Heat management heat pump system of electric automobile
By designing a sixteen-way valve with multiple interfaces in the electric vehicle heat pump system, the integration of multiple loads and multiple working modes is achieved, which solves the problems of complex load and increased power consumption in the electric vehicle thermal management system, and improves the system efficiency and flexibility.
Patent Information
- Application Number
- CN202421066823.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-05-16
- Publication Date
- 2024-12-17
- Estimated Expiration
- 2034-05-16
AI Technical Summary
Due to the complex load of the heat pump system on electric vehicles, it is difficult to achieve the integration of multiple loads and the cold and heat requirements for different loads, resulting in complex design of the coolant circuit and the power consumption increases with weight, so the thermal management system needs to be optimized.
An electric vehicle thermal management heat pump system is designed, which includes a first evaporator, a second evaporator, a compressor, a condenser, a throttling step-down element, a motor cooler, an air-cooled heat exchanger, a battery heat exchanger, The warm core, cold core and sixteen-way valve system realizes multiple working modes through multiple interface connections of sixteen-way valves, realizing multi-load integration of coolant and multiple working modes.
It realizes the integration of the first evaporator, the second evaporator, the condenser, the motor cooler, the air-cooled heat exchanger, the battery heat exchanger, the warm core and the cold core. It has a variety of working modes to meet the cooling usage of different loads. The use of heat reduces power consumption.
Smart Images
Figure CN222179150U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of heat pump systems, and in particular to a heat pump system for thermal management of electric vehicles. Background Art
[0002] As national emission standards become increasingly stringent, electric vehicles are receiving more and more attention and support from the country. Existing thermal management systems for electric vehicles generally use heat pump systems. However, the heat pump systems used in electric vehicles have a large number of loads (motors, batteries, and cockpits, etc.) and different heating and cooling requirements for different loads, which makes the coolant circuit design of the heat pump system on electric vehicles very complicated.
[0003] The power consumption of electric vehicles will increase with the increase of their weight. Therefore, it is urgent to propose an electric vehicle thermal management heat pump system that can not only integrate multiple loads on the electric vehicle, but also meet the different cooling and heating requirements of different loads. Utility Model Content
[0004] The utility model aims to provide an electric vehicle thermal management heat pump system, wherein the coolant circuit of the electric vehicle thermal management heat pump system can realize the integration of multiple loads and have multiple different working modes.
[0005] To achieve this purpose, the utility model adopts the following technical solutions:
[0006] The electric vehicle thermal management heat pump system includes a first evaporator, a second evaporator, a compressor, a condenser, a throttling and pressure reduction element, a motor cooler, an air-cooled heat exchanger, a battery heat exchanger, a warm core, a cold core and a sixteen-way valve, wherein:
[0007] The refrigerant outlet of the first evaporator and the refrigerant outlet of the second evaporator are both connected to the refrigerant inlet of the condenser through the compressor, and the refrigerant outlet of the condenser is respectively connected to the refrigerant inlet of the first evaporator and the refrigerant inlet of the second evaporator through the throttling and pressure reducing element;
[0008] The sixteenth interface of the sixteen-way valve is selectively connected with the first interface of the sixteen-way valve, the second interface of the sixteen-way valve, the fifteenth interface of the sixteen-way valve and the fourteenth interface of the sixteen-way valve respectively, the first interface of the sixteen-way valve is selectively connected with the second interface of the sixteen-way valve, the thirteenth interface of the sixteen-way valve is selectively connected with the twelfth interface of the sixteen-way valve, the fourteenth interface of the sixteen-way valve and the fifteenth interface of the sixteen-way valve respectively, the eleventh interface of the sixteen-way valve is selectively connected with the third interface of the sixteen-way valve, the seventh interface of the sixteen-way valve and the ninth interface of the sixteen-way valve respectively, the ninth interface of the sixteen-way valve is selectively connected with the eighth interface of the sixteen-way valve and the tenth interface of the sixteen-way valve respectively, the eighth interface of the sixteen-way valve is selectively connected with the seventh interface of the sixteen-way valve, and the fifth interface of the sixteen-way valve is selectively connected with the fourth interface of the sixteen-way valve and the sixth interface of the sixteen-way valve respectively; the coolant inlet of the condenser is connected with the eleventh interface of the sixteen-way valve, and the coolant outlet of the condenser is connected with the sixteenth interface of the sixteen-way valve;
[0009] The inlet of the motor cooler is connected to the fifteenth interface of the sixteen-way valve, and the outlet of the motor cooler is connected to the seventh interface of the sixteen-way valve; the inlet of the air-cooled heat exchanger is connected to the fourteenth interface of the sixteen-way valve, and the outlet of the air-cooled heat exchanger is connected to the fifteenth interface of the sixteen-way valve; the inlet of the battery heat exchanger is connected to the tenth interface of the sixteen-way valve, the first interface of the sixteen-way valve and the twelfth interface of the sixteen-way valve respectively, and the outlet of the battery heat exchanger is connected to the ninth interface of the sixteen-way valve; the inlet of the warm core is connected to the second interface of the sixteen-way valve, and the outlet of the warm core is connected to the third interface of the sixteen-way valve; the coolant inlet of the first evaporator is connected to the eighth interface of the sixteen-way valve, and the coolant outlet of the first evaporator is connected to the fifth interface of the sixteen-way valve; the inlet of the cold core is connected to the sixth interface of the sixteen-way valve, and the outlet of the cold core is connected to the eighth interface of the sixteen-way valve; the coolant inlet of the second evaporator is connected to the eighth interface of the sixteen-way valve, and the coolant outlet of the second evaporator is connected to the fourth interface of the sixteen-way valve and the thirteenth interface of the sixteen-way valve respectively.
[0010] Optionally, when the electric vehicle thermal management heat pump system is in the first operating mode, the sixteenth interface of the sixteen-way valve is connected to the fourteenth interface of the sixteen-way valve, the seventh interface of the sixteen-way valve is connected to the eleventh interface of the sixteen-way valve, the fifth interface of the sixteen-way valve is connected to the sixth interface of the sixteen-way valve, the ninth interface of the sixteen-way valve is connected to the eighth interface of the sixteen-way valve, and the thirteenth interface of the sixteen-way valve is connected to the twelfth interface of the sixteen-way valve.
[0011] Optionally, when the electric vehicle thermal management heat pump system is in the second operating mode, the sixteenth interface of the sixteen-way valve is connected to the fourteenth interface of the sixteen-way valve, the seventh interface of the sixteen-way valve is connected to the eleventh interface of the sixteen-way valve, the ninth interface of the sixteen-way valve is connected to the eighth interface of the sixteen-way valve, the fifth interface of the sixteen-way valve is connected to the fourth interface of the sixteen-way valve, and the thirteenth interface of the sixteen-way valve is connected to the twelfth interface of the sixteen-way valve.
[0012] Optionally, when the thermal management heat pump system of the electric vehicle is in the third operating mode, the sixteenth interface of the sixteen-way valve is connected to the first interface of the sixteen-way valve and the second interface of the sixteen-way valve respectively, the third interface of the sixteen-way valve is connected to the eleventh interface of the sixteen-way valve, the ninth interface of the sixteen-way valve is connected to the tenth interface of the sixteen-way valve and the eleventh interface of the sixteen-way valve respectively, the seventh interface of the sixteen-way valve is connected to the eighth interface of the sixteen-way valve, the fifth interface of the sixteen-way valve is connected to the fourth interface of the sixteen-way valve, and the thirteenth interface of the sixteen-way valve is connected to the fourteenth interface of the sixteen-way valve.
[0013] Optionally, when the thermal management heat pump system of the electric vehicle is in the fourth operating mode, the sixteenth interface of the sixteen-way valve is connected to the first interface of the sixteen-way valve and the second interface of the sixteen-way valve respectively, the third interface of the sixteen-way valve is connected to the eleventh interface of the sixteen-way valve, the ninth interface of the sixteen-way valve is connected to the tenth interface of the sixteen-way valve and the eleventh interface of the sixteen-way valve respectively, the seventh interface of the sixteen-way valve is connected to the eighth interface of the sixteen-way valve, the fifth interface of the sixteen-way valve is connected to the fourth interface of the sixteen-way valve, and the thirteenth interface of the sixteen-way valve is connected to the fifteenth interface of the sixteen-way valve.
[0014] Optionally, when the thermal management heat pump system of the electric vehicle is in the fifth operating mode, the sixteenth interface of the sixteen-way valve is connected to the second interface of the sixteen-way valve, the third interface of the sixteen-way valve is connected to the eleventh interface of the sixteen-way valve, the ninth interface of the sixteen-way valve is connected to the tenth interface of the sixteen-way valve, the fifth interface of the sixteen-way valve is connected to the sixth interface of the sixteen-way valve, the seventh interface of the sixteen-way valve is connected to the eighth interface of the sixteen-way valve, and the thirteenth interface of the sixteen-way valve is connected to the fourteenth interface of the sixteen-way valve.
[0015] Optionally, the electric vehicle thermal management heat pump system further includes a first water pump, the outlet of the first water pump is connected to the coolant inlet of the condenser, and the inlet of the first water pump is connected to the eleventh interface of the sixteen-way valve.
[0016] Optionally, the electric vehicle thermal management heat pump system also includes a second water pump, the outlet of the second water pump is connected to the coolant inlet of the first evaporator, and the inlet of the second water pump is respectively connected to the outlet of the cold core, the coolant inlet of the second evaporator and the eighth interface of the sixteen-way valve.
[0017] Optionally, the electric vehicle thermal management heat pump system also includes a third water pump, the outlet of the third water pump is connected to the inlet of the battery heat exchanger, and the inlet of the third water pump is respectively connected to the first interface of the sixteen-way valve and the tenth interface of the sixteen-way valve.
[0018] Optionally, the electric vehicle thermal management heat pump system also includes a fourth water pump, the outlet of the fourth water pump is connected to the coolant inlet of the second evaporator, and the inlet of the fourth water pump is respectively connected to the eighth interface of the sixteen-way valve, the coolant inlet of the first evaporator and the outlet of the cold core.
[0019] Beneficial effects of the utility model:
[0020] The electric vehicle thermal management heat pump system provided by the utility model is provided with a sixteen-way valve, thereby realizing the integration of the coolant end of the first evaporator, the coolant end of the second evaporator, the coolant end of the condenser, the motor cooler, the air-cooled heat exchanger, the battery heat exchanger, the warm core and the cold core; the refrigerant end of the first evaporator and the refrigerant end of the second evaporator are respectively connected to the refrigerant end of the condenser. When the opening and closing states of each interface of the sixteen-way valve are different, the coolant flow direction of the electric vehicle thermal management heat pump system is different, thereby making the electric vehicle thermal management heat pump system have a variety of different working modes. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] Figure 1 It is a schematic diagram of a heat pump system for thermal management of an electric vehicle provided by an embodiment of the utility model;
[0022] Figure 2 It is a schematic diagram of a coolant circuit in a first working mode of a thermal management heat pump system for an electric vehicle provided by the utility model;
[0023] Figure 3 It is a schematic diagram of a coolant circuit in a second working mode of a thermal management heat pump system for an electric vehicle provided by the utility model;
[0024] Figure 4 This is a schematic diagram of a coolant circuit in a third working mode of a thermal management heat pump system for an electric vehicle provided by the utility model;
[0025] Figure 5 It is a schematic diagram of a coolant circuit in a fourth working mode of a thermal management heat pump system for an electric vehicle provided by the utility model;
[0026] Figure 6 This is a schematic diagram of a coolant circuit in the fifth working mode of a thermal management heat pump system for an electric vehicle provided by the utility model.
[0027] In the figure:
[0028] 110, first evaporator; 120, second evaporator; 200, condenser; 300, motor cooler; 400, air-cooled heat exchanger; 500, battery heat exchanger; 610, warm core; 620, cold core; 700, sixteen-way valve; 810, first water pump; 820, second water pump; 830, third water pump; 840, fourth water pump. DETAILED DESCRIPTION
[0029] The present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only the parts related to the present invention, rather than all structures, are shown in the accompanying drawings.
[0030] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0031] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.
[0032] In the description of this embodiment, the terms "upper", "lower", "right", etc., are based on the directions or positions shown in the drawings, and are only for the convenience of description and simplified operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.
[0033] This embodiment provides an electric vehicle thermal management heat pump system, the coolant circuit of which can realize the integration of multiple loads and have multiple different working modes.
[0034] Specifically, Figure 1 As shown, the electric vehicle thermal management heat pump system includes a first evaporator 110, a second evaporator 120, a compressor (not shown in the figure), a condenser 200, a throttling and pressure reducing element (such as a throttle valve, etc., the throttling and pressure reducing element is not shown in the figure), a motor cooler 300, an air-cooled heat exchanger 400, a battery heat exchanger 500, a warm core 610, a cold core 620 and a sixteen-way valve 700. The motor cooler 300 is used to cool the motor of the electric vehicle, the battery heat exchanger 500 is used to cool or heat the battery of the electric vehicle, the cold core 620 and the warm core 610 are both located in the air conditioning box of the electric vehicle, the cold core 620 is used to cool the air in the air conditioning box, and the warm core 610 is used to heat the air in the air conditioning box. The air conditioning box is connected to the cabin of the electric vehicle through the air duct to achieve the cooling and heating effects in the cabin.
[0035] The first evaporator 110 and the second evaporator 120 are both water-cooled evaporators, and the condenser 200 is a water-cooled condenser. The refrigerant outlet of the first evaporator 110 and the refrigerant outlet of the second evaporator 120 are both connected to the refrigerant inlet of the condenser 200 through a compressor, and the refrigerant outlet of the condenser 200 is respectively connected to the refrigerant inlet of the first evaporator 110 and the refrigerant inlet of the second evaporator 120 through a throttling and pressure-reducing element. The refrigerant end of the first evaporator 110, the refrigerant end of the second evaporator 120, the compressor, the refrigerant end of the condenser 200 and the throttling and pressure-reducing element constitute a refrigerant circuit of the thermal management heat pump system of the electric vehicle.
[0036] The sixteenth interface of the sixteen-way valve 700 is selectively connected to the first interface of the sixteen-way valve 700, the second interface of the sixteen-way valve 700, the fifteenth interface of the sixteen-way valve 700 and the fourteenth interface of the sixteen-way valve 700, respectively; the first interface of the sixteen-way valve 700 is selectively connected to the second interface of the sixteen-way valve 700, the thirteenth interface of the sixteen-way valve 700 is selectively connected to the twelfth interface of the sixteen-way valve 700, the fourteenth interface of the sixteen-way valve 700 and the fifteenth interface of the sixteen-way valve 700, respectively; the eleventh interface of the sixteen-way valve 700 is selectively connected to the third interface of the sixteen-way valve 700, the sixteen-way valve 700 and the fifteenth interface of the sixteen-way valve 0 and the ninth interface of the sixteen-way valve 700 are selectively connected, the ninth interface of the sixteen-way valve 700 is selectively connected with the eighth interface of the sixteen-way valve 700 and the tenth interface of the sixteen-way valve 700 respectively, the eighth interface of the sixteen-way valve 700 is selectively connected with the seventh interface of the sixteen-way valve 700, the fifth interface of the sixteen-way valve 700 is selectively connected with the fourth interface of the sixteen-way valve 700 and the sixth interface of the sixteen-way valve 700 respectively; the coolant inlet of the condenser 200 is connected with the eleventh interface of the sixteen-way valve 700, and the coolant outlet of the condenser 200 is connected with the sixteenth interface of the sixteen-way valve 700.
[0037] The inlet of the motor cooler 300 is communicated with the fifteenth interface of the sixteen-way valve 700, and the outlet of the motor cooler 300 is communicated with the seventh interface of the sixteen-way valve 700; the inlet of the air-cooled heat exchanger 400 is communicated with the fourteenth interface of the sixteen-way valve 700, and the outlet of the air-cooled heat exchanger 400 is communicated with the fifteenth interface of the sixteen-way valve 700; the inlet of the battery heat exchanger 500 is communicated with the tenth interface of the sixteen-way valve 700, the first interface of the sixteen-way valve 700 and the twelfth interface of the sixteen-way valve 700, respectively, and the outlet of the battery heat exchanger 500 is communicated with the ninth interface of the sixteen-way valve 700; the inlet of the warm core 610 is communicated with the fourteenth interface of the sixteen-way valve 700, and the outlet of the warm core 610 is communicated with the The two interfaces are connected, the outlet of the warm core 610 is connected to the third interface of the sixteen-way valve 700; the coolant inlet of the first evaporator 110 is connected to the eighth interface of the sixteen-way valve 700, and the coolant outlet of the first evaporator 110 is connected to the fifth interface of the sixteen-way valve 700; the inlet of the cold core 620 is connected to the sixth interface of the sixteen-way valve 700, and the outlet of the cold core 620 is connected to the eighth interface of the sixteen-way valve 700; the coolant inlet of the second evaporator 120 is connected to the eighth interface of the sixteen-way valve 700, and the coolant outlet of the second evaporator 120 is respectively connected to the fourth interface of the sixteen-way valve 700 and the thirteenth interface of the sixteen-way valve 700.
[0038] Based on the above design, the electric vehicle thermal management heat pump system is provided with a sixteen-way valve 700, thereby realizing the integration of the coolant end of the first evaporator 110, the coolant end of the second evaporator 120, the coolant end of the condenser 200, the motor cooler 300, the air-cooled heat exchanger 400, the battery heat exchanger 500, the warm core 610 and the cold core 620; the refrigerant end of the first evaporator 110 and the refrigerant end of the second evaporator 120 are respectively connected to the refrigerant end of the condenser 200. When the opening and closing states of the various interfaces of the sixteen-way valve 700 are different, the coolant flow direction of the electric vehicle thermal management heat pump system is different, thereby making the electric vehicle thermal management heat pump system have a variety of different working modes.
[0039] Alternatively, if Figure 1 As shown, the electric vehicle thermal management heat pump system also includes a first water pump 810, the outlet of the first water pump 810 is connected to the coolant inlet of the condenser 200, and the inlet of the first water pump 810 is connected to the eleventh interface of the sixteen-way valve 700 to increase the flow rate and flow rate of the coolant in and out of the condenser 200.
[0040] Alternatively, if Figure 1 As shown, the electric vehicle thermal management heat pump system also includes a second water pump 820, the outlet of the second water pump 820 is connected to the coolant inlet of the first evaporator 110, and the inlet of the second water pump 820 is respectively connected to the outlet of the cold core 620, the coolant inlet of the second evaporator 120 and the eighth interface of the sixteen-way valve 700 to increase the flow rate and flow velocity of the coolant entering and exiting the first evaporator 110.
[0041] Alternatively, if Figure 1 As shown, the electric vehicle thermal management heat pump system also includes a third water pump 830, the outlet of the third water pump 830 is connected to the inlet of the battery heat exchanger 500, and the inlet of the third water pump 830 is respectively connected to the first interface of the sixteen-way valve 700 and the tenth interface of the sixteen-way valve 700 to increase the flow rate and flow velocity of the coolant entering and exiting the battery heat exchanger 500.
[0042] Alternatively, if Figure 1 As shown, the electric vehicle thermal management heat pump system also includes a fourth water pump 840, the outlet of the fourth water pump 840 is connected to the coolant inlet of the second evaporator 120, and the inlet of the fourth water pump 840 is respectively connected to the eighth interface of the sixteen-way valve 700, the coolant inlet of the first evaporator 110 and the outlet of the cold core 620 to increase the flow rate and flow velocity of the coolant entering and exiting the second evaporator 120.
[0043] Alternatively, if Figure 1 and Figure 2 As shown, when the electric vehicle thermal management heat pump system is in the first working mode, the sixteenth interface of the sixteen-way valve 700 is connected to the fourteenth interface of the sixteen-way valve 700, the seventh interface of the sixteen-way valve 700 is connected to the eleventh interface of the sixteen-way valve 700, the fifth interface of the sixteen-way valve 700 is connected to the sixth interface of the sixteen-way valve 700, the ninth interface of the sixteen-way valve 700 is connected to the eighth interface of the sixteen-way valve 700, and the thirteenth interface of the sixteen-way valve 700 is connected to the twelfth interface of the sixteen-way valve 700.
[0044] When the electric vehicle thermal management heat pump system is in the first working mode, the refrigerant circuit: the refrigerant absorbs the heat of the coolant in the first evaporator 110 and the second evaporator 120 respectively, and then enters the refrigerant end of the compressor and the condenser 200 in turn. After the refrigerant releases heat to the coolant in the condenser 200, it enters the throttling and pressure reducing element, and then enters the refrigerant end of the first evaporator 110 and the refrigerant end of the second evaporator 120 again, thereby completing the refrigerant cycle.
[0045] When the electric vehicle thermal management heat pump system is in the first working mode, the coolant circuit is divided into three branches: the coolant absorbs the heat emitted by the motor in the motor cooler 300 to cool the motor, and then the coolant enters the condenser 200, absorbs the heat dissipated by the refrigerant in the condenser 200, and then enters the air-cooled heat exchanger 400. After the coolant dissipates heat to the air in the air-cooled heat exchanger 400, it enters the motor cooler 300 again to absorb heat, forming the first branch of the coolant. Secondly, the coolant absorbs the heat emitted by the battery in the battery heat exchanger 500 to cool the battery, and then the coolant enters the second evaporator 120, dissipates heat to the refrigerant in the second evaporator 120, and then the coolant enters the battery heat exchanger 500 again, forming the second branch of the coolant. Again, the coolant dissipates heat to the refrigerant in the first evaporator 110 in the first evaporator 110, and then the coolant enters the cold core 620, absorbs the heat of the air in the air conditioning box in the cold core 620, and then enters the coolant inlet of the first evaporator 110 to form a third branch of the coolant, and the low-temperature air in the air conditioning box enters the cabin through the air duct to achieve a cooling effect on the cabin. It can be seen that when the electric vehicle thermal management heat pump system is in the first working mode, it can cool the motor, battery and cabin at the same time.
[0046] Alternatively, if Figure 1 and Figure 3 As shown, when the electric vehicle thermal management heat pump system is in the second working mode, the sixteenth interface of the sixteen-way valve 700 is connected to the fourteenth interface of the sixteen-way valve 700, the seventh interface of the sixteen-way valve 700 is connected to the eleventh interface of the sixteen-way valve 700, the ninth interface of the sixteen-way valve 700 is connected to the eighth interface of the sixteen-way valve 700, the fifth interface of the sixteen-way valve 700 is connected to the fourth interface of the sixteen-way valve 700, and the thirteenth interface of the sixteen-way valve 700 is connected to the twelfth interface of the sixteen-way valve 700.
[0047] When the electric vehicle thermal management heat pump system is in the second working mode, the refrigerant circuit: the refrigerant absorbs the heat of the coolant in the first evaporator 110 and the second evaporator 120 respectively, and then enters the refrigerant end of the compressor and the condenser 200 in turn. After the refrigerant releases heat to the coolant in the condenser 200, it enters the throttling and pressure reduction element, and then enters the refrigerant end of the first evaporator 110 and the refrigerant end of the second evaporator 120 again, thereby completing the refrigerant cycle.
[0048] When the electric vehicle thermal management heat pump system is in the second working mode, the coolant circuit is divided into two branches: the coolant absorbs the heat generated by the motor in the motor cooler 300 to cool the motor, and then the coolant enters the condenser 200, absorbs the heat dissipated by the refrigerant in the condenser 200, and then enters the air-cooled heat exchanger 400. After the coolant dissipates heat to the air in the air-cooled heat exchanger 400, it enters the motor cooler 300 again to absorb heat, forming the first branch of the coolant. Secondly, the coolant absorbs the heat generated by the battery in the battery heat exchanger 500 to cool the battery. The coolant discharged from the battery heat exchanger 500 enters the first evaporator 110 and the second evaporator 120 respectively. The coolant in the first evaporator 110 dissipates heat to the refrigerant in the first evaporator 110, and the coolant in the second evaporator 120 dissipates heat to the refrigerant in the second evaporator 120. The coolant discharged from the first evaporator 110 merges with the coolant discharged from the second evaporator 120, and then enters the battery heat exchanger 500 again to form a second branch of the coolant.
[0049] When the electric vehicle thermal management heat pump system is in the second working mode, it can cool the battery and the motor. When the battery is quickly charged, a large amount of heat will be dissipated. At this time, the battery needs to be cooled quickly. Therefore, in the second working mode, the coolant end of the first evaporator 110 and the coolant end of the second evaporator 120 are opened at the same time, and the coolant discharged from the first evaporator 110 and the coolant discharged from the second evaporator 120 both enter the battery heat exchanger 500 for heat exchange, so that the coolant entering the battery heat exchanger 500 has sufficient coldness, which is convenient for quickly cooling the fast-charged battery.
[0050] Alternatively, if Figure 1 and Figure 4 As shown, when the electric vehicle thermal management heat pump system is in the third working mode, the sixteenth interface of the sixteen-way valve 700 is connected to the first interface of the sixteen-way valve 700 and the second interface of the sixteen-way valve 700 respectively, the third interface of the sixteen-way valve 700 is connected to the eleventh interface of the sixteen-way valve 700, the ninth interface of the sixteen-way valve 700 is connected to the tenth interface of the sixteen-way valve 700 and the eleventh interface of the sixteen-way valve 700 respectively, the seventh interface of the sixteen-way valve 700 is connected to the eighth interface of the sixteen-way valve 700, the fifth interface of the sixteen-way valve 700 is connected to the fourth interface of the sixteen-way valve 700, and the thirteenth interface of the sixteen-way valve 700 is connected to the fourteenth interface of the sixteen-way valve 700.
[0051] When the electric vehicle thermal management heat pump system is in the third working mode, the refrigerant circuit: the refrigerant absorbs the heat of the coolant in the first evaporator 110 and the second evaporator 120 respectively, and then enters the refrigerant end of the compressor and the condenser 200 in turn. After the refrigerant releases heat to the coolant in the condenser 200, it enters the throttling and pressure reducing element, and then enters the refrigerant end of the first evaporator 110 and the refrigerant end of the second evaporator 120 again, thereby completing the refrigerant cycle.
[0052] When the electric vehicle thermal management heat pump system is in the third working mode, the coolant circuit is divided into two branches: the coolant discharged from the battery heat exchanger 500 is divided into two branches, one of which returns to the battery heat exchanger 500, and the other coolant merges with the coolant discharged from the warm core 610 and enters the condenser 200. The coolant absorbs the heat of the refrigerant in the condenser 200, and then divides into two branches, one of which enters the warm core 610. This part of the coolant dissipates heat to the air in the air-conditioning box in the warm core 610, and the other coolant enters the battery heat exchanger 500 to heat the battery, thereby forming a first branch of the coolant. Secondly, the coolant absorbs the heat generated by the motor in the motor cooler 300 to cool the motor, and then the coolant enters the first evaporator 110 and the second evaporator 120 respectively. The coolant in the first evaporator 110 dissipates heat to the refrigerant in the first evaporator 110, and the coolant in the second evaporator 120 dissipates heat to the refrigerant in the second evaporator 120. The coolant discharged from the first evaporator 110 merges with the coolant discharged from the second evaporator 120, and then enters the air-cooled heat exchanger 400. After absorbing heat from the air in the air-cooled heat exchanger 400, the coolant enters the motor cooler 300 again to absorb heat, forming a second branch of the coolant.
[0053] When the electric vehicle thermal management heat pump system is in the third working mode, the cabin and the battery can be heated and the motor can be cooled. In the third working mode, the coolant end of the first evaporator 110 and the coolant end of the second evaporator 120 are both connected to the air-cooled heat exchanger 400, and the coolant dissipates heat to the refrigerant in the first evaporator 110 and the second evaporator 120, respectively, so that the temperature of the coolant entering the air-cooled heat exchanger 400 is lower than the ambient temperature. In the air-cooled heat exchanger 400, the coolant absorbs heat from the environment. At the same time, the refrigerant absorbs the heat of the coolant in the first evaporator 110 and the second evaporator 120, respectively, so that the refrigerant entering the condenser 200 can transfer enough heat to the coolant in the condenser 200, thereby ensuring the heat supply of the coolant in the warm core 610 to the air in the air conditioning box, and the heat supply of the coolant in the battery heat exchanger 500 to the battery.
[0054] Alternatively, if Figure 1 and Figure 5As shown, when the electric vehicle thermal management heat pump system is in the fourth working mode, the sixteenth interface of the sixteen-way valve 700 is connected to the first interface of the sixteen-way valve 700 and the second interface of the sixteen-way valve 700 respectively, the third interface of the sixteen-way valve 700 is connected to the eleventh interface of the sixteen-way valve 700, the ninth interface of the sixteen-way valve 700 is connected to the tenth interface of the sixteen-way valve 700 and the eleventh interface of the sixteen-way valve 700 respectively, the seventh interface of the sixteen-way valve 700 is connected to the eighth interface of the sixteen-way valve 700, the fifth interface of the sixteen-way valve 700 is connected to the fourth interface of the sixteen-way valve 700, and the thirteenth interface of the sixteen-way valve 700 is connected to the fifteenth interface of the sixteen-way valve 700.
[0055] When the electric vehicle thermal management heat pump system is in the fourth working mode, the refrigerant circuit: the refrigerant absorbs the heat of the coolant in the first evaporator 110 and the second evaporator 120 respectively, and then enters the refrigerant end of the compressor and the condenser 200 in turn. After the refrigerant releases heat to the coolant in the condenser 200, it enters the throttling and pressure reducing element, and then enters the refrigerant end of the first evaporator 110 and the refrigerant end of the second evaporator 120 again, thereby completing the refrigerant cycle.
[0056] When the electric vehicle thermal management heat pump system is in the fourth working mode, the coolant circuit is divided into two branches: the coolant discharged from the battery heat exchanger 500 is divided into two branches, one branch returns to the battery heat exchanger 500, and the other branch of coolant merges with the coolant discharged from the warm core 610 and enters the condenser 200. The coolant absorbs the heat of the refrigerant in the condenser 200, and then is divided into two branches, one of which enters the warm core 610. This part of the coolant dissipates heat to the air in the air-conditioning box in the warm core 610, and the other branch of coolant enters the battery heat exchanger 500 to heat the battery, thereby forming a first branch of the coolant. Secondly, the coolant absorbs the heat generated by the motor in the motor cooler 300 to cool the motor, and then the coolant enters the first evaporator 110 and the second evaporator 120 respectively. The coolant in the first evaporator 110 dissipates heat to the refrigerant in the first evaporator 110, and the coolant in the second evaporator 120 dissipates heat to the refrigerant in the second evaporator 120. The coolant discharged from the first evaporator 110 merges with the coolant discharged from the second evaporator 120, and then enters the motor cooler 300 again to absorb heat, forming a second branch of the coolant.
[0057] When the electric vehicle thermal management heat pump system is in the fourth working mode, it can cool the motor and use the residual heat of the motor to heat the cabin and the battery. Specifically, in the fourth working mode, the coolant end of the first evaporator 110 and the coolant end of the second evaporator 120 are not connected to the air-cooled heat exchanger 400, and the coolant end of the first evaporator 110 and the coolant end of the second evaporator 120 are both connected to the motor cooler 300. The coolant absorbs the heat of the motor in the motor cooler 300, and then transfers the heat to the refrigerant in the first evaporator 110 and the second evaporator 120 respectively. The refrigerant transfers part of the heat to the coolant in the condenser 200, and then the coolant brings the part of the heat to the warm core 610 and the battery heat exchanger 500 for heat transfer. It can be seen that in the fourth working mode, the heat dissipated by the motor is recovered, and the part of the heat is used for cabin heating and battery heating, thereby achieving the effect of motor waste heat recovery.
[0058] Alternatively, if Figure 1 and Figure 6 As shown, when the electric vehicle thermal management heat pump system is in the fifth working mode, the sixteenth interface of the sixteen-way valve 700 is connected to the second interface of the sixteen-way valve 700, the third interface of the sixteen-way valve 700 is connected to the eleventh interface of the sixteen-way valve 700, the ninth interface of the sixteen-way valve 700 is connected to the tenth interface of the sixteen-way valve 700, the fifth interface of the sixteen-way valve 700 is connected to the sixth interface of the sixteen-way valve 700, the seventh interface of the sixteen-way valve 700 is connected to the eighth interface of the sixteen-way valve 700, and the thirteenth interface of the sixteen-way valve 700 is connected to the fourteenth interface of the sixteen-way valve 700.
[0059] When the electric vehicle thermal management heat pump system is in the fifth working mode, the refrigerant circuit: the refrigerant absorbs the heat of the coolant in the first evaporator 110 and the second evaporator 120 respectively, and then enters the refrigerant end of the compressor and the condenser 200 in turn. After the refrigerant releases heat to the coolant in the condenser 200, it enters the throttling and pressure reducing element, and then enters the refrigerant end of the first evaporator 110 and the refrigerant end of the second evaporator 120 again, thereby completing the refrigerant cycle.
[0060] When the electric vehicle thermal management heat pump system is in the fifth working mode, the coolant circuit is divided into four branches: after the coolant dissipates heat in the first evaporator 110, it enters the cold core 620 to absorb the heat of the air in the air conditioning box, and then enters the first evaporator 110 to form the first branch of the coolant. Secondly, the coolant absorbs the heat of the refrigerant in the condenser 200, and then enters the warm core 610, where the coolant dissipates heat to the air in the air conditioning box, and then enters the coolant inlet of the condenser 200 to form the second branch of the coolant. Thirdly, the coolant absorbs the heat emitted by the motor in the motor cooler 300 to cool the motor, and then the coolant enters the second evaporator 120 to dissipate heat to the refrigerant, and then the coolant enters the air-cooled heat exchanger 400, and the coolant dissipates heat to the air in the air-cooled heat exchanger 400 and enters the motor cooler 300 again to absorb heat, forming the third branch of the coolant. Finally, the coolant is discharged from the outlet of the battery heat exchanger 500, and then enters the battery heat exchanger 500 from the inlet of the battery heat exchanger 500 to form a fourth branch of the coolant. At this time, the battery does not need to be cooled or heated, and the coolant forms a self-circulation in the fourth branch.
[0061] When the electric vehicle thermal management heat pump system is in the fifth working mode, the motor can be cooled, and in the fifth working mode, the coolant in the warm core 610 and the coolant in the cold core 620 simultaneously exchange heat with the air in the air-conditioning box, thereby achieving the effect of dehumidifying the air in the air-conditioning box and the cabin.
[0062] It should be noted that the specific structures of the sixteen-way valve 700 in this embodiment are common structures in the art and will not be described in detail here.
[0063] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the implementation methods of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the scope of protection of the present invention. It is not necessary and impossible to list all implementation methods here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the scope of protection of the claims of the present invention.
Claims
1. Electric vehicle thermal management heat pump system, characterized in that: The invention comprises a first evaporator (110), a second evaporator (120), a compressor, a condenser (200), a throttling and pressure reducing element, a motor cooler (300), an air-cooled heat exchanger (400), a battery heat exchanger (500), a warm core (610), a cold core (620) and a sixteen-way valve (700), wherein: The refrigerant outlet of the first evaporator (110) and the refrigerant outlet of the second evaporator (120) are both connected to the refrigerant inlet of the condenser (200) through the compressor, and the refrigerant outlet of the condenser (200) is respectively connected to the refrigerant inlet of the first evaporator (110) and the refrigerant inlet of the second evaporator (120) through the throttling and pressure-reducing element; The sixteenth interface of the sixteen-way valve (700) is selectively connected to the first interface of the sixteen-way valve (700), the second interface of the sixteen-way valve (700), the fifteenth interface of the sixteen-way valve (700) and the fourteenth interface of the sixteen-way valve (700), respectively; the first interface of the sixteen-way valve (700) is selectively connected to the second interface of the sixteen-way valve (700), the thirteenth interface of the sixteen-way valve (700) is selectively connected to the twelfth interface of the sixteen-way valve (700), the fourteenth interface of the sixteen-way valve (700) and the fifteenth interface of the sixteen-way valve (700), respectively; the eleventh interface of the sixteen-way valve (700) is selectively connected to the third interface of the sixteen-way valve (700), the fourteenth interface of the sixteen-way valve (700) and the fifteenth interface of the sixteen-way valve (700), respectively. The seventh interface of the condenser (200) is selectively connected to the ninth interface of the sixteen-way valve (700), the ninth interface of the sixteen-way valve (700) is selectively connected to the eighth interface of the sixteen-way valve (700) and the tenth interface of the sixteen-way valve (700), the eighth interface of the sixteen-way valve (700) is selectively connected to the seventh interface of the sixteen-way valve (700), and the fifth interface of the sixteen-way valve (700) is selectively connected to the fourth interface of the sixteen-way valve (700) and the sixth interface of the sixteen-way valve (700), respectively; the coolant inlet of the condenser (200) is connected to the eleventh interface of the sixteen-way valve (700), and the coolant outlet of the condenser (200) is connected to the sixteenth interface of the sixteen-way valve (700); The inlet of the motor cooler (300) is communicated with the fifteenth interface of the sixteen-way valve (700), and the outlet of the motor cooler (300) is communicated with the seventh interface of the sixteen-way valve (700); the inlet of the air-cooled heat exchanger (400) is communicated with the fourteenth interface of the sixteen-way valve (700), and the outlet of the air-cooled heat exchanger (400) is communicated with the fifteenth interface of the sixteen-way valve (700); the inlet of the battery heat exchanger (500) is communicated with the tenth interface of the sixteen-way valve (700), the first interface of the sixteen-way valve (700), and the twelfth interface of the sixteen-way valve (700), respectively, and the outlet of the battery heat exchanger (500) is communicated with the ninth interface of the sixteen-way valve (700); the inlet of the heater core (610) is communicated with the sixteen-way valve (700) The second interface of the heating core (610) is connected to the third interface of the sixteen-way valve (700); the cooling liquid inlet of the first evaporator (110) is connected to the eighth interface of the sixteen-way valve (700), and the cooling liquid outlet of the first evaporator (110) is connected to the fifth interface of the sixteen-way valve (700); the cooling liquid inlet of the cold core (620) is connected to the sixth interface of the sixteen-way valve (700), and the cooling liquid outlet of the cold core (620) is connected to the eighth interface of the sixteen-way valve (700); the cooling liquid inlet of the second evaporator (120) is connected to the eighth interface of the sixteen-way valve (700), and the cooling liquid outlet of the second evaporator (120) is respectively connected to the fourth interface of the sixteen-way valve (700) and the thirteenth interface of the sixteen-way valve (700).
2. The electric vehicle thermal management heat pump system according to claim 1, characterized in that: When the electric vehicle thermal management heat pump system is in the first working mode, the sixteenth interface of the sixteen-way valve (700) is communicated with the fourteenth interface of the sixteen-way valve (700), the seventh interface of the sixteen-way valve (700) is communicated with the eleventh interface of the sixteen-way valve (700), the fifth interface of the sixteen-way valve (700) is communicated with the sixth interface of the sixteen-way valve (700), the ninth interface of the sixteen-way valve (700) is communicated with the eighth interface of the sixteen-way valve (700), and the thirteenth interface of the sixteen-way valve (700) is communicated with the twelfth interface of the sixteen-way valve (700).
3. The electric vehicle thermal management heat pump system according to claim 1, characterized in that: When the electric vehicle thermal management heat pump system is in the second working mode, the sixteenth interface of the sixteen-way valve (700) is communicated with the fourteenth interface of the sixteen-way valve (700), the seventh interface of the sixteen-way valve (700) is communicated with the eleventh interface of the sixteen-way valve (700), the ninth interface of the sixteen-way valve (700) is communicated with the eighth interface of the sixteen-way valve (700), the fifth interface of the sixteen-way valve (700) is communicated with the fourth interface of the sixteen-way valve (700), and the thirteenth interface of the sixteen-way valve (700) is communicated with the twelfth interface of the sixteen-way valve (700).
4. The electric vehicle thermal management heat pump system according to claim 1, characterized in that: When the electric vehicle thermal management heat pump system is in the third working mode, the sixteenth interface of the sixteen-way valve (700) is communicated with the first interface of the sixteen-way valve (700) and the second interface of the sixteen-way valve (700) respectively, the third interface of the sixteen-way valve (700) is communicated with the eleventh interface of the sixteen-way valve (700), the ninth interface of the sixteen-way valve (700) is communicated with the tenth interface of the sixteen-way valve (700) and the eleventh interface of the sixteen-way valve (700) respectively, the seventh interface of the sixteen-way valve (700) is communicated with the eighth interface of the sixteen-way valve (700), the fifth interface of the sixteen-way valve (700) is communicated with the fourth interface of the sixteen-way valve (700), and the thirteenth interface of the sixteen-way valve (700) is communicated with the fourteenth interface of the sixteen-way valve (700).
5. The electric vehicle thermal management heat pump system according to claim 1, characterized in that: When the electric vehicle thermal management heat pump system is in the fourth working mode, the sixteenth interface of the sixteen-way valve (700) is communicated with the first interface of the sixteen-way valve (700) and the second interface of the sixteen-way valve (700) respectively, the third interface of the sixteen-way valve (700) is communicated with the eleventh interface of the sixteen-way valve (700), the ninth interface of the sixteen-way valve (700) is communicated with the tenth interface of the sixteen-way valve (700) and the eleventh interface of the sixteen-way valve (700) respectively, the seventh interface of the sixteen-way valve (700) is communicated with the eighth interface of the sixteen-way valve (700), the fifth interface of the sixteen-way valve (700) is communicated with the fourth interface of the sixteen-way valve (700), and the thirteenth interface of the sixteen-way valve (700) is communicated with the fifteenth interface of the sixteen-way valve (700).
6. The electric vehicle thermal management heat pump system according to claim 1, characterized in that: When the electric vehicle thermal management heat pump system is in the fifth working mode, the sixteenth interface of the sixteen-way valve (700) is communicated with the second interface of the sixteen-way valve (700), the third interface of the sixteen-way valve (700) is communicated with the eleventh interface of the sixteen-way valve (700), the ninth interface of the sixteen-way valve (700) is communicated with the tenth interface of the sixteen-way valve (700), the fifth interface of the sixteen-way valve (700) is communicated with the sixth interface of the sixteen-way valve (700), the seventh interface of the sixteen-way valve (700) is communicated with the eighth interface of the sixteen-way valve (700), and the thirteenth interface of the sixteen-way valve (700) is communicated with the fourteenth interface of the sixteen-way valve (700).
7. The electric vehicle thermal management heat pump system according to any one of claims 1 to 6, characterized in that: The electric vehicle thermal management heat pump system also includes a first water pump (810), the outlet of the first water pump (810) is connected to the coolant inlet of the condenser (200), and the inlet of the first water pump (810) is connected to the eleventh interface of the sixteen-way valve (700).
8. The electric vehicle thermal management heat pump system according to any one of claims 1 to 6, characterized in that: The electric vehicle thermal management heat pump system also includes a second water pump (820), the outlet of the second water pump (820) is connected to the coolant inlet of the first evaporator (110), and the inlet of the second water pump (820) is respectively connected to the outlet of the cold core (620), the coolant inlet of the second evaporator (120) and the eighth interface of the sixteen-way valve (700).
9. The electric vehicle thermal management heat pump system according to any one of claims 1 to 6, characterized in that: The electric vehicle thermal management heat pump system further comprises a third water pump (830), the outlet of the third water pump (830) being connected to the inlet of the battery heat exchanger (500), and the inlet of the third water pump (830) being connected to the first interface of the sixteen-way valve (700) and the tenth interface of the sixteen-way valve (700), respectively.
10. The electric vehicle thermal management heat pump system according to any one of claims 1 to 6, characterized in that: The electric vehicle thermal management heat pump system also includes a fourth water pump (840), the outlet of the fourth water pump (840) is connected to the coolant inlet of the second evaporator (120), and the inlet of the fourth water pump (840) is respectively connected to the eighth interface of the sixteen-way valve (700), the coolant inlet of the first evaporator (110) and the outlet of the cold core (620).