Heat management air conditioner heat pump system of new energy vehicle and vehicle

Abstract

The utility model provides a heat management air conditioner heat pump system of a new energy vehicle and the vehicle, and is applied to the field of vehicle heat management. The heat management air conditioner heat pump system of the new energy vehicle comprises a compressor, a first double-fluid heat exchanger, a first heat exchanger, a second heat exchanger, a second double-fluid heat exchanger, a first internal heat exchanger, a second internal heat exchanger, a liquid storage dryer, a first expansion device, a second expansion device and a first flow path which is selectively connected or disconnected. The second flow path is selectively connected or disconnected; and the third flow path is selectively connected or disconnected. The heat management air conditioner heat pump system suitable for the new energy vehicle can be provided through all the devices and the connection relation among all the devices, the light weight requirement of the new energy vehicle can be met, the refrigerant flow can be increased, the system can operate in multiple modes, and the system is suitable for popularization and application. The temperature of internal airflow can be rapidly increased, and the refrigerating performance coefficient of the system is high.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle thermal management, and in particular to a thermal management air-conditioning heat pump system for a new energy vehicle and a vehicle. Background Art

[0002] At present, new energy vehicles, such as electric vehicles, still widely use the same single system as fuel vehicles, except that the engine waste heat heating system in the fuel system is replaced with PTC (Positive Temperature Coefficient) water heating or electric heating. The PTC water heating used in a few cases has the disadvantages of low heat exchange, low energy efficiency, high failure rate, and power consumption due to uncontrollable power, uncontrollable temperature, poor matching between the flow of the water pump and the power of the heater, and the spatial layout of the warm air water pipe. PTC electric heating directly converts battery power into heat energy to achieve the heating effect. For the same heating capacity, the power consumption of PTC electric heating is about twice that of the heat pump air conditioning system.

[0003] One of the main technical bottlenecks restricting the use of automotive air conditioning heat pumps in new energy vehicles is compressor technology. In low-temperature winter environments, the refrigerant evaporation pressure will be very low, and the refrigerant vapor density will be very small, resulting in a significant drop in refrigerant flow. The limited space of new energy vehicles and the pursuit of lightweight components require the compressor size and weight to be as small as possible. In reality, it is often impossible to increase the refrigerant flow by increasing the compressor displacement, because this will cause the compressor size and weight to be unacceptably large. Therefore, there is a lack of a thermal management air conditioning heat pump system that can be applied to new energy vehicles, which can both meet the lightweight requirements of new energy vehicles and increase the refrigerant flow. Utility Model Content

[0004] The embodiment of the utility model provides a thermal management air conditioning heat pump system and a vehicle for a new energy vehicle to solve the problem of the lack of a thermal management air conditioning heat pump system suitable for new energy vehicles, which can not only meet the lightweight requirements of new energy vehicles, but also increase the refrigerant flow rate.

[0005] In the first aspect, the embodiment of the utility model provides a thermal management air conditioning heat pump system for a new energy vehicle, comprising: a compressor 1, a first dual-fluid heat exchanger 2, a first heat exchanger 3, a second heat exchanger 4, a second dual-fluid heat exchanger 5, a first internal heat exchanger 6, a second internal heat exchanger 7, a liquid storage dryer 8, a first expansion device 14, a second expansion device 16, a first flow path 22 that is selectively opened or closed, a second flow path 23 that is selectively opened or closed, and a third flow path 24 that is selectively opened or closed;

[0006] The outlet of the compressor 1 is connected to the refrigerant inlet of the first two-fluid heat exchanger 2, the refrigerant outlet of the first two-fluid heat exchanger 2 is connected to the inlet of the liquid storage dryer 8, the outlet of the liquid storage dryer 8 is connected to the inlet of the first flow path 22 and the inlet of the second flow path 23, the outlet of the first flow path 22 is connected to the inlet of the third flow path 24 and the first port of the first heat exchanger 3, the outlet of the second flow path 23 is connected to the first inlet of the first internal heat exchanger 6, the outlet of the third flow path 24 is connected to the second inlet of the first internal heat exchanger 6, the second port of the first heat exchanger 3 is connected to the first inlet of the first internal heat exchanger 6, the first outlet of the first internal heat exchanger 6 is connected to the first inlet of the second internal heat exchanger 7 through the first connection point 18, and the second outlet of the first internal heat exchanger 6 is connected to the inlet of the compressor 1 through the second connection point 19;

[0007] The first outlet of the second internal heat exchanger 7 is connected to the inlet of the second heat exchanger 4 via the first expansion device 14, the outlet of the second heat exchanger 4 is connected to the second inlet of the second internal heat exchanger 7, and the second outlet of the second internal heat exchanger 7 is connected to the inlet of the compressor 1 via the second connection point 19;

[0008] The first outlet of the second internal heat exchanger 7 is also connected to the refrigerant inlet of the second two-fluid heat exchanger 5 through the second expansion device 16 , and the refrigerant outlet of the second two-fluid heat exchanger 5 is connected to the second inlet of the second internal heat exchanger 7 .

[0009] In a possible implementation, the thermal management air conditioning heat pump system of the new energy vehicle further includes: a third expansion device 15;

[0010] The inlet of the third expansion device 15 is connected to the first outlet of the first internal heat exchanger 6 via the first connection point 18 , and the outlet of the third expansion device 15 is connected to the second port of the first heat exchanger 3 .

[0011] In a possible implementation, the thermal management air conditioning heat pump system of the new energy vehicle further includes: a first check valve 12;

[0012] The second port of the first heat exchanger 3 is connected to the inlet of the first check valve 12 , and the outlet of the first check valve 12 is connected to the first inlet of the first internal heat exchanger 6 and the outlet of the second flow path 23 .

[0013] In a possible implementation, the thermal management air conditioning heat pump system of the new energy vehicle further includes: a second check valve 13;

[0014] The inlet of the second check valve 13 is connected to the outlet of the second heat exchanger 4 , and the outlet of the second check valve 13 is connected to the second inlet of the second internal heat exchanger 7 .

[0015] In a possible implementation, the thermal management air conditioning heat pump system of the new energy vehicle further includes: a third check valve 21;

[0016] The inlet of the third check valve 21 is connected to the second outlet of the first internal heat exchanger 6 , and the outlet of the third check valve 21 is connected to the inlet of the compressor 1 through the second connecting point 19 .

[0017] In a possible implementation, a first stop valve 9 is provided on the first flow path 22 .

[0018] In a possible implementation, a second stop valve 10 is provided on the second flow path 23 .

[0019] In a possible implementation, the thermal management air conditioning heat pump system of the new energy vehicle further includes: a three-way stop valve 20;

[0020] The three-way stop valve 20 is located on the first flow path 22 and the second flow path 23 at the same time. The A port of the three-way stop valve 20 is connected to the outlet of the liquid storage dryer 8, the B port of the three-way stop valve 20 is connected to the first inlet of the first internal heat exchanger 6, and the C port of the three-way stop valve 20 is connected to the inlet of the third flow path 24 and the first port of the first heat exchanger 3.

[0021] In a possible implementation, a third stop valve 11 is provided on the third flow path 24 .

[0022] In a second aspect, the embodiment of the utility model provides a thermal management air conditioning heat pump system for a new energy vehicle, comprising: a compressor, a first dual-fluid heat exchanger, a first heat exchanger, a second heat exchanger, a second dual-fluid heat exchanger, a first internal heat exchanger, a second internal heat exchanger, a liquid storage dryer, a first expansion device, a second expansion device, a first flow path that is selectively opened or closed, a second flow path that is selectively opened or closed, and a third flow path that is selectively opened or closed;

[0023] The outlet of the compressor is connected to the refrigerant inlet of the first dual-fluid heat exchanger, the refrigerant outlet of the first dual-fluid heat exchanger is connected to the inlet of the liquid storage dryer, the outlet of the liquid storage dryer is connected to the inlet of the first flow path and the first connection point, the outlet of the first flow path is connected to the inlet of the third flow path and the first port of the first heat exchanger, the first connection point is connected to the first inlet of the first internal heat exchanger and the inlet of the second flow path, the outlet of the third flow path is connected to the second inlet of the first internal heat exchanger, the first outlet of the first internal heat exchanger is connected to the second port of the first heat exchanger, and the second outlet of the first internal heat exchanger is connected to the inlet of the compressor through the second connection point;

[0024] The outlet of the second flow path is connected to the first inlet of the second internal heat exchanger, the second port of the first heat exchanger is also connected to the first inlet of the second internal heat exchanger, the first outlet of the second internal heat exchanger is connected to the inlet of the second heat exchanger through the first expansion device, the outlet of the second heat exchanger is connected to the second inlet of the second internal heat exchanger, and the second outlet of the second internal heat exchanger is connected to the inlet of the compressor through the second connection point;

[0025] The first outlet of the second internal heat exchanger is also connected to the refrigerant inlet of the second two-fluid heat exchanger through a second expansion device, and the refrigerant outlet of the second two-fluid heat exchanger is connected to the second inlet of the second internal heat exchanger.

[0026] In a third aspect, an embodiment of the utility model provides a vehicle, comprising the thermal management air-conditioning heat pump system for a new energy vehicle in the first aspect or any possible implementation of the first aspect, or comprising the thermal management air-conditioning heat pump system for a new energy vehicle in the second aspect.

[0027] The embodiment of the utility model provides a thermal management air-conditioning heat pump system and a vehicle for a new energy vehicle. Through a compressor, a first dual-fluid heat exchanger, a first heat exchanger, a second heat exchanger, a second dual-fluid heat exchanger, a first internal heat exchanger, a second internal heat exchanger, a liquid storage dryer, a first expansion device, a second expansion device, a first flow path that is selectively turned on or off, a second flow path that is selectively turned on or off, and a third flow path that is selectively turned on or off, as well as a connection relationship between various components, a thermal management air-conditioning heat pump system suitable for new energy vehicles can be provided, which can not only meet the lightweight requirements of new energy vehicles, but also increase the refrigerant flow rate. The system can realize multiple modes of operation, can meet the rapid increase in the temperature of the internal airflow, and the system has a high refrigeration performance coefficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0029] Figure 1 It is a structural schematic diagram of a thermal management air conditioning heat pump system for a new energy vehicle provided by an embodiment of the utility model;

[0030] Figure 2 It is a structural schematic diagram of a thermal management air conditioning heat pump system for a new energy vehicle provided by another embodiment of the utility model;

[0031] Figure 3This is a structural schematic diagram of a thermal management air conditioning heat pump system for a new energy vehicle provided by yet another embodiment of the utility model;

[0032] Figure 4 It is a structural schematic diagram of a thermal management air conditioning heat pump system for a new energy vehicle provided by another embodiment of the utility model;

[0033] Figure 5 It is a schematic diagram of the changes in pressure and enthalpy experienced by the refrigerant fluid during the air conditioning refrigeration mode provided by one embodiment of the utility model;

[0034] Figure 6 It is a schematic diagram of the changes in pressure and enthalpy experienced by the refrigerant fluid during the battery cooling mode provided by an embodiment of the utility model;

[0035] Figure 7 It is a schematic diagram of the changes in pressure and enthalpy experienced by the refrigerant fluid during the dual cooling mode provided by an embodiment of the utility model;

[0036] Figure 8 It is a schematic diagram of the changes in pressure and enthalpy experienced by the refrigerant fluid during the heat pump mode provided by an embodiment of the utility model;

[0037] Fig. 9 is a schematic diagram of changes in pressure and enthalpy experienced by a refrigerant fluid during a heat recovery mode provided by an embodiment of the present utility model;

[0038] Fig.10 It is a schematic diagram of the changes in pressure and enthalpy experienced by the refrigerant fluid during the heat pump and heat recovery mode provided by an embodiment of the utility model;

[0039] Fig.11 is a schematic diagram of changes in pressure and enthalpy experienced by a refrigerant fluid during a first dehumidification mode provided by an embodiment of the present utility model;

[0040] Fig.12 is a schematic diagram of changes in pressure and enthalpy experienced by the refrigerant fluid during the second dehumidification mode provided by an embodiment of the present utility model;

[0041] Fig.13 It is a structural schematic diagram of a thermal management air conditioning heat pump system for a new energy vehicle provided by another embodiment of the utility model. DETAILED DESCRIPTION

[0042] In order to enable people in the technical field to better understand the present solution, the technical solution in the embodiment of the present solution will be clearly described below in conjunction with the drawings in the embodiment of the present solution. Obviously, the described embodiment is an embodiment of a part of the present solution, not all of the embodiments. Based on the embodiments in the present solution, all other embodiments obtained by ordinary technicians in the field without creative work should fall within the scope of protection of the present solution.

[0043] The term "including" and any other variations in the specification and claims of this solution and the above drawings mean "including but not limited to", and is intended to cover non-exclusive inclusions and is not limited to the examples listed in the text. In addition, the terms "first" and "second" are used to distinguish different objects, not to describe a specific order.

[0044] The following is a detailed description of the implementation of the present invention in conjunction with the specific drawings:

[0045] Figure 1 This is a schematic diagram of the structure of a thermal management air conditioning heat pump system for a new energy vehicle provided by an embodiment of the utility model. Figure 1 The thermal management air conditioning heat pump system of the new energy vehicle includes: a compressor 1, a first dual-fluid heat exchanger 2, a first heat exchanger 3, a second heat exchanger 4, a second dual-fluid heat exchanger 5, a first internal heat exchanger 6, a second internal heat exchanger 7, a liquid storage dryer 8, a first expansion device 14, a second expansion device 16, a first flow path 22 that is selectively opened or closed, a second flow path 23 that is selectively opened or closed, and a third flow path 24 that is selectively opened or closed;

[0046] The outlet of the compressor 1 is connected to the refrigerant inlet of the first two-fluid heat exchanger 2, the refrigerant outlet of the first two-fluid heat exchanger 2 is connected to the inlet of the liquid storage dryer 8, the outlet of the liquid storage dryer 8 is connected to the inlet of the first flow path 22 and the inlet of the second flow path 23, the outlet of the first flow path 22 is connected to the inlet of the third flow path 24 and the first port of the first heat exchanger 3, the outlet of the second flow path 23 is connected to the first inlet of the first internal heat exchanger 6, the outlet of the third flow path 24 is connected to the second inlet of the first internal heat exchanger 6, the second port of the first heat exchanger 3 is connected to the first inlet of the first internal heat exchanger 6, the first outlet of the first internal heat exchanger 6 is connected to the first inlet of the second internal heat exchanger 7 through the first connection point 18, and the second outlet of the first internal heat exchanger 6 is connected to the inlet of the compressor 1 through the second connection point 19;

[0047] The first outlet of the second internal heat exchanger 7 is connected to the inlet of the second heat exchanger 4 via the first expansion device 14, the outlet of the second heat exchanger 4 is connected to the second inlet of the second internal heat exchanger 7, and the second outlet of the second internal heat exchanger 7 is connected to the inlet of the compressor 1 via the second connection point 19;

[0048] The first outlet of the second internal heat exchanger 7 is also connected to the refrigerant inlet of the second two-fluid heat exchanger 5 through the second expansion device 16 , and the refrigerant outlet of the second two-fluid heat exchanger 5 is connected to the second inlet of the second internal heat exchanger 7 .

[0049] In this embodiment, the first flow path 22, the second flow path 23 and the third flow path 24 can be selectively turned on or off, and whether the first flow path 22, the second flow path 23 and the third flow path 24 are turned on or off can be determined based on the requirements of different operating modes.

[0050] The refrigerant inlet of the first twin fluid heat exchanger 2 and the refrigerant outlet of the first twin fluid heat exchanger 2 are used for circulating refrigerant, i.e., refrigerant. The first twin fluid heat exchanger 2 may also have a heat transfer fluid inlet and a heat transfer fluid outlet, which are used for circulating heat transfer fluid, and the heat transfer fluid may be a coolant. The heat transfer fluid circuit (i.e., the coolant circuit) of the first twin fluid heat exchanger 2 may be connected to a low-temperature radiator to release heat to the outside of the vehicle, or the heat transfer fluid circuit (i.e., the coolant circuit) of the first twin fluid heat exchanger 2 may exchange heat with an in-vehicle heat exchanger, i.e., perform heat exchange with the low-temperature air in the cockpit. The first twin fluid heat exchanger 2 may perform heat exchange between the heat transfer fluid and the refrigerant inside it.

[0051] The second dual-fluid heat exchanger 5 also has a refrigerant inlet, a refrigerant outlet, a heat transfer fluid inlet and a heat transfer fluid outlet, and can perform heat exchange between the heat transfer fluid and the refrigerant inside it.

[0052] The liquid receiver-drier 8 can condense the refrigerant flowing out of the first two-fluid heat exchanger 2 .

[0053] In some possible implementations, the outlet of the second heat exchanger 4 may be connected to the second inlet of the second internal heat exchanger 7 via a first expansion device 14 .

[0054] The embodiment of the present application can provide a thermal management air conditioning heat pump system suitable for new energy vehicles through a compressor 1, a first dual-fluid heat exchanger 2, a first heat exchanger 3, a second heat exchanger 4, a second dual-fluid heat exchanger 5, a first internal heat exchanger 6, a second internal heat exchanger 7, a liquid storage dryer 8, a first expansion device 14, a second expansion device 16, a first flow path 22 that is selectively turned on or off, a second flow path 23 that is selectively turned on or off, and a third flow path 24 that is selectively turned on or off, as well as the connection relationship between each device. The system can not only meet the lightweight requirements of new energy vehicles, but also increase the refrigerant flow rate. The system can realize multiple modes of operation, can meet the rapid increase in the temperature of the internal airflow, and the system has a high refrigeration performance coefficient; in addition, the system uses a liquid storage dryer 8 in conjunction with the first internal heat exchanger 6 and the second internal heat exchanger 7 to replace the gas-liquid separator to ensure superheat, and the first internal heat exchanger 6 is shared by cooling and heating, which can reduce costs.

[0055] In some embodiments, see Figures 2 to 4 , the thermal management air conditioning heat pump system of the new energy vehicle further includes: a third expansion device 15;

[0056] The inlet of the third expansion device 15 is connected to the first outlet of the first internal heat exchanger 6 via the first connection point 18 , and the outlet of the third expansion device 15 is connected to the second port of the first heat exchanger 3 .

[0057] The first expansion device 14, the second expansion device 16, and the third expansion device 15 in the embodiment of the present application can be any device that can achieve an expansion effect, for example, it can be an expansion valve or other expansion devices, and no specific limitation is made here.

[0058] When the third expansion device 15 is in an open state, the flow path where it is located is connected, and when the third expansion device 15 is in a closed state, the flow path where it is located is blocked.

[0059] The embodiment of the present application can provide the thermal management air conditioning heat pump system of the new energy vehicle with more operating modes by adding the third expansion device 15 .

[0060] In some embodiments, see Figures 1 to 4 , the thermal management air conditioning heat pump system of the new energy vehicle further includes: a first check valve 12;

[0061] The second port of the first heat exchanger 3 is connected to the inlet of the first check valve 12 , and the outlet of the first check valve 12 is connected to the first inlet of the first internal heat exchanger 6 and the outlet of the second flow path 23 .

[0062] The first check valve 12 is used to control the flow path so that it can only flow in one direction, that is, the refrigerant flowing out of the second port of the first heat exchanger 3 can flow to the first inlet of the first internal heat exchanger 6, but the refrigerant at the first inlet of the first internal heat exchanger 6 cannot flow to the second port of the first heat exchanger 3, and the refrigerant flowing out of the second flow path 23 also cannot flow to the second port of the first heat exchanger 3.

[0063] In some embodiments, see Figures 1 to 4 , the thermal management air conditioning heat pump system of the new energy vehicle further includes: a second check valve 13;

[0064] The inlet of the second check valve 13 is connected to the outlet of the second heat exchanger 4 , and the outlet of the second check valve 13 is connected to the second inlet of the second internal heat exchanger 7 .

[0065] The second check valve 13 is used to control the flow path so that it can only flow in one direction, that is, the refrigerant flowing out of the outlet of the second heat exchanger 4 can flow to the second inlet of the second internal heat exchanger 7, but the refrigerant at the second inlet of the second internal heat exchanger 7 cannot flow to the outlet of the second heat exchanger 4.

[0066] In some possible implementations, the inlet of the second check valve 13 may be connected to the outlet of the second heat exchanger 4 via the first expansion device 14 .

[0067] The outlet of the second check valve 13 can also be connected to the refrigerant outlet of the second dual-fluid heat exchanger 5 .

[0068] In some embodiments, see Figures 1 to 4 , the thermal management air conditioning heat pump system of the new energy vehicle further includes: a third check valve 21;

[0069] The inlet of the third check valve 21 is connected to the second outlet of the first internal heat exchanger 6 , and the outlet of the third check valve 21 is connected to the inlet of the compressor 1 through the second connecting point 19 .

[0070] See also Figures 1 to 4 , an outlet of the third check valve 21 is connected to the second connection point 19 .

[0071] The third check valve 21 is used to control the flow path so that it can only flow in one direction, that is, the refrigerant flowing out of the second outlet of the first internal heat exchanger 6 can flow to the second connection point 19, but the refrigerant at the second connection point 19 cannot flow to the second outlet of the first internal heat exchanger 6.

[0072] In some embodiments, see Figure 3 A first stop valve 9 may be provided on the first flow path 22 , and a second stop valve 10 may be provided on the second flow path 23 .

[0073] The first stop valve 9 can be used to control the conduction or cutoff of the first flow path 22. When the first stop valve 9 is opened, the first flow path 22 is conducted, and when the first stop valve 9 is closed, the first flow path 22 is cutoff. The second stop valve 10 can be used to control the conduction or cutoff of the second flow path 23. When the second stop valve 10 is opened, the second flow path 23 is conducted, and when the second stop valve 10 is closed, the second flow path 23 is cutoff.

[0074] In another embodiment, see Figure 4 , the thermal management air conditioning heat pump system of the new energy vehicle further includes: a three-way stop valve 20;

[0075] The three-way stop valve 20 is located on the first flow path 22 and the second flow path 23 at the same time. The A port of the three-way stop valve 20 is connected to the outlet of the liquid storage dryer 8, the B port of the three-way stop valve 20 is connected to the first inlet of the first internal heat exchanger 6, and the C port of the three-way stop valve 20 is connected to the inlet of the third flow path 24 and the first port of the first heat exchanger 3.

[0076] The three-way stop valve 20 can control the conduction or cutoff of the first flow path 22, and can also control the conduction or cutoff of the second flow path 23. When the A port and the C port of the three-way stop valve 20 are connected, the first flow path 22 is connected, and when the A port and the C port of the three-way stop valve 20 are cut off, the first flow path 22 is cut off. When the A port and the B port of the three-way stop valve 20 are connected, the second flow path 23 is connected, and when the A port and the B port of the three-way stop valve 20 are cut off, the second flow path 23 is cut off.

[0077] In this embodiment, the three-way stop valve 20 is used to connect or block the first flow path 22 and the second flow path 23, which can reduce costs.

[0078] In some embodiments, see Figure 3 and Figure 4 A third stop valve 11 is provided on the third flow path 24 .

[0079] The third stop valve 11 can be used to control the conduction or cutoff of the third flow path 24. When the third stop valve 11 is opened, the third flow path 24 is conducted, and when the third stop valve 11 is closed, the third flow path 24 is cutoff.

[0080] The thermal management air-conditioning heat pump system for new energy vehicles provided in the embodiment of the present application can effectively improve the energy efficiency of the heat pump system, which is conducive to the promotion of air-conditioning heat pump systems in the field of new energy vehicles; and the system can realize the heat pump and motor waste heat recovery function, the vehicle can achieve energy saving during low-temperature operation, and reduce the cost of the whole vehicle; the cooling mode of the system adopts the form of a dual heat exchanger (i.e., a first dual-fluid heat exchanger 2 and a second dual-fluid heat exchanger 5), and uses a heating heat exchanger to improve the cooling performance.

[0081] By controlling the thermal management air conditioning heat pump system of new energy vehicles, various modes of the thermal management air conditioning heat pump system of new energy vehicles can be realized to meet the various needs of people in the vehicle.

[0082] Below we use the thermal management air conditioning heat pump system of new energy vehicles to achieve different modes, which can specifically include: air conditioning cooling mode, battery cooling mode, dual cooling mode, heat pump mode, heat recovery mode, heat pump and heat recovery mode, first dehumidification mode and second dehumidification mode. Among them, the dual cooling mode is a hybrid mode of the air conditioning cooling mode and the battery cooling mode, and the heat pump and heat recovery mode is a hybrid mode of the heat pump mode and the heat recovery mode.

[0083] See also Figures 1 to 4 When the thermal management air conditioning heat pump system of the new energy vehicle is in the air conditioning cooling mode, the refrigerant flows out of the compressor 1 and enters the first dual-fluid heat exchanger 2. At this time, the coolant circuit of the first dual-fluid heat exchanger 2 is connected to the low-temperature radiator to release heat to the outside of the vehicle; the refrigerant flowing out of the first dual-fluid heat exchanger 2 is condensed by the liquid storage dryer 8, and then enters the first heat exchanger 3 through the first flow path 22. After being condensed by the first heat exchanger 3, it passes through the first internal heat exchanger 6 and the first connection point 18 in turn, and enters the second internal heat exchanger 7 for heat exchange. The refrigerant flowing out of the second internal heat exchanger 7 passes through the first expansion device 14 and enters the second heat exchanger 4 for heat exchange; the refrigerant flowing out of the second heat exchanger 4 passes through the second internal heat exchanger 7 and the second connection point 19 in turn and returns to the compressor 1.

[0084] In the air conditioning cooling mode, the first flow path 22 is in an on state, the second flow path 23 and the third flow path 24 are in an off state, and the third expansion device 15 is in a closed state. The refrigerant performs heat exchange in the second internal heat exchanger 7 to improve performance.

[0085] In the air conditioning cooling mode, the refrigerant flowing out of the second port of the first heat exchanger 3 can enter the first internal heat exchanger 6 through the first check valve 12. The refrigerant flowing out of the second heat exchanger 4 sequentially passes through the second check valve 13, the second internal heat exchanger 7 and the second connection point 19 to return to the compressor 1. The refrigerant exchanges heat in the second heat exchanger 4 to achieve passenger compartment cooling.

[0086] Figure 5The figure shows the changes in pressure and enthalpy experienced by the refrigerant fluid during the air conditioning cooling mode, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase. When the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and the first heat exchanger 3, and transfers the enthalpy value to the external air flow, as shown by arrow 300. The refrigerant flowing out of the first two-fluid heat exchanger 2 and the first heat exchanger 3 is in a pure liquid state, and then the refrigerant fluid enters the second internal heat exchanger 7, and loses enthalpy in the second internal heat exchanger 7, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. Then the high-pressure refrigerant passes through the first expansion device 14, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop shown by arrow 700 and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. The low-pressure refrigerant fluid then passes through the second heat exchanger 4, where it gains enthalpy, as indicated by arrow 800, while cooling the internal air flow. The low-pressure refrigerant fluid then still passes through the second internal heat exchanger 7, where it gains enthalpy, as indicated by arrow 600b, from the high-pressure refrigerant fluid passing through the second internal heat exchanger 7, and crosses the saturation curve X, which causes it to switch to a gaseous state, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0087] See also Figures 1 to 4 When the thermal management air conditioning heat pump system of the new energy vehicle is in the battery cooling mode, the refrigerant flows out of the compressor 1 and enters the first dual-fluid heat exchanger 2. At this time, the coolant circuit of the first dual-fluid heat exchanger 2 is connected to the low-temperature radiator to release heat to the outside of the vehicle; the refrigerant flowing out of the first dual-fluid heat exchanger 2 is condensed by the liquid storage dryer 8, and then enters the first heat exchanger 3 through the first flow path 22. After being condensed by the first heat exchanger 3, it passes through the first internal heat exchanger 6 and the first connection point 18 in sequence, and enters the second internal heat exchanger 7 for heat exchange. The refrigerant flowing out of the second internal heat exchanger 7 passes through the second expansion device 16 and enters the second dual-fluid heat exchanger 5. After the second dual-fluid heat exchanger 5 cools the high-temperature heat transfer fluid, it passes through the second internal heat exchanger 7 and the second connection point 19 and returns to the compressor 1.

[0088] In the battery cooling mode, the first flow path 22 is in the on state, the second flow path 23 and the third flow path 24 are in the off state, and the third expansion device 15 is in the closed state. The refrigerant performs heat exchange in the second internal heat exchanger 7 to improve performance. The refrigerant flowing out of the second port of the first heat exchanger 3 can enter the first internal heat exchanger 6 through the first check valve 12.

[0089] Figure 6The changes in pressure and enthalpy experienced by the refrigerant fluid during the battery cooling mode are shown, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase. When the refrigerant fluid passes through the compressor 1, the refrigerant fluid is compressed, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and the first heat exchanger 3, and transfers the enthalpy value to the external air flow, as shown by arrow 300. The refrigerant flowing out of the first two-fluid heat exchanger 2 and the first heat exchanger 3 is in a pure liquid state, and then the refrigerant fluid enters the second internal heat exchanger 7, and loses enthalpy in the second internal heat exchanger 7, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. The high-pressure refrigerant then passes through the second expansion device 16, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop shown by arrow 1800 and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. The low-pressure refrigerant fluid then passes through the second two-fluid heat exchanger 5 and obtains enthalpy in the second two-fluid heat exchanger 5, as shown by arrow 1700, while cooling the heat transfer fluid. The low-pressure refrigerant fluid then passes through the second internal heat exchanger 7, obtains enthalpy as shown by arrow 600b from the high-pressure refrigerant fluid passing through the second internal heat exchanger 7 and crosses the saturation curve X, which causes its temperature to rise and the enthalpy value to increase, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0090] See also Figures 1 to 4 When the thermal management air conditioning heat pump system of the new energy vehicle is in the dual cooling mode, the refrigerant flows out of the compressor 1 and enters the first dual fluid heat exchanger 2. At this time, the coolant circuit of the first dual fluid heat exchanger 2 is connected to the low-temperature radiator to release heat to the outside of the vehicle; the refrigerant flowing out of the first dual fluid heat exchanger 2 is condensed by the liquid storage dryer 8, and then enters the first heat exchanger 3 through the first flow path 22. After being condensed by the first heat exchanger 3, it passes through the first internal heat exchanger 6 and the first connection point 18 to enter the second internal heat exchanger 7. The refrigerant flowing out of the second internal heat exchanger 7 is divided into two paths; one of which passes through the second expansion device 16 to enter the second dual fluid heat exchanger 5 to cool the heat transfer fluid; the other passes through the first expansion device 14 to enter the second heat exchanger 4 for heat exchange to achieve passenger compartment cooling, and the refrigerant flowing out of the second heat exchanger 4 is merged with the refrigerant flowing out of the second dual fluid heat exchanger 5. The merged refrigerant passes through the second internal heat exchanger 7 for heat exchange and then returns to the compressor 1.

[0091] In the dual cooling mode, the first flow path 22 is in an on state, the second flow path 23 and the third flow path 24 are in an off state, and the third expansion device 15 is in a closed state. The refrigerant performs heat exchange in the second internal heat exchanger 7, which can improve performance.

[0092] In the dual cooling mode, the refrigerant flowing out of the second port of the first heat exchanger 3 can enter the first internal heat exchanger 6 through the first check valve 12. The refrigerant flowing out of the second heat exchanger 4 passes through the second check valve 13 and merges with the refrigerant flowing out of the second dual-fluid heat exchanger 5. The refrigerant exchanges heat in the second heat exchanger 4 to achieve passenger compartment cooling.

[0093] Figure 7 The change of pressure and enthalpy experienced by the refrigerant fluid during the dual cooling mode is shown, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase. When the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first dual fluid heat exchanger 2 and the first heat exchanger 3, and transfers the enthalpy value to the external air flow, as shown by arrow 300. The refrigerant flowing out of the first heat exchanger 3 is in a pure liquid state, and then the refrigerant fluid enters the second internal heat exchanger 7, and loses enthalpy in the second internal heat exchanger 7, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. Then one of the high-pressure refrigerants passes through the second expansion device 16, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop as shown by arrow 1800, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. Then the low-pressure refrigerant fluid passes through the second two-fluid heat exchanger 5, where it gains enthalpy, as shown by arrow 1700. The other high-pressure refrigerant passes through the first expansion device 14, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop as shown by arrow 300 and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at a low pressure. The low-pressure refrigerant fluid passes through the second heat exchanger 4, where it gains enthalpy, as shown by arrow 800, while cooling the internal air flow. The low-pressure refrigerant fluid then passes through the second internal heat exchanger 7, where it gains enthalpy as shown by arrow 600b from the high-pressure refrigerant fluid passing through the second internal heat exchanger 7 and crosses the saturation curve X, which causes its temperature to rise and the enthalpy value to increase, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0094] See also Figures 1 to 4When the thermal management air conditioning heat pump system of the new energy vehicle is in the heat pump mode, the refrigerant flows out of the compressor 1 and enters the first dual-fluid heat exchanger 2. At this time, the coolant side of the first dual-fluid heat exchanger 2 exchanges heat with the in-vehicle heat exchanger; the refrigerant flowing out of the first dual-fluid heat exchanger 2 passes through the liquid storage dryer 8 and the second flow path 23 and enters the first internal heat exchanger 6, and heat exchange is performed in the first internal heat exchanger 6; the refrigerant flowing out of the first internal heat exchanger 6 passes through the first connection point 18 and the third expansion device 15 and enters the first heat exchanger 3, and absorbs external heat in the first heat exchanger 3; the refrigerant flowing out of the first heat exchanger 3 passes through the third flow path 24, the first internal heat exchanger 6 and the second connection point 19 in sequence and then returns to the compressor 1.

[0095] In the heat pump mode, the first flow path 22 is in a cut-off state, the second flow path 23 and the third flow path 24 are in a conducting state, and the third expansion device 15 is in an open state.

[0096] In some possible implementations, in the heat pump mode, the refrigerant flowing out from the first port of the first heat exchanger 3 passes through the third flow path 24, the first internal heat exchanger 6, the third check valve 21 and the second connection point 19 in sequence and then returns to the compressor 1.

[0097] Figure 8 1 shows the changes in pressure and enthalpy experienced by the refrigerant fluid during the heat pump mode, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase, and when the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and transfers the enthalpy value to the cockpit, as shown by arrow 1000. The refrigerant flowing out of the first two-fluid heat exchanger 2 is in a pure liquid state, and then the refrigerant fluid enters the first internal heat exchanger 6 and loses enthalpy in the first internal heat exchanger 6, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. The high-pressure refrigerant then passes through the third expansion device 15, and the high-pressure refrigerant fluid experiences an isotropic pressure drop as shown by arrow 1600, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. The low-pressure refrigerant fluid then passes through the first heat exchanger 3 and obtains enthalpy in the first heat exchanger 3, as shown by arrow 300. The low-pressure refrigerant fluid then passes through the first internal heat exchanger 6, obtains enthalpy as shown by arrow 600b from the high-pressure refrigerant fluid passing through the first internal heat exchanger 6, and crosses the saturation curve X, which causes its temperature to rise and the enthalpy value to increase, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0098] See also Figures 1 to 4When the thermal management air conditioning heat pump system of the new energy vehicle is in the heat recovery mode, the refrigerant flows out of the compressor 1 and enters the first dual-fluid heat exchanger 2. At this time, the coolant side of the first dual-fluid heat exchanger 2 exchanges heat with the in-vehicle heat exchanger; the refrigerant flowing out of the first dual-fluid heat exchanger 2 passes through the liquid storage dryer 8, the second flow path 23, the first internal heat exchanger 6 and the first connection point 18 to enter the second internal heat exchanger 7; the refrigerant flowing out of the second internal heat exchanger 7 passes through the second expansion device 16 to enter the second dual-fluid heat exchanger 5; the refrigerant flowing out of the second dual-fluid heat exchanger 5 passes through the second internal heat exchanger 7, and returns to the compressor 1 after heat exchange in the second internal heat exchanger 7.

[0099] Among them, the heat recovery mode can also be called waste heat recovery mode.

[0100] In the heat recovery mode, the first flow path 22 and the third flow path 24 are in a blocked state, the second flow path 23 is in a connected state, and the third expansion device 15 is in a closed state. The refrigerant absorbs heat in the second two-fluid heat exchanger 5 .

[0101] Fig. 9 1 shows the changes in pressure and enthalpy experienced by the refrigerant fluid during the heat recovery mode, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase, and when the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and transfers the enthalpy value to the cockpit, as shown by arrow 1000. The refrigerant flowing out of the first two-fluid heat exchanger 2 is in a pure liquid state, and then the refrigerant fluid enters the second internal heat exchanger 7 and loses enthalpy in the second internal heat exchanger 7, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. The high-pressure refrigerant then passes through the second expansion device 16, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop as shown by arrow 1800, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. The low-pressure refrigerant fluid then passes through the second two-fluid heat exchanger 5, where it gains enthalpy, as indicated by arrow 1700. The low-pressure refrigerant fluid then passes through the second internal heat exchanger 7, where it gains enthalpy as indicated by arrow 600b from the high-pressure refrigerant fluid passing through the second internal heat exchanger 7, and crosses the saturation curve X, which causes its temperature to rise and the enthalpy value to increase, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0102] See also Figures 1 to 4When the heat management air conditioning heat pump system of the new energy vehicle is in the heat pump and heat recovery mode, the refrigerant flows out of the compressor 1 and enters the first two-fluid heat exchanger 2. At this time, the coolant side of the first two-fluid heat exchanger 2 exchanges heat with the in-vehicle heat exchanger; the refrigerant flowing out of the first two-fluid heat exchanger 2 passes through the liquid storage dryer 8 and the second flow path 23 and enters the first internal heat exchanger 6, and heat exchange is performed in the first internal heat exchanger 6; the refrigerant flowing out of the first internal heat exchanger 6 is divided into two paths at the first connection point 18; one path passes through the third expansion device 15 and enters the first heat exchanger 3, absorbs external heat in the first heat exchanger 3, and the refrigerant flowing out of the first heat exchanger 3 passes through the third flow path 24 and the first internal heat exchanger 6 to reach the second connection point 19; the other path passes through the second internal heat exchanger 7 and the second expansion device 16 and enters the second two-fluid heat exchanger 5, and the refrigerant flowing out of the second two-fluid heat exchanger 5 passes through the second internal heat exchanger 7 to reach the second connection point 19; the refrigerant merged at the second connection point 19 returns to the compressor 1.

[0103] In the heat pump and heat recovery mode, the first flow path 22 is in a closed state, the second flow path 23 and the third flow path 24 are in a conducting state, and the third expansion device 15 is in an open state. The refrigerant absorbs heat in the second two-fluid heat exchanger 5 to increase the refrigerant temperature. The refrigerant performs heat exchange in the first internal heat exchanger 6 and the second internal heat exchanger 7.

[0104] In some possible implementations, in the heat pump and heat recovery modes, the refrigerant flowing out of the first heat exchanger 3 passes through the third flow path 24 , the first internal heat exchanger 6 and the third check valve 21 and reaches the second connection point 19 .

[0105] Fig.10The figure shows the changes in pressure and enthalpy experienced by the refrigerant fluid during the heat pump and heat recovery modes, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase. When the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and transfers the enthalpy value to the cockpit, as shown by arrow 1000. The refrigerant flowing out of the first two-fluid heat exchanger 2 is in a pure liquid state, and then the refrigerant fluid enters the first internal heat exchanger 6 and the second internal heat exchanger 7, and loses enthalpy in the first internal heat exchanger 6 and the second internal heat exchanger 7, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. Then the high-pressure refrigerant passes through the second expansion device 16, and the high-pressure refrigerant fluid experiences an isotropic pressure drop as shown by arrow 1800, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. Then the low-pressure refrigerant fluid passes through the second two-fluid heat exchanger 5 and obtains enthalpy in the second two-fluid heat exchanger 5, as shown by arrow 1700. The other high-pressure refrigerant passes through the third expansion device 15, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop as shown by arrow 1600, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at a low pressure. Then the low-pressure refrigerant fluid passes through the first heat exchanger 3 and obtains enthalpy in the first heat exchanger 3, as shown by arrow 300. The two low-pressure refrigerant fluids merge at the second connection point 19, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0106] See also Figures 1 to 4 When the thermal management air conditioning heat pump system of the new energy vehicle is in the first dehumidification mode, the refrigerant flows out of the compressor 1 and enters the first dual-fluid heat exchanger 2. At this time, the coolant side of the first dual-fluid heat exchanger 2 exchanges heat with the in-vehicle heat exchanger; the refrigerant flowing out of the first dual-fluid heat exchanger 2 passes through the liquid storage dryer 8, the second flow path 23, the first internal heat exchanger 6 and the first connection point 18 to enter the second internal heat exchanger 7, and heat is exchanged in the second internal heat exchanger 7. The refrigerant flowing out of the second internal heat exchanger 7 passes through the first expansion device 14 and enters the second heat exchanger 4 to dehumidify the interior of the vehicle; the refrigerant flowing out of the second heat exchanger 4 passes through the second internal heat exchanger 7 and the second connection point 19 and returns to the compressor 1.

[0107] In the first dehumidification mode, the first flow path 22 and the third flow path 24 are in a cut-off state, the second flow path 23 is in a conducting state, and the third expansion device 15 is in a closed state.

[0108] In some possible implementations, in the first dehumidification mode, the refrigerant flowing out of the second heat exchanger 4 returns to the compressor 1 through the second check valve 13 , the second internal heat exchanger 7 and the second connection point 19 .

[0109] Fig.11 The changes in pressure and enthalpy experienced by the refrigerant fluid during the first dehumidification mode are shown, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase, and when the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and transfers the enthalpy value to the cockpit, as shown by arrow 1000. The refrigerant flowing out of the first two-fluid heat exchanger 2 is in a pure liquid state, and then the refrigerant fluid enters the second internal heat exchanger 7 and loses enthalpy in the second internal heat exchanger 7, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. The high-pressure refrigerant then passes through the first expansion device 14, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop shown by arrow 700 and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. The low-pressure refrigerant fluid then passes through the second heat exchanger 4 and obtains enthalpy in the second heat exchanger 4, as shown at 800. Passing through the second internal heat exchanger 7, the low-pressure refrigerant fluid obtains enthalpy as shown by arrow 600b from the high-pressure refrigerant fluid passing through the second internal heat exchanger 7, and crosses the saturation curve X, which causes its temperature to rise and the enthalpy value to increase, and then the low-pressure refrigerant fluid returns to the compressor 1.

[0110] See also Figures 1 to 4 When the thermal management air conditioning heat pump system of the new energy vehicle is in the second dehumidification mode, the refrigerant flows out of the compressor 1 and enters the first dual-fluid heat exchanger 2. At this time, the coolant side of the first dual-fluid heat exchanger 2 exchanges heat with the in-vehicle heat exchanger; the refrigerant flowing out of the first dual-fluid heat exchanger 2 passes through the liquid storage dryer 8 and the second flow path 23 to enter the first internal heat exchanger 6, and heat exchange is performed in the first internal heat exchanger 6; the refrigerant flowing out of the first internal heat exchanger 6 is divided into two paths at the first connection point 18; one path passes through the second internal heat exchanger 7 and the first expansion device 14 to enter the second heat exchanger 4, and heat is exchanged in the second heat exchanger 4 to reduce the humidity in the cockpit, and the refrigerant flowing out of the second heat exchanger 4 passes through the second internal heat exchanger 7 to reach the second connection point 19; the other path passes through the third expansion device 15, the first heat exchanger 3, the third flow path 24 and the first internal heat exchanger 6 to reach the second connection point 19; the refrigerant merged at the second connection point 19 returns to the compressor 1.

[0111] In the second dehumidification mode, the first flow path 22 is in a closed state, the second flow path 23 and the third flow path 24 are in a conducting state, and the third expansion device 15 is in an open state.

[0112] In some possible implementations, in the second dehumidification mode, the refrigerant flowing out of the second heat exchanger 4 sequentially passes through the second check valve 13 and the second internal heat exchanger 7 to reach the second connection point 19. The other path sequentially passes through the third expansion device 15, the first heat exchanger 3, the third flow path 24, the first internal heat exchanger 6 and the third check valve 21 to reach the second connection point 19.

[0113] Fig.12 The change of pressure and enthalpy experienced by the refrigerant fluid during the second dehumidification mode is shown, and the curve X represents the saturated state of the refrigerant fluid. The refrigerant fluid entering the compressor 1 is in the gas phase. When the refrigerant fluid passes through the compressor 1, the refrigerant fluid undergoes compression, as shown by arrow 100, and the refrigerant fluid is at high pressure at this time. The refrigerant fluid at high pressure then enters the first two-fluid heat exchanger 2 and transfers the enthalpy value to the cockpit, as shown by arrow 1000. The refrigerant flowing out of the first two-fluid heat exchanger 2 is in a pure liquid state, and then the refrigerant fluid enters the first internal heat exchanger 6 and loses enthalpy in the first internal heat exchanger 6, as shown by arrow 600a, and the enthalpy is transferred to the low-pressure refrigerant fluid, as shown by arrow 600b. Then one of the high-pressure refrigerants passes through the second internal heat exchanger 7 through the first expansion device 14, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop as shown by arrow 700, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at low pressure. Then the low-pressure refrigerant fluid passes through the second heat exchanger 4 and obtains enthalpy in the second heat exchanger 4, as shown by arrow 800. The other high-pressure refrigerant passes through the third expansion device 15, and the high-pressure refrigerant fluid experiences an isenthalpic pressure drop as shown by arrow 1800, and crosses the saturation curve X, which causes it to switch to a mixture state of gas and liquid and be at a low pressure. Then the low-pressure refrigerant fluid passes through the first heat exchanger 3 and obtains enthalpy in the first heat exchanger 3, as shown by arrow 1700. Then the low-pressure refrigerant fluid passes through the first internal heat exchanger 6, obtains enthalpy as shown by arrow 600b from the high-pressure refrigerant fluid passing through the first internal heat exchanger 6, and crosses the saturation curve X, which causes its temperature to rise and the enthalpy value to increase, and then the refrigerant flowing out of the first internal heat exchanger 6 and the refrigerant flowing out of the second internal heat exchanger 7 merge, and finally return to the compressor 1.

[0114] It should be noted that the above-mentioned mode is the main working mode of the thermal management air-conditioning heat pump system for new energy vehicles provided in this application. The working modes not mentioned in this application but can be achieved by the thermal management air-conditioning heat pump system for new energy vehicles provided by this application also fall within the scope of protection of this application.

[0115] The embodiment of the present application also provides another thermal management air conditioning heat pump system for new energy vehicles, which has the same components as the aforementioned system but has different connection relationships and can still achieve the same beneficial effects.

[0116] See also Fig.13 The thermal management air conditioning heat pump system of the new energy vehicle includes: a compressor 1, a first dual-fluid heat exchanger 2, a first heat exchanger 3, a second heat exchanger 4, a second dual-fluid heat exchanger 5, a first internal heat exchanger 6, a second internal heat exchanger 7, a liquid storage dryer 8, a first expansion device 14, a second expansion device 16, a first flow path 22 that is selectively opened or closed, a second flow path 23 that is selectively opened or closed, and a third flow path 24 that is selectively opened or closed;

[0117] The outlet of the compressor 1 is connected to the refrigerant inlet of the first two-fluid heat exchanger 2, the refrigerant outlet of the first two-fluid heat exchanger 2 is connected to the inlet of the liquid storage dryer 8, the outlet of the liquid storage dryer 8 is connected to the inlet of the first flow path 22 and the first connection point 18, the outlet of the first flow path 22 is connected to the inlet of the third flow path 24 and the first port of the first heat exchanger 3, the first connection point 18 connects the first inlet of the first internal heat exchanger 6 and the inlet of the second flow path 23, the outlet of the third flow path 24 is connected to the second inlet of the first internal heat exchanger 6, the first outlet of the first internal heat exchanger 6 is connected to the second port of the first heat exchanger 3, and the second outlet of the first internal heat exchanger 6 is connected to the inlet of the compressor 1 through the second connection point 19;

[0118] The outlet of the second flow path 23 is connected to the first inlet of the second internal heat exchanger 7, the second port of the first heat exchanger 3 is also connected to the first inlet of the second internal heat exchanger 7, the first outlet of the second internal heat exchanger 7 is connected to the inlet of the second heat exchanger 4 through the first expansion device 14, the outlet of the second heat exchanger 4 is connected to the second inlet of the second internal heat exchanger 7, and the second outlet of the second internal heat exchanger 7 is connected to the inlet of the compressor 1 through the second connection point 19;

[0119] The first outlet of the second internal heat exchanger 7 is also connected to the refrigerant inlet of the second two-fluid heat exchanger 5 through the second expansion device 16 , and the refrigerant outlet of the second two-fluid heat exchanger 5 is connected to the second inlet of the second internal heat exchanger 7 .

[0120] In some embodiments, the thermal management air conditioning heat pump system of the new energy vehicle further includes: a third expansion device 15 ; the first outlet of the first internal heat exchanger 6 is connected to the second port of the first heat exchanger 3 through the third expansion device 15 .

[0121] In some embodiments, the thermal management air conditioning heat pump system of the new energy vehicle also includes: a first check valve 12; the inlet of the first check valve 12 is connected to the second port of the first heat exchanger 3, and the outlet of the first check valve 12 is connected to the first inlet of the second internal heat exchanger 7 and the outlet of the second flow path 23.

[0122] In some embodiments, the thermal management air conditioning heat pump system of the new energy vehicle also includes: a second check valve 13; the inlet of the second check valve 13 is connected to the outlet of the second heat exchanger 4, and the outlet of the second check valve 13 is connected to the second inlet of the second internal heat exchanger 7.

[0123] In some embodiments, the thermal management air conditioning heat pump system of the new energy vehicle also includes: a third check valve 21; the inlet of the third check valve 21 is connected to the second outlet of the first internal heat exchanger 6, and the outlet of the third check valve 21 is connected to the second connection point 19.

[0124] In some embodiments, a first stop valve 9 is disposed on the first flow path 22 , a second stop valve 10 is disposed on the second flow path 23 , and a third stop valve 11 is disposed on the third flow path 24 .

[0125] Fig.13 The detailed description of the thermal management air conditioning heat pump system for the new energy vehicle shown can be found in the detailed description of the aforementioned embodiment and will not be repeated here.

[0126] It should be noted that Fig.13 The thermal management air conditioning heat pump system of the new energy vehicle shown is the same as the aforementioned Figures 1 to 4 The thermal management air conditioning heat pump system of the new energy vehicle shown has the same working mode, but it can be adaptively changed based on different connection relationships, which will not be repeated here.

[0127] Corresponding to the thermal management air-conditioning heat pump system of the above-mentioned new energy vehicles, an embodiment of the utility model also provides a vehicle, including the thermal management air-conditioning heat pump system of the new energy vehicle provided by any of the above embodiments, and having the beneficial effects of the thermal management air-conditioning heat pump system of any of the above-mentioned new energy vehicles.

[0128] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A thermal management air conditioning heat pump system for new energy vehicles, characterized in that: include: A compressor (1), a first two-fluid heat exchanger (2), a first heat exchanger (3), a second heat exchanger (4), a second two-fluid heat exchanger (5), a first internal heat exchanger (6), a second internal heat exchanger (7), a liquid storage dryer (8), a first expansion device (14), a second expansion device (16), a first flow path (22) that is selectively opened or closed, a second flow path (23) that is selectively opened or closed, and a third flow path (24) that is selectively opened or closed; The outlet of the compressor (1) is connected to the refrigerant inlet of the first dual-fluid heat exchanger (2), the refrigerant outlet of the first dual-fluid heat exchanger (2) is connected to the inlet of the liquid storage dryer (8), the outlet of the liquid storage dryer (8) is connected to the inlet of the first flow path (22) and the inlet of the second flow path (23), the outlet of the first flow path (22) is connected to the inlet of the third flow path (24) and the first port of the first heat exchanger (3), the outlet of the second flow path (23) is connected to the first inlet of the first internal heat exchanger (6), the outlet of the third flow path (24) is connected to the second inlet of the first internal heat exchanger (6), the second port of the first heat exchanger (3) is connected to the first inlet of the first internal heat exchanger (6), the first outlet of the first internal heat exchanger (6) is connected to the first inlet of the second internal heat exchanger (7) through a first connection point (18), and the second outlet of the first internal heat exchanger (6) is connected to the inlet of the compressor (1) through a second connection point (19); The first outlet of the second internal heat exchanger (7) is connected to the inlet of the second heat exchanger (4) via the first expansion device (14), the outlet of the second heat exchanger (4) is connected to the second inlet of the second internal heat exchanger (7), and the second outlet of the second internal heat exchanger (7) is connected to the inlet of the compressor (1) via the second connection point (19); The first outlet of the second internal heat exchanger (7) is also connected to the refrigerant inlet of the second dual-fluid heat exchanger (5) through the second expansion device (16), and the refrigerant outlet of the second dual-fluid heat exchanger (5) is connected to the second inlet of the second internal heat exchanger (7).

2. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: Also includes: a third expansion device (15); The inlet of the third expansion device (15) is connected to the first outlet of the first internal heat exchanger (6) through a first connection point (18), and the outlet of the third expansion device (15) is connected to the second port of the first heat exchanger (3).

3. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: Also includes: A first check valve (12); The second port of the first heat exchanger (3) is connected to the inlet of the first check valve (12), and the outlet of the first check valve (12) is connected to the first inlet of the first internal heat exchanger (6) and the outlet of the second flow path (23).

4. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: Also includes: A second check valve (13); The inlet of the second check valve (13) is connected to the outlet of the second heat exchanger (4), and the outlet of the second check valve (13) is connected to the second inlet of the second internal heat exchanger (7).

5. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: Also includes: A third check valve (21); The inlet of the third check valve (21) is connected to the second outlet of the first internal heat exchanger (6), and the outlet of the third check valve (21) is connected to the inlet of the compressor (1) through the second connection point (19).

6. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: The first flow path (22) is provided with a first stop valve (9).

7. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: A second stop valve (10) is provided on the second flow path (23).

8. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: Also includes: Tee Stop valve (20); The three-way stop valve (20) is located on both the first flow path (22) and the second flow path (23); port A of the three-way stop valve (20) is connected to the outlet of the liquid storage dryer (8); port B of the three-way stop valve (20) is connected to the first inlet of the first internal heat exchanger (6); and port C of the three-way stop valve (20) is connected to the inlet of the third flow path (24) and the first port of the first heat exchanger (3).

9. The thermal management air conditioning heat pump system for new energy vehicles according to claim 1, characterized in that: The third flow path (24) is provided with a third stop valve (11).

10. A vehicle, characterized in that: A thermal management air conditioning heat pump system for a new energy vehicle comprising the thermal management air conditioning heat pump system as described in any one of claims 1 to 9.

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