronic water pump 406, the third electronic water pump 407, and the fourth electronic water pump 409 are used for circulating and flowing the coolant in the system and adjusting the flow thereof, the water heating positive temperature coefficient heater 404 is used for heating the battery pack coolant circuit, the battery pack 405 needs to control the temperature thereof in a certain range, the driving motor 408 needs to be cooled, the heat dissipation water tank 216 is placed in the front cabin to cooperate with a cooling fan to heat exchange the coolant circuit through the use of coolant and air heat exchange, and the cold air core 411 and the warm air core 412 are placed in the driver cabin to cooperate with a blower fan to provide a cold source or a heat source for passenger cabin refrigeration and heating. The pressure and temperature sensors can be configured according to the requirements of each section of the pipeline in the heat pump system, and the temperature sensors can be configured according to the requirements of each section of the coolant circuit, so as to detect the pressure or temperature of each section, and automatically control through feedback information.

[0019] As Figure 2As shown, the ten-way water valve of the R290 electric vehicle thermal management system proposed in the embodiment is driven by a motor to rotate the upper cavity to realize port communication, comprising: an upper cavity one 101, a lower cavity one 102 and a rotating motor one 103; the upper cavity one 101 is divided into six cavities inside, which are two 120° inner cavities, two 120° outer cavities and two 60° inner-outer through cavities; the lower cavity one 102 is divided into eleven cavities inside, which are five 60° inner cavities, five 60° outer cavities and one 60° inner-outer through cavity, wherein the five 60° inner cavities correspond to five ports connected to external pipelines, which are port c, port d, port e, port g and port a in clockwise order, and the port c and the port a are separated by the 60° inner-outer through cavity, the five 60° outer cavities correspond to five ports connected to external pipelines, which are port b, port j, port b, port h, port f and port i in clockwise order, and the port b and the port i are separated by the 60° inner-outer through cavity; the rotating motor one 103 drives the upper cavity one 101 to rotate to realize the communication between the cavities of the lower cavity one 102; as shown in Figure 3 As shown, the port communication mode corresponding to the ten-way water valve mode used in the embodiment is: As shown in Figure 4 The controllable proportional four-way water valve of the R290 electric vehicle thermal management system proposed in the embodiment is driven by a motor to rotate the upper cavity to realize port communication, comprising: an upper cavity two 201, a lower cavity two 202 and a rotating motor two 203; the upper cavity two 201 is divided into two 90° cavities inside, and the other side 180° is in a fully closed state; the lower cavity two 202 is divided into four cavities inside, which are two 60° cavities and two 120° cavities, and the four cavities correspond to four ports connected to external pipelines, which are port 4 (60° cavity), port 2 (60° cavity), port 1 (120° cavity) and port 3 (120° cavity) in clockwise order; the rotating motor two 203 drives the upper cavity one 201 to rotate to realize the communication between the cavities of the lower cavity two 202 and the flow distribution; as shown in Figure 5 As shown, the port communication flow distribution mode corresponding to the controllable proportional four-way water valve mode used in the embodiment is: The present application can realize different working modes by controlling the working state of each component. The following will introduce in detail the seven thermal management working modes of the R290 electric vehicle thermal management system under different typical working conditions.

[0020] ①Thermal management working mode one: As shown in Figure 6 When the passenger compartment refrigeration mode is started, the specific working process and control method are as follows: In the heat pump system (refrigerant circuit), the ejector enhanced compressor 301 is turned on, the rotating speed or power of the compressor can be adjusted according to the demand, and the opening degree of the first electronic expansion valve 303 and the second electronic expansion valve 305 is controlled according to the feedback condition of the sensor, so as to adjust the refrigerant flow, the ejector quantity and the system pressure. The flow direction of the refrigerant is: the ejector enhanced compressor 301-the first refrigerant-water heat exchanger 302-the first electronic expansion valve 303-the flash evaporator 304-(the ejector enhanced compressor 301)-the second electronic expansion valve 305-the second refrigerant-water heat exchanger 306-the ejector enhanced compressor 301. The first refrigerant-water heat exchanger 302 is used to take out the heat of the heat pump system, and the second refrigerant-water heat exchanger 306 is used to take out the cold of the heat pump system.

[0021] In the cooling liquid circuit, the outdoor side circuit is the high-temperature circuit (i.e. the heat dissipation circuit) in this mode, which is used for heat dissipation of the thermal management system, the second electronic water pump 406 is turned on, the lift of the electronic water pump can be adjusted according to the demand, so as to control the flow of the cooling liquid, the ten-way water valve 100 is adjusted to mode 1, and the controllable proportional four-way water valve 200 is adjusted to mode 3; the flow direction of the high-temperature circuit cooling liquid is: the first refrigerant-water heat exchanger 302-the second electronic water pump 406-the ten-way water valve 100 (j-b)-the controllable proportional four-way water valve 200 (3-1)-the heat dissipation water tank 410-the ten-way water valve 100 (a-i)-the first refrigerant-water heat exchanger 302. The heat transfer of the heat pump system is first heat exchanged with the cooling liquid through the first refrigerant-water heat exchanger 302, and then heat exchanged with the outside air through the heat dissipation water tank 410, so as to achieve the purpose of heat dissipation, and the heat dissipation quantity can also be adjusted by the air volume of the heat dissipation fan.

[0022] In this mode, the indoor side circuit is the low-temperature circuit (i.e. the refrigeration circuit), which is used for cooling of the thermal management system, the third electronic water pump 407 is turned on, the four-way water valve 402 is adjusted to 1-2, 3-4 passage mode, and the flow direction of the low-temperature circuit cooling liquid is: the second refrigerant-water heat exchanger 306-the third electronic water pump 407-the ten-way water valve 100 (h-e)-the cold air core 411-the ten-way water valve (f-g)-the four-way water valve 402 (1-2)-the second refrigerant-water heat exchanger 306. The cold quantity produced by the heat pump system is transferred to the cooling liquid through the second refrigerant-water heat exchanger 306, and then transferred to the cold air core 411 through the cooling liquid, the cold air core 411 is heat exchanged with the air in the passenger compartment to achieve the purpose of refrigeration of the passenger compartment, and the refrigeration quantity can also be adjusted by the air volume of the air blower.

[0023] ②Thermal management working mode two: As shown in Figure 7 When the passenger compartment refrigeration + battery refrigeration + motor heat dissipation mode is turned on, the specific working process and control method are as follows: The working process of the heat pump system is consistent with the heat management mode, and will not be described again.

[0024] In the cooling liquid circuit, the outdoor side circuit is a high-temperature circuit (i.e., a heat dissipation circuit) in this mode, which is used for heat dissipation of the heat management system, the second electronic water pump 406 and the fourth electronic water pump 409 are turned on, the head of the electronic water pump can be adjusted according to the demand, so as to control the flow of the cooling liquid, the ten-way water valve 100 is adjusted to mode 1, and the controllable proportional four-way water valve 200 is adjusted to mode 1; the flow direction of the cooling liquid in the high-temperature circuit of the heat pump system is: the first refrigerant-water heat exchanger 302 - the second electronic water pump 406 - the ten-way water valve 100 (j-b) - the controllable proportional four-way water valve 200 (3-1) - the heat dissipation water tank 410 - the ten-way water valve 100 (a-i) - the first refrigerant-water heat exchanger 302; the flow direction of the cooling liquid in the heat dissipation circuit of the drive motor 408 is: the drive motor 408 - the fourth electronic water pump 409 - the controllable proportional four-way water valve 200 (2-1) - the heat dissipation water tank 410 - the drive motor 408; the heat generated by the drive motor 408 is taken out by the cooling liquid, mixed with the cooling liquid in the heat pump system circuit through the controllable proportional four-way water valve 200, and enters the heat dissipation water tank 410 to dissipate heat. The controllable proportional four-way water valve 200 can adjust the flow distribution ratio by rotation.

[0025] In this mode, the indoor side circuit is a low-temperature circuit (i.e., a refrigeration circuit), which is used for cooling of the heat management system, the first electronic water pump 403 and the third electronic water pump 407 are turned on, the four-way water valve 402 is adjusted to 1-4, 2-3 passage mode, and the flow direction of the cooling liquid in the low-temperature circuit is: the second refrigerant-water heat exchanger 306 - the third electronic water pump 407 - the ten-way water valve 100 (h-e) - the cold air core 411 - the ten-way water valve (f-g) - the four-way water valve 402 (1-4) - the positive temperature coefficient heater 404 - the battery pack 405 - the first electronic water pump 403 - the four-way water valve 402 (3-2) - the second refrigerant-water heat exchanger 306. The cold energy generated by the heat pump system is transferred to the cooling liquid through the second refrigerant-water heat exchanger 306, and then transferred to the cold air core 411 and the battery pack 405 through the cooling liquid. The cold air core 411 exchanges heat with the air in the passenger compartment to achieve passenger compartment cooling. The size of the refrigeration capacity can also be adjusted by the air volume of the air blower. The cooling liquid can achieve battery cooling by passing through the battery pack.

[0026] ③ Heat management mode three: As shown in Figure 8 When the passenger compartment heating + battery heating mode is turned on, the specific working process and control method are as follows: The working process of the heat pump system is consistent with the heat management mode, and will not be described again.

[0027] In the cooling liquid circuit, the outdoor side circuit is a low-temperature circuit (i.e. a heat absorption circuit) in this mode, used for heat absorption of the heat management system, the third electronic water pump 407 is turned on, the lift of the electronic water pump can be adjusted according to the demand, thereby controlling the flow of the cooling liquid, the ten-way water valve 100 is adjusted to mode 2, and the controllable proportional four-way water valve 200 is adjusted to mode 3; the flow direction of the low-temperature circuit cooling liquid is: the second refrigerant-water heat exchanger 306 - the first electronic water pump 407 - the ten-way water valve 100 (h-b) - the controllable proportional four-way water valve 200 (3-1) - the heat dissipation water tank 410 - the ten-way water valve 100 (a-g) - the second refrigerant-water heat exchanger 306. The heat transfer of the heat pump system is first through the first refrigerant-water heat exchanger 302 to exchange heat with the cooling liquid, and then through the heat dissipation water tank 410 to exchange heat with the outside air, thereby achieving the purpose of heat absorption, and the amount of heat absorption can also be adjusted by the air volume of the fan.

[0028] In this mode, the indoor side circuit is a high-temperature circuit (i.e. a heating circuit), used for heat supply of the heat management system, the first electronic water pump 403 and the second electronic water pump 406 are turned on, the lift of the electronic water pump can be adjusted according to the demand, thereby controlling the flow of the cooling liquid, the four-way water valve 402 is adjusted to 1-2, 3-4 passage mode, the flow direction of the high-temperature circuit cooling liquid in the passenger compartment is: the first refrigerant-water heat exchanger 302 - the second electronic water pump 406 - the ten-way water valve 100 (j-c) - the warm air core 412 - the ten-way water valve 100 (d-e) - the cold air core 411 - the ten-way water valve 100 (f-i) - the first refrigerant-water heat exchanger 302; the flow direction of the heat supply circuit cooling liquid of the battery pack 405 is: the battery pack 405 - the first electronic water pump 403 - the four-way water valve 402 (3-4) - the water PTC heater 404 - the battery pack 405. The heat generated by the heat pump system is transferred to the cooling liquid through the first refrigerant-water heat exchanger 302, and then to the warm air core 412 and the cold air core 411 through the cooling liquid, and the warm air core 412 and the cold air core 411 exchange heat with the air in the passenger compartment to achieve passenger compartment heating, and the amount of heating can also be adjusted by the air volume of the air blower. The battery pack 405 is heated by the water PTC heater 404 to convert electrical energy into heat energy, so that it can be kept at a suitable working condition, and the power of the water PTC heater 404 can be adjusted to adjust the amount of heat supply.

[0029] ④ Heat management mode four: As shown in Figure 9 When the PTC auxiliary passenger compartment heating + battery heating mode is turned on, the specific working process and control method are: The working process of the heat pump system is the same as that of heat management mode one, and will not be repeated here.

[0030] In the cooling liquid circuit, the outdoor side circuit is a low-temperature circuit (i.e., a heat absorption circuit) in this mode, used for heat absorption of the thermal management system, the third electronic water pump 407 is turned on, the lift of the electronic water pump can be adjusted according to the demand, so as to control the flow of the cooling liquid, the ten-way water valve 100 is adjusted to mode 2, and the controllable proportional four-way water valve 200 is adjusted to mode 5; the flow direction of the low-temperature circuit cooling liquid is: the second refrigerant-water heat exchanger 306 - the first electronic water pump 407 - the ten-way water valve 100 (h-b) - the controllable proportional four-way water valve 200 (3-4) - the ten-way water valve 100 (a-g) - the four-way water valve 402 (1-4) - the PTC heater 404 - the battery pack 405 - the first electronic water pump 403 - the four-way water valve 402 (3-2) - the second refrigerant-water heat exchanger 306. The PTC heater 404 heats the battery pack 405 while providing heat for the low-temperature end of the heat pump system, meeting the heating capacity of the passenger compartment in extreme environmental conditions.

[0031] The indoor side passenger compartment cooling liquid circuit in this mode is consistent with thermal management mode three, and will not be repeated.

[0032] 5. Thermal management mode five: As shown in Figure 10 When the passenger compartment heating + battery heating + motor heat recovery mode is turned on, the specific working process and control method are as follows: The working process of the heat pump system is consistent with thermal management mode one, and will not be repeated.

[0033] In the cooling liquid circuit, the outdoor side circuit is a low-temperature circuit (i.e., a heat absorption circuit) in this mode, used for heat absorption of the thermal management system, the third electronic water pump 407 is turned on, the lift of the electronic water pump can be adjusted according to the demand, so as to control the flow of the cooling liquid, the ten-way water valve 100 is adjusted to mode 2, and the controllable proportional four-way water valve 200 is adjusted to mode 6; the flow direction of the low-temperature circuit cooling liquid of the heat pump system is: the second refrigerant-water heat exchanger 306 - the first electronic water pump 407 - the ten-way water valve 100 (h-b) - the controllable proportional four-way water valve 200 (3-4) - the ten-way water valve 100 (a-g) - the second refrigerant-water heat exchanger 306; the flow direction of the cooling liquid of the drive motor 408 heat dissipation circuit is: the drive motor 408 - the fourth electronic water pump 409 - the controllable proportional four-way water valve 200 (2-4) - the drive motor 408; the heat generated by the drive motor 408 is taken out by the cooling liquid and mixed with the cooling liquid of the heat pump system circuit through the controllable proportional four-way water valve 200 for heat exchange, realizing waste heat recovery of the drive motor, and solving the problem that the heat pump cannot work normally in extremely low temperature conditions.

[0034] The indoor side high-temperature circuit and the battery circuit are consistent with mode three, and will not be repeated.

[0035] ⑥ Heat management working mode six: As shown in FIG. 6, when the current defrosting + passenger cabin refrigeration mode is started, the specific working process and control method are as follows: Figure 11 The working process of the heat pump system is the same as that of heat management working mode one, and will not be described again.

[0036] In the cooling liquid circuit, the outdoor side circuit is a high-temperature circuit (i.e., a heat dissipation circuit) in this mode, which is used for heat dissipation of the heat management system. The second electronic water pump 406 and the fourth electronic water pump 409 are started, and the head of the electronic water pump can be adjusted according to the demand, so as to control the flow of the cooling liquid. The ten-way water valve 100 is adjusted to mode 3, and the controllable proportional four-way water valve 200 is adjusted to mode 1. The flow direction of the cooling liquid in the high-temperature circuit of the heat pump system is: the first refrigerant-water heat exchanger 302 - the second electronic water pump 406 - the ten-way water valve 100 (j-c) - the heating core 412 - the ten-way water valve 100 (d-b) - the controllable proportional four-way water valve 200 (3-1) - the heat dissipation water tank 410 - the ten-way water valve 100 (a-i) - the first refrigerant-water heat exchanger 302. The flow direction of the cooling liquid in the heat dissipation circuit of the drive motor 408 is: the drive motor 408 - the fourth electronic water pump 409 - the controllable proportional four-way water valve 200 (2-1) - the heat dissipation water tank 410 - the drive motor 408. The heat generated by the drive motor 408 is taken out by the cooling liquid, mixed with the cooling liquid in the heat pump system circuit through the controllable proportional four-way water valve 200, and enters the heat dissipation water tank 410 for heat dissipation. The controllable proportional four-way water valve 200 can adjust the flow distribution ratio by rotation. Different from the refrigeration mode, the high-temperature circuit in this mode also passes through the heating core 412 in the indoor side.

[0037] ​In this mode, the indoor side circuit has both a low-temperature circuit and a high-temperature circuit. The low-temperature circuit is used for cooling and dehumidification of the thermal management system, and the high-temperature circuit only passes through the indoor side warm air core (412). The first electronic water pump 403 and the third electronic water pump 407 are turned on, the four-way water valve 402 is adjusted to the 1-4, 2-3 passage mode, and the flow direction of the low-temperature circuit cooling liquid is: the second refrigerant-water heat exchanger 306 - the third electronic water pump 407 - the ten-way water valve 100 (h-e) - the cold air core 411 - the ten-way water valve (f-g) - the four-way water valve 402 (1-4) - the water heating positive temperature coefficient heater 404 - the battery pack 405 - the first electronic water pump 403 - the four-way water valve 402 (3-2) - the second refrigerant-water heat exchanger 306. The cold energy generated by the heat pump system is transferred to the cooling liquid through the second refrigerant-water heat exchanger 306, and then to the cold air core 411 and the battery pack 405 through the cooling liquid. The cold air core 411 exchanges heat with the air in the passenger compartment to achieve passenger compartment cooling, and the size of the cooling capacity can be adjusted by the air volume of the air blower. The cooling liquid can cool the battery through the battery pack. The air in the passenger compartment enters the air conditioning box and first exchanges heat with the cold air core 411. The water in the air condenses and precipitates condensed water, reducing the humidity in the air, and then exchanges heat with the warm air core 412. The air is heated and blown out at the appropriate temperature to defrost the front windshield, while ensuring that the air conditioning box outlet air temperature is not too low to affect the comfort of the passengers. In this mode, heat is transferred from the indoor side to the outdoor air side through the radiator to achieve passenger compartment cooling.

[0038] ⑦Thermal management mode seven: As shown in Figure 12 , when the current front defrosting and deicing + passenger compartment heating mode is turned on, the specific working process and control method are: The working process of the heat pump system is the same as that of thermal management mode one, and will not be repeated here.

[0039] In the cooling liquid circuit, the outdoor side is only a drive motor heat dissipation circuit in this mode. The fourth electronic water pump 409 is turned on, and the head of the electronic water pump can be adjusted according to the demand to control the flow of the cooling liquid, and the controllable proportional four-way water valve 200 is adjusted to mode 4. The flow direction of the drive motor heat dissipation circuit cooling liquid is: the drive motor 408 - the fourth electronic water pump 409 - the controllable proportional four-way water valve 200 (2-1) - the radiator 410 - the drive motor 408. At this time, the radiator only provides heat dissipation for the drive motor, and the amount of heat dissipation can be adjusted according to the demand of the drive motor.

[0040] In the mode, the indoor side has both the low-temperature circuit and the high-temperature circuit. In the high-temperature circuit, the first electronic water pump 403 and the second electronic water pump 406 are turned on, the ten-way water valve 100 is adjusted to mode 3, the four-way water valve 402 is adjusted to 1-2, 3-4 passage mode, the flow direction of the high-temperature circuit coolant is: the first refrigerant-water heat exchanger 302 - the second electronic water pump 406 - the ten-way water valve 100 (j-c) - the warm air core 412 - the ten-way water valve 100 (d-b) - the controllable proportional four-way water valve 200 (3-4) - the ten-way water valve 100 (a-i) - the first refrigerant-water heat exchanger 302; the flow direction of the battery pack 405 heat supply circuit coolant is: the battery pack 405 - the first electronic water pump 403 - the four-way water valve 402 (3-4) - the water heating positive temperature coefficient heater 404 - the battery pack 405; in the low-temperature circuit, the third electronic water pump 407 is turned on, the flow direction of the low-temperature circuit coolant is: the second refrigerant-water heat exchanger 306 - the third electronic water pump 407 - the ten-way water valve 100 (h-f) - the cold air core 411 - the ten-way water valve (e-g) - the four-way water valve 402 (1-4) - the second refrigerant-water heat exchanger 306. The air in the passenger compartment enters the air conditioning box first and exchanges heat with the cold air core 411, the water in the air condenses and precipitates condensed water, reducing the humidity in the air, and then exchanges heat with the warm air core 412, the air is heated, and the appropriate temperature is blown out to defrost the front windshield. In this mode, no heat is dissipated through the radiator water tank, and the driver's cabin is heated.

[0041] The above is only a preferred embodiment of the present application, and is not intended to limit the present application. Any modification, equivalent replacement and improvement within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A thermal management system for an R290 electric vehicle, characterized in that, include: The refrigerant circuit is formed by connecting the vapor injection enthalpy-increasing compressor (301), the first refrigerant-water heat exchanger (302), the first electronic expansion valve (303), the flash evaporator (304), the second electronic expansion valve (305), and the second refrigerant-water heat exchanger (306) through pipelines to form a closed loop. The coolant circuit includes a first branch and a second branch connected in parallel. The first branch achieves refrigerant-coolant heat exchange through a first refrigerant-water heat exchanger (302), and the second branch achieves refrigerant-coolant heat exchange through a second refrigerant-water heat exchanger (306). Specifically, the coolant circuit includes: The passenger compartment temperature control module includes a cold air core (411) and a warm air core (412); the battery thermal management module includes a battery pack (405), a second refrigerant-water heat exchanger (306) and a water-heating positive temperature coefficient heater (404), and the module can be coupled with the PTC auxiliary heating channel of the heat pump system through a four-way water valve (402); the heat pump system and drive motor cooling module includes a first refrigerant-water heat exchanger (302), a drive motor (408) and a heat dissipation tank (410), and the module can switch the motor waste heat recovery through a first controllable proportional four-way water valve (200); The dynamic distribution network consists of a ten-way water valve (100), a controllable proportional four-way water valve (200), a four-way water valve (402), first to fourth electronic water pumps (403, 406, 407, 409), and an expansion tank (401), and is used to distribute coolant to the crew compartment, battery, motor and heat dissipation unit according to mode requirements.

2. The system according to claim 1, characterized in that, The high-pressure side outlet of the vapor injection enthalpy compressor (301) is connected to the high-pressure side inlet of the first refrigerant-water heat exchanger (302); the high-pressure side outlet of the first refrigerant-water heat exchanger (302) is connected to the medium-pressure side inlet of the flash evaporator (304) via the first electronic expansion valve (303); the gas outlet of the flash evaporator (304) is connected to the medium-pressure side inlet of the vapor injection enthalpy compressor (301); the liquid outlet of the flash evaporator (304) is connected to the low-pressure side inlet of the second refrigerant-water heat exchanger (306) via the second electronic expansion valve (305); and the low-pressure side outlet of the second refrigerant-water heat exchanger (306) is connected to the low-pressure side inlet of the vapor injection enthalpy compressor (301).

3. The system according to claim 1, characterized in that, The a-end of the ten-way water valve (100) is connected to the 4-end of the controllable proportional four-way water valve (200), the outlet end of the radiator (410), and the inlet end of the drive motor (408). The b-end of the ten-way water valve (100) is connected to the 3-end of the controllable proportional four-way water valve (200). The c-end of the ten-way water valve (100) is connected to the inlet end of the heater core (412). The d-end of the ten-way water valve (100) is connected to the outlet end of the heater core (412). The e-end of the ten-way water valve (100) is connected to the inlet end of the cold air core (411), the f-end of the ten-way water valve (100) is connected to the outlet end of the cold air core (411), the g-end of the ten-way water valve (100) is connected to the 1-end of the four-way water valve (402), the h-end of the ten-way water valve (100) is connected to the water-side outlet end of the second refrigerant-water heat exchanger (306) through the third electronic water pump (407), and the i-end of the ten-way water valve (100) is connected to the first The water-side inlet of a refrigerant-water heat exchanger (302) is connected to the water-side outlet of the second refrigerant-water heat exchanger (306) via a second electronic water pump (406); one end of a controllable proportional four-way water valve (200) is connected to the inlet of a radiating water tank (410), and the other end of a controllable proportional four-way water valve (200) is connected to the outlet of a drive motor (408) via a fourth electronic water pump (409); the four-way valve (4... 02) is connected to the water inlet of the second refrigerant-water heat exchanger (306) at end 2; the four-way valve (402) is connected to the outlet of the battery pack (405) via the first electronic water pump (403) at end 3; the four-way valve (402) is connected to the inlet of the battery pack (405) via the water heating positive temperature coefficient heater (404); the expansion tank (401) is connected to the inlet of the first to fourth electronic water pumps (403, 406, 407, 409).

4. The system according to claim 1, characterized in that, The refrigerant used in the refrigerant circuit is R290 or other refrigerants with similar physical properties and a low GWP, having a critical temperature of 95~110℃, a critical pressure of 4.0~5.0 MPa, and an ASHRAE safety rating of A3. The coolant used in the coolant circuit is an ethylene glycol-water solution with a volume fraction of 30%~60%, preferably 50%.

5. The system according to claim 1, characterized in that, The refrigerant circuit is equipped with a pressure sensor and a temperature sensor, and the coolant circuit is equipped with a temperature sensor, for real-time monitoring of system operating parameters.

6. The system according to claim 1, characterized in that, The water-heating positive temperature coefficient heater (404) in the coolant circuit is installed in the battery thermal management circuit to rapidly heat the battery pack (405) under low temperature conditions and provide part of the heat supply to the crew compartment.

7. The system according to claim 1, characterized in that, The arrangement of the cold air core (411) and the warm air core (412) satisfies the following: In the heating mode, the coolant flows through the warm air core (412) and the cold air core (411) in sequence, forming a counter-current heat exchange with the air in the air conditioning unit.

8. A method for operating the thermal management system of an R290 electric vehicle as described in any one of claims 1-7, characterized in that, The ten-way water valve (100), the controllable proportional four-way water valve (200), and the four-way water valve (402) dynamically adjust the coolant flow rate and direction to switch between cooling, heating, defrosting, battery cooling, and motor waste heat recovery modes, specifically including the following steps: Select the system operating mode based on ambient temperature, battery temperature, and crew cabin requirements; The heat exchange efficiency between the refrigerant circuit and the coolant circuit is controlled by adjusting the opening degree of the electronic expansion valve, the speed of the electronic water pump, and the opening and closing ratio of the controllable proportional water valve. In heating mode, the coolant is heated by outdoor air or waste heat from the drive motor (408) or by a positive temperature coefficient water heater (404), and heat is supplied to the passenger compartment or battery pack (405) through the warm air core (412) and the cold air core (411). In cooling mode, the heat from the crew compartment and battery pack (405) is dissipated to the outdoor air via the heat dissipation tank (410) using compression condensation technology; In defrost / fog mode, the ten-way water valve is switched so that high-temperature coolant flows through the heater core and low-temperature coolant flows through the cooler core, thus defrosting the windshield and heating or cooling the passenger compartment.

9. A ten-way water valve for a thermal management system of an R290 electric vehicle, characterized in that, include: The structure comprises an upper cavity (101), a lower cavity (102), and a rotating motor (103). The upper cavity (101) is internally divided into six cavities: two 120° inner cavities, two 120° outer cavities, and two 60° through cavities. The lower cavity (102) is internally divided into eleven cavities: five 60° inner cavities, five 60° outer cavities, and one 60° through cavity. The five 60° inner cavities correspond to five ports connected to external pipes. The ports are arranged clockwise as follows: port c, port d, port e, port g, and port a. Port c and port a are separated by a 60° through-cavity. The five 60° outer cavities correspond to five ports connected to external pipes. The ports are arranged clockwise as follows: port b, port j, port b, port h, port f, and port i. Port b and port i are separated by a 60° through-cavity. The rotating motor (103) drives the upper cavity (101) to rotate, thereby achieving communication between the cavities of the lower cavity (102).

10. A controllable proportional four-way water valve for the thermal management system of an R290 electric vehicle, characterized in that, include: The upper cavity (201), the lower cavity (202), and the rotating motor (203) are divided into two 90° cavities and the other 180° cavities are fully enclosed. The lower cavity (202) is divided into four cavities, namely two 60° cavities and two 120° cavities. The four cavities correspond to four ports connected to external pipes, which are port 4 (60° cavity), port 2 (60° cavity), port 1 (120° cavity), and port 3 (120° cavity) in a clockwise order. The rotating motor (203) drives the upper cavity (201) to rotate, realizing the connection and flow distribution between the cavities of the lower cavity (202).

Images