Indirect heat exchange heat management system based on eight-way and five-way water valves

Abstract

The utility model discloses an indirect heat exchange heat management system based on an eight-way water valve and a five-way water valve. The indirect heat exchange heat management system comprises a refrigerant loop, the eight-way water valve and the five-way water valve. The refrigerant loop is composed of a compressor, a water-cooling condenser, a liquid storage tank, a throttling expansion valve and a plate type evaporator, the output end of the compressor is connected with the refrigerant input end of the water-cooling condenser, and the refrigerant output end of the water-cooling condenser is connected with the refrigerant input end of the plate type evaporator after passing through the liquid storage tank and the throttling expansion valve; the refrigerant output end of the plate-type evaporator is connected with the input end of the compressor; according to the indirect heat exchange heat management system provided by the utility model, the problems of smooth switching of flow directions of secondary refrigerants in various modes and adjustment and distribution of the flow are solved; the functions are rich; the integrated design with a refrigerant valve terminal is small in size; the flow direction and the flow distribution of a secondary refrigerant can be adjusted through a rotary water valve so as to meet the loop functions of refrigeration, heating, dehumidification, battery heating, battery forced cooling, battery low-temperature heat dissipation, battery temperature balance self-circulation, waste heat recovery and the like; the heat management system is connected into a whole through the eight-way valve, energy of all loops can be effectively conveyed to a proper place, energy loss is reduced, and therefore the endurance mileage of a vehicle is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of thermal management systems for new energy vehicles, and in particular to an indirect heat exchange thermal management system based on eight-way and five-way water valves. Background Art

[0002] Currently, the thermal management systems of new energy vehicles primarily use R134a and R1234yf as refrigerants. R134a has an ODP of 0 but a GWP of 1300. R1234yf has an ODP of 0 and a GWP of 4, but is very expensive, making it difficult to widely use. Due to the Kigali Amendment, R134a will be gradually phased out. Currently, the main alternative refrigerants available are R744 and R290. R744 has an ODP of 0 and a GWP of 1. R290 has an ODP of 0 and a GWP of 3.3. Because the R744 system has a relatively high operating pressure, high requirements for various system components, and difficulty in development, systems using R290 are relatively easier to implement in new energy vehicles. However, R290 also has drawbacks: it is prone to combustion and explosion, and the charge level must be controlled within a certain range. Existing automotive R290 systems generally use refrigerant for secondary heat exchange, but these refrigerant systems are relatively complex and have limited functionality. This utility model utilizes an eight-way water valve and a water valve to achieve smooth switching between various modes. Integrated with the refrigerant valve island, it offers a rich functionality and a compact size, solving the problems of switching refrigerant flow direction and regulating and distributing flow. Current R290 thermal management systems offer poor heating capacity at low temperatures, often requiring the use of a WPTC (water-heated positive temperature coefficient thermistor) heating system to increase heating capacity. Utility Model Content

[0003] The purpose of the utility model is to provide an indirect heat exchange thermal management system based on eight-way and five-way water valves to overcome the shortcomings of the prior art.

[0004] To achieve the above objectives, the present invention provides the following technical solutions:

[0005] The present application discloses an indirect heat exchange thermal management system for new energy vehicles based on eight-way and five-way water valves, comprising a refrigerant circuit, including an eight-way water valve and a five-way water valve;

[0006] The refrigerant circuit consists of a compressor, a water-cooled condenser, a liquid storage tank, a throttling expansion valve and a plate evaporator. The output end of the compressor is connected to the refrigerant input end of the water-cooled condenser. The refrigerant output end of the water-cooled condenser is connected to the refrigerant input end of the plate evaporator after passing through the liquid storage tank and the throttling expansion valve. The refrigerant output end of the plate evaporator is connected to the input end of the compressor.

[0007] The eight-way water valve includes 8 valve ports a to h, wherein the valve port a of the eight-way water valve is connected to the input end of the electric drive assembly, the valve port b is connected to the input end of the power battery, the valve port c is connected to the valve port h, the valve port d is connected to the input end of the air-conditioning heater, the valve port e is connected to the refrigerant output end of the water-cooled condenser, the valve port f is connected to the input end of the front-end radiator, the valve port g is connected to the refrigerant output end of the plate evaporator, and the valve port h is connected to the valve port c and the input end of the air-conditioning refrigerator; the five-way water valve includes 5 valve ports 1, 2a, 2b, 3 and 4, wherein the valve port 1 of the five-way water valve is connected to the refrigerant input end of the water-cooled condenser, the valve port 2a is connected to the output end of the power battery, the valve port 2b is connected to the output end of the air-conditioning refrigerator, the valve port 3 is connected to the refrigerant input end of the plate evaporator, and the valve port 4 is connected to the output end of the electric drive assembly;

[0008] The output end of the front-end radiator is connected to the input end of the electric drive assembly; the output end of the air-conditioning heater core is connected to the refrigerant input end of the water-cooled condenser.

[0009] Preferably, the valve port a of the eight-way water valve forms a passage with the valve ports b, c, d, e, g and h respectively; the valve port f forms a passage with the valve ports g, h, b, c, d and e respectively; the valve port b forms a passage with the valve ports a, c, d, e and f respectively; the valve port c forms a passage with the valve ports a, b, d, e and f respectively; the valve port d forms a passage with the valve ports a, b, c, e and f respectively; the valve port e forms a passage with the valve ports a, b, c, d and f respectively; the valve port g forms a passage with the valve ports h, a and f respectively; the valve port h forms a passage with the valve ports a, f and g respectively.

[0010] Preferably, the valve port 1 of the five-way water valve forms a passage with the valve ports 2a, 2b and 4 respectively; the valve port 2a forms a passage with the valve ports 1 and 3 respectively; the valve port 2b forms a passage with the valve ports 1 and 3 respectively, and the valve port 3 forms a passage with the valve ports 2a, 2b and 4 respectively.

[0011] Preferably, a cooling water pump is provided at the coolant input end of the plate evaporator.

[0012] Preferably, a hot water pump is provided at the refrigerant input end of the water-cooled condenser.

[0013] Preferably, a battery water pump is provided at the input end of the power battery.

[0014] Preferably, a bypass circuit is provided at the compressor, the input end and the output end of the bypass circuit are respectively connected to the output end and the input end of the compressor, and a bypass valve is provided on the bypass circuit.

[0015] Preferably, the valve port b of the eight-way water valve is also connected to the output end of the power battery.

[0016] Beneficial effects of the utility model:

[0017] 1. The indirect heat exchange thermal management system proposed in this utility model solves the problems of smooth switching of refrigerant flow direction in various modes, as well as flow regulation and distribution. It is rich in functions and has a compact size integrated with the refrigerant valve island. It can adjust the refrigerant flow direction and flow distribution by rotating the water valve to meet the circuit functions of cooling, heating, dehumidification, battery heating, battery forced cooling, battery low-temperature heat dissipation, battery temperature balancing self-circulation, and waste heat recovery. The thermal management system is connected into a whole through the eight-way valve, which can effectively transmit the energy of each circuit to the appropriate place, reduce energy loss, and thus extend the vehicle's cruising range. The hot gas bypass cycle proposed in this utility model can increase the heating capacity in low-temperature conditions and meet heating needs without the need for WPTC, which can reduce manufacturing costs and carbon emissions.

[0018] 2. The 8-way water valve proposed by the present invention can realize the following functions inside: port a can form 6 passages with port b, port c, port d, port e, port g, and port h; port f can also form 6 passages with port g, port h, port b, port c, port d, and port e; port b can form 5 passages with port a, port c, port d, port e, and port f; port d can form 5 passages with port a, port b, port d, port e, and port f; port e can form 5 passages with port a, port b, port c, port d, and port f; port g can form 3 passages with port h, port a, and port f; port h can form 3 passages with port a, port f, and port g, totaling 19 passages, which makes it possible to reduce the number of water valves, improve system integration, reduce component size, and reduce cost; and realize energy scheduling of conventional heat pumps and electric drive battery thermal systems;

[0019] 3. The water loop of the utility model only uses two main water pumps and one battery circuit compensation water pump to achieve the normal operation of single passenger compartment cooling, passenger compartment and battery mixed cooling, passenger compartment heating and dehumidification, passenger compartment heat pump heating, battery forced cooling, battery low-temperature heat dissipation, battery heating, battery module temperature balancing self-circulation, waste heat recovery, electric drive and electronic control heat dissipation, electric drive and electronic control waste heat recovery, and electric drive heating battery. Compared with other indirect heat exchange systems that require the use of three main water pumps, it has low power and low cost.

[0020] The features and advantages of the present invention will be described in detail through embodiments with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a structural diagram of an indirect heat exchange thermal management system for new energy vehicles based on eight-way and five-way water valves in this utility model;

[0022] Figure 2 This is a schematic diagram of the operation of a single passenger compartment cooling mode according to an embodiment of the present invention;

[0023] Figure 3 This is a schematic diagram of the operation of the passenger compartment and battery hybrid cooling mode of an embodiment of the present utility model;

[0024] Figure 4 This is a schematic diagram of the operation of the battery forced cooling mode of an embodiment of the present utility model;

[0025] Figure 5 This is a schematic diagram of the operation of the passenger compartment heating and dehumidification mode of an embodiment of the present utility model;

[0026] Figure 6 This is a schematic diagram of the operation of the passenger compartment heat pump heating mode according to an embodiment of the present utility model;

[0027] Figure 7 This is a schematic diagram of the operation of the hot gas bypass heating mode of an embodiment of the present utility model;

[0028] Figure 8 This is a schematic diagram of the operation of the battery heating mode of an embodiment of the present utility model;

[0029] Figure 9 This is a schematic diagram of the operation of the electric drive and electric control heat dissipation mode of an embodiment of the utility model;

[0030] Figure 10 This is a schematic diagram of the operation of the battery module temperature equalization self-circulation mode according to an embodiment of the present utility model;

[0031] Figure 11 This is a schematic diagram of the operation of the battery low-temperature heat dissipation mode of an embodiment of the utility model;

[0032] Figure 12 This is a schematic diagram of the operation of the waste heat recovery mode of an embodiment of the present utility model;

[0033] Figure 13 This is a schematic diagram of the operation of the electric drive and electric control waste heat recovery mode of an embodiment of the utility model;

[0034] Figure 14 This is a schematic diagram of the operation of the electric drive heating battery mode of an embodiment of the present utility model. DETAILED DESCRIPTION

[0035] To make the objectives, technical solutions, and advantages of the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and examples. However, it should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the scope of the present invention. Furthermore, descriptions of known structures and technologies are omitted in the following description to avoid unnecessary confusion regarding the concepts of the present invention.

[0036] See Figure 1, the embodiment of the utility model provides an indirect heat exchange thermal management system for new energy vehicles based on eight-way and five-way water valves, including a refrigerant circuit, including an eight-way water valve and a five-way water valve;

[0037] The refrigerant circuit consists of a compressor, a water-cooled condenser, a liquid storage tank, a throttling expansion valve and a plate evaporator. The output end of the compressor is connected to the refrigerant input end of the water-cooled condenser. The refrigerant output end of the water-cooled condenser is connected to the refrigerant input end of the plate evaporator after passing through the liquid storage tank and the throttling expansion valve. The refrigerant output end of the plate evaporator is connected to the input end of the compressor.

[0038] The eight-way water valve includes 8 valve ports a to h, wherein the valve port a of the eight-way water valve is connected to the input end of the electric drive assembly, the valve port b is connected to the input end of the power battery, the valve port c is connected to the valve port h, the valve port d is connected to the input end of the air-conditioning heater, the valve port e is connected to the refrigerant output end of the water-cooled condenser, the valve port f is connected to the input end of the front-end radiator, the valve port g is connected to the refrigerant output end of the plate evaporator, and the valve port h is connected to the valve port c and the input end of the air-conditioning refrigerator; the five-way water valve includes 5 valve ports 1, 2a, 2b, 3 and 4, wherein the valve port 1 of the five-way water valve is connected to the refrigerant input end of the water-cooled condenser, the valve port 2a is connected to the output end of the power battery, the valve port 2b is connected to the output end of the air-conditioning refrigerator, the valve port 3 is connected to the refrigerant input end of the plate evaporator, and the valve port 4 is connected to the output end of the electric drive assembly;

[0039] The output end of the front-end radiator is connected to the input end of the electric drive assembly; the output end of the air-conditioning heater core is connected to the refrigerant input end of the water-cooled condenser.

[0040] In a feasible embodiment, the valve port a of the eight-way water valve forms a passage with the valve ports b, c, d, e, g and h respectively; the valve port f forms a passage with the valve ports g, h, b, c, d and e respectively; the valve port b forms a passage with the valve ports a, c, d, e and f respectively; the valve port c forms a passage with the valve ports a, b, d, e and f respectively; the valve port d forms a passage with the valve ports a, b, c, e and f respectively; the valve port e forms a passage with the valve ports a, b, c, d and f respectively; the valve port g forms a passage with the valve ports h, a and f respectively; the valve port h forms a passage with the valve ports a, f and g respectively.

[0041] In a feasible embodiment, the valve port 1 of the five-way water valve forms a passage with the valve ports 2a, 2b and 4 respectively; the valve port 2a forms a passage with the valve ports 1 and 3 respectively; the valve port 2b forms a passage with the valve ports 1 and 3 respectively, and the valve port 3 forms a passage with the valve ports 2a, 2b and 4 respectively.

[0042] In a feasible embodiment, a cooling water pump is provided at the refrigerant input end of the plate-type evaporator, a hot water pump is provided at the refrigerant input end of the water-cooled condenser, and a battery water pump is provided at the input end of the power battery.

[0043] In a feasible embodiment, a bypass circuit is provided at the compressor, the input end and the output end of the bypass circuit are respectively connected to the output end and the input end of the compressor, and a bypass valve is provided on the bypass circuit.

[0044] In a feasible embodiment, the valve port b of the eight-way water valve is also connected to the output end of the power battery.

[0045] This utility model is an indirect heat exchange thermal management system for new energy vehicles based on eight-way and five-way water valves, including the following 12 operating methods:

[0046] (1) R290 heat pump system forced cooling:

[0047] a. Single passenger compartment cooling mode: see Figure 2 After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor and discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the coolant. After the coolant temperature rises, it flows into the e port of the eight-way valve and flows out from the f port, and then enters the front radiator to release heat to the atmosphere. After the coolant temperature drops, it flows through the electric drive assembly to absorb part of the heat and then enters the 4 port of the five-way valve and flows out from the 1 port and then enters the hot water pump, and then enters the water-cooled condenser again. This cycle repeats to transfer the heat of the refrigerant to the atmosphere; on the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion chamber through the liquid storage tank The valve EXV throttling expansion valve is a low-temperature, low-pressure gas-liquid two-phase refrigerant, which then enters the plate evaporator Chiller to absorb the heat of the refrigerant and vaporize into a low-temperature, low-pressure gaseous refrigerant, and then enters the compressor to be compressed again into a high-temperature, high-pressure gaseous refrigerant, and the cycle is repeated to replicate the cooling capacity; the refrigerant that absorbs heat in the Chiller has its temperature lowered and then enters the eight-way valve through the g port and flows out from the h port, and then enters the air-conditioning refrigerator to absorb heat from the passenger compartment air and its temperature rises, and then flows into the 2b port of the five-way valve and flows out from the 3 port to enter the cooling water pump, and finally enters the Chiller again. The cycle is repeated to continuously take away the heat from the passenger compartment air to cool it down.

[0048] b. Passenger compartment and battery hybrid cooling mode: see Figure 3After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor. It is discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the refrigerant. After the refrigerant temperature rises, it flows into the e port of the eight-way valve and flows out from the f port, and then enters the front radiator to release heat to the atmosphere. After the refrigerant temperature drops, it flows through the electric drive assembly to absorb part of the heat and then enters the 4 port of the five-way valve and flows out from the 1 port and then enters the hot water pump, and then enters the water-cooled condenser again. This cycle is repeated to transfer the heat of the refrigerant to the atmosphere; on the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion valve EXV throttling expansion valve through the liquid storage tank to become a low-temperature and low-pressure gas-liquid two-phase refrigerant, and then enters the Chiller to absorb the heat of the refrigerant and vaporize into a low-temperature and low-pressure gas. The refrigerant then enters the compressor and is compressed again into a high-temperature and high-pressure gaseous refrigerant, and the cycle is repeated to extract cooling capacity; the refrigerant that absorbs heat in the Chiller drops in temperature and enters the eight-way valve through port g and flows out from port h, then splits into two paths, one of which enters the air-conditioning refrigerator to absorb heat from the passenger compartment air and the temperature rises, then flows into port 2b of the five-way valve and flows out from port 3 to enter the cooling water pump, and finally enters the Chiller again, and the cycle repeats, continuously removing heat from the passenger compartment air to cool it down; the other path enters port c of the eight-way valve and flows out from port b through the battery water pump into the power battery assembly, absorbs heat and the temperature rises, then flows out from port 2a of the five-way valve and flows out from port 3 to enter the cooling water pump, and enters the Chiller again, and the cycle repeats, continuously removing heat from the power battery to cool it down.

[0049] c. Battery forced cooling: See Figure 4After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor. It is discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the coolant. After the coolant temperature rises, it flows into the e port of the eight-way valve and flows out from the f port, and then enters the front radiator to release heat to the atmosphere. After the coolant temperature drops, it flows through the electric drive assembly to absorb part of the heat and then enters the 4 port of the five-way valve and flows out from the 1 port and then enters the hot water pump, and then enters the water-cooled condenser again. This cycle is repeated to transfer the heat of the refrigerant to the atmosphere. On the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion valve through the liquid storage tank. The EXV throttling expansion valve is a low-temperature, low-pressure gas-liquid two-phase refrigerant, which then enters the Chiller to absorb the heat of the coolant and vaporizes into a low-temperature, low-pressure gaseous refrigerant. It then enters the compressor to be compressed again into a high-temperature, high-pressure gaseous refrigerant, and the cycle repeats to take cold air. The coolant that absorbs heat in the Chiller drops in temperature and enters the eight-way valve through port g and flows out from port h. It then enters port c of the eight-way valve and flows out from port b. It flows into the power battery assembly through the battery water pump and absorbs heat, where its temperature rises. It then flows out from port 3 through port 2a of the five-way valve and enters the cooling water pump again, and enters the Chiller again. This cycle repeats to continuously take away the heat from the power battery for cooling it down.

[0050] (2) R290 heat pump system forced heating:

[0051] a. Heating and dehumidification of passenger compartment: see Figure 5After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor and discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the refrigerant. After the refrigerant temperature rises, it flows into the e port of the eight-way valve and flows out from the d port, and then enters the air conditioning heater to release heat to the passenger compartment air. After the refrigerant temperature drops, it flows into the water-cooled condenser again through the hot water pump, and the cycle repeats to take heat and heat the passenger compartment air. On the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion valve EXV throttling expansion valve through the liquid storage tank as a low-temperature and low-pressure gas-liquid two-phase refrigerant, and then enters the Chiller to absorb the heat of the refrigerant and vaporize into a low-temperature and low-pressure gas refrigerant, and then enters the compressor to be compressed again into a high-temperature and high-pressure gas. The refrigerant circulates in this way to obtain cooling capacity; the refrigerant that absorbs heat in the Chiller drops in temperature and enters through port g and then splits into two paths. One path flows out from port h of the eight-way valve, enters the air-conditioning refrigerator to absorb heat from the air in the passenger compartment and its temperature rises, then flows into port 2b of the five-way valve and flows out from port 3 to enter the cooling water pump, and finally enters the Chiller again. This cycle repeats continuously to remove heat and moisture from the air in the passenger compartment to cool and dehumidify it; the other path flows out from port f of the eight-way valve, absorbs atmospheric heat through the front radiator and its temperature rises, then absorbs heat through the electric drive assembly and flows into port 4 of the five-way valve and flows out from port 3 to enter the cooling water pump, and then enters the Chiller again. This cycle repeats continuously to improve the quality of heat from the atmosphere and the electric drive assembly and transfer it to the passenger compartment.

[0052] b. Passenger cabin heat pump heating: see Figure 6 After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor and discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the refrigerant. After the refrigerant temperature rises, it flows into the e port of the eight-way valve and flows out from the d port, and then enters the air conditioning heater to release heat to the passenger compartment air. After the refrigerant temperature drops, it flows into the water-cooled condenser again through the hot water pump, and the cycle is repeated to take heat and heat the passenger compartment air. On the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion valve EXV throttling expansion valve through the liquid storage tank to form a low-temperature and low-pressure gas-liquid two-phase The refrigerant then enters the Chiller to absorb the heat of the coolant and vaporize into a low-temperature, low-pressure gaseous refrigerant. It then enters the compressor and is compressed again into a high-temperature, high-pressure gaseous refrigerant. This cycle is repeated to extract heat. After the coolant that releases heat in the Chiller drops in temperature, it enters the eight-way valve through port g and flows out through port f, absorbing heat from the atmosphere through the front radiator. After that, its temperature rises. It then absorbs heat from the electric drive assembly and flows in through port 4 of the five-way valve, flows out from port 3, enters the cooling water pump, and enters the Chiller again. This cycle is repeated, and the heat from the atmosphere and the electric drive assembly is improved in quality through the heat pump and then transferred to the passenger compartment to generate heat.

[0053] c. Hot gas bypass heating: see Figure 7 After the compressor starts, the low-temperature, low-pressure two-phase refrigerant mixes with the high-temperature, low-pressure gaseous refrigerant and is sucked into the compressor, where it is compressed into high-temperature, high-pressure refrigerant vapor. This refrigerant is then divided into two paths: one path is discharged to the water-cooled condenser, releasing heat and condensing into room-temperature, high-pressure liquid refrigerant; the other path bypasses the compressor and is depressurized, returning to the compressor intake. Simultaneously, this heat is transferred to the secondary refrigerant, raising its temperature before flowing into port e of the eight-way valve and out through port d. It then enters the air conditioning heater, releasing heat to the passenger compartment air. After the secondary refrigerant cools down, it flows through the hot water pump back into the water-cooled condenser, repeating the cycle to heat the passenger compartment air. Meanwhile, the room-temperature, high-pressure liquid refrigerant mentioned above passes through the liquid storage tank and enters the electronic expansion valve EXV throttling expansion valve as a low-temperature, low-pressure, gas-liquid two-phase refrigerant. It then passes through the chiller, absorbing a small amount of heat and vaporizing into a higher-dryness, low-temperature, low-pressure gas-liquid two-phase refrigerant. It then enters the compressor, mixing with the low-pressure, high-temperature gaseous refrigerant, becoming a superheated saturated vapor that is compressed again into a high-temperature, high-pressure gaseous refrigerant, repeating the cycle to heat the passenger compartment air. After the refrigerant releases heat in the Chiller, its temperature drops and it flows into the eight-way valve through the g port and out through the f port of the eight-way valve. After absorbing the heat from the atmosphere through the front radiator, its temperature rises. Then, after absorbing the heat from the electric drive assembly, it flows into the cooling water pump through the 4 port of the five-way valve and out through the 3 port, and then enters the Chiller again. This cycle repeats continuously, and the heat from the atmosphere and the electric drive assembly is upgraded through the high-quality electricity input into the heat pump and then transferred to the passenger compartment to generate heat.

[0054] It should be noted that when the ambient temperature is low, the evaporation pressure and evaporation temperature of the heat pump system decrease. At this time, the refrigerant specific volume increases, and the mass of refrigerant compressed by the compressor per unit time decreases rapidly, that is, the mass flow rate decreases rapidly, the enthalpy of the refrigerant per unit mass increases, and the compressor exhaust temperature soars, but the heating capacity decreases. This is because the heating capacity is the product of the mass flow rate and the enthalpy value of the refrigerant. One multiplier decreases and the other multiplier increases slightly, resulting in a decrease in the heating capacity of the product of the two. The low-pressure, high-temperature refrigerant that bypasses the return air intake of the bypass valve and mixes with the low-temperature, low-pressure refrigerant that returns through the electronic expansion valve reduces the specific volume of the refrigerant, increases the mass flow rate of the refrigerant passing through the compressor, and increases the compression power of the compressor, thereby increasing the heating capacity.

[0055] d. Battery heating mode: see Figure 8After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor and discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the coolant. After the coolant temperature rises, it flows into the e port of the eight-way valve and flows out from the b port. Then it enters the power battery assembly through the battery water pump to release heat to the power battery. After the coolant temperature drops, it flows into the water-cooled condenser again through the hot water pump. This cycle repeats to take heat and heat the power battery. On the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion valve EXV throttling expansion valve through the liquid storage tank. The refrigerant then enters the Chiller to absorb the heat of the coolant and vaporize into a low-temperature, low-pressure gaseous refrigerant. It then enters the compressor to be compressed again into a high-temperature, high-pressure gaseous refrigerant, and the cycle repeats to take cooling capacity. After the coolant that absorbs heat in the Chiller drops in temperature, it enters the eight-way valve through the g port and flows out through the f port of the front radiator to absorb heat from the atmosphere and then its temperature rises. It then absorbs heat from the electric drive assembly and flows in through the 4 port of the five-way valve and flows out from the 3 port into the cooling water pump, and then enters the Chiller again. The cycle repeats itself, and the heat from the atmosphere and the electric drive assembly is then transferred to the power battery to increase its temperature after being upgraded by the heat pump.

[0056] (3) Natural cooling:

[0057] a. Electric drive and electronic control cooling: see Figure 9 After the vehicle is started, the coolant enters the electric drive assembly, absorbing heat and raising its temperature. It then enters the five-way valve through port 4, exits through port 3, enters the cooling water pump, passes through the chiller, and then flows through port g of the eight-way valve and out through port f. It then enters the front-end heat exchanger, releasing heat to the atmosphere, where its temperature decreases. Finally, it enters the electric drive assembly again, absorbing heat, and this cycle repeats continuously to cool the electric drive assembly. In this mode, no heat exchange occurs between the coolant flowing through the chiller and the water-cooled condenser.

[0058] b. Battery module temperature balancing self-circulation: see Figure 10 After the vehicle is started, the coolant enters the electric drive assembly, absorbing heat and raising its temperature. It then enters the five-way valve through port 4, exits through port 3, enters the cooling water pump, passes through the chiller, and then flows through port g of the eight-way valve and out through port a. It then enters the electric drive assembly, absorbing heat again, and this cycle repeats, continuously raising the temperature of the electric drive assembly. In this mode, no heat is exchanged between the coolant flowing through the chiller and the water-cooled condenser.

[0059] c. Battery low temperature heat dissipation: refer to Figure 11After the vehicle is started, the coolant enters the power battery assembly, absorbing heat and raising its temperature. It then enters the five-way valve through port 2a, exits through port 3, enters the cooling water pump, passes through the chiller, and then flows through port g of the eight-way valve and exits through port f. It then enters the front-end evaporator, releasing heat and lowering its temperature. It then enters the electric drive assembly, absorbing some heat, enters port 4 of the five-way valve again, and exits through port 1, entering the hot water pump. It then enters the water-cooled condenser, then enters port e of the eight-way valve again, exits through port b, and enters the battery water pump. Finally, it returns to the power battery assembly, repeating this cycle to continuously lower the power battery temperature. In this mode, no heat is exchanged between the coolant flowing through the chiller and the water-cooled condenser.

[0060] (4) Waste heat recovery:

[0061] a. Waste heat recovery: see Figure 12 After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor and discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the refrigerant. After the refrigerant temperature rises, it flows into the e port of the eight-way valve and is divided into two paths. One path flows out from the d port and then enters the air conditioning heater to release heat to the passenger compartment air. After the refrigerant temperature drops, it flows into the water-cooled condenser again through the hot water pump, and the cycle is repeated to take heat and heat the passenger compartment air; the other path flows out from the b port and enters the power battery assembly through the battery water pump. After the refrigerant temperature drops, it flows into the water-cooled condenser again through the hot water pump, and the cycle is repeated to take heat and heat the power battery; the other path On the one hand, the normal temperature and high pressure liquid refrigerant mentioned above enters the electronic expansion valve EXV throttling expansion valve through the liquid storage tank to become a low temperature and low pressure gas-liquid two-phase refrigerant, and then enters the Chiller to absorb the heat of the coolant and vaporize into a low temperature and low pressure gaseous refrigerant, and then enters the compressor to be compressed again into a high temperature and high pressure gaseous refrigerant, and the cycle is repeated to obtain cooling capacity; the coolant that absorbs heat in the Chiller drops in temperature and enters the eight-way valve a port through the g port and flows out through the electric drive assembly, and then absorbs heat and flows into the five-way valve 4 port and flows out from the 3 port into the cooling water pump, and enters the Chiller again. The cycle is repeated and the heat of the atmosphere and the electric drive assembly is improved by the heat pump and then transferred to the passenger compartment and power battery to generate heat.

[0062] b. Electric drive and electronic control waste heat recovery: see Figure 13After the compressor is started, the low-temperature and low-pressure refrigerant vapor is sucked into the compressor and compressed into high-temperature and high-pressure refrigerant vapor and discharged to the water-cooled condenser to release heat and condense into normal-temperature and high-pressure liquid refrigerant. At the same time, the heat is transferred to the coolant. After the coolant temperature rises, it flows into the e port of the eight-way valve and then flows out from the b port. It enters the power battery assembly through the battery water pump. After the coolant temperature drops, it flows into the water-cooled condenser again through the hot water pump to be heated. This cycle is repeated to take heat and heat the power battery. On the other hand, the normal-temperature and high-pressure liquid refrigerant mentioned above enters the electronic expansion valve EXV throttling expansion valve through the liquid storage tank It is a low-temperature, low-pressure gas-liquid two-phase refrigerant, which then enters the Chiller to absorb the heat of the refrigerant and vaporizes into a low-temperature, low-pressure gaseous refrigerant. It then enters the compressor to be compressed again into a high-temperature, high-pressure gaseous refrigerant, and the cycle repeats to obtain cooling capacity. After the refrigerant that absorbs heat in the Chiller drops in temperature, it enters the eight-way valve a port through the g port and flows out through the electric drive assembly. After absorbing heat, it flows into the 4 port of the five-way valve and flows out from the 3 port into the cooling water pump, and enters the Chiller again. The cycle repeats continuously, and the heat of the electric drive assembly is improved in quality through the heat pump and then transferred to the power battery to generate heat.

[0063] c. Electric drive heating battery: see Figure 14 After the vehicle is started, the coolant enters the electric drive assembly, absorbing heat and rising in temperature. It then enters the five-way valve through port 4, exits through port 1, enters the hot water pump, passes through the water-cooled condenser, and flows from port e of the eight-way valve to port a. After the pressure is increased by the battery water pump, it enters the power battery assembly to heat the power battery. The coolant then flows through port 2a of the five-way valve, exits through port 3, and enters the cooling water pump again. It then passes through the chiller and enters port g of the eight-way valve, exiting through port a, and enters the electric drive assembly again to absorb heat. This cycle repeats, continuously heating the power battery until the temperature reaches the target. In this mode, no heat is exchanged between the coolant flowing through the chiller and the water-cooled condenser.

[0064] The utility model discloses an R290 indirect heat exchange thermal management system for new energy vehicles. The system has 12 modes (single passenger compartment cooling, passenger compartment and battery mixed cooling, passenger compartment heating and dehumidification, passenger compartment heat pump heating, battery forced cooling, battery low-temperature heat dissipation, battery heating, battery module temperature balancing and self-circulation, waste heat recovery, electric drive and electronic control heat dissipation, electric drive and electronic control waste heat recovery, and electric drive heating battery).

[0065] The R290 refrigerant can be isolated from the passenger compartment, and the R290 heat pump is integrated with the valve island to minimize the refrigerant charge and reduce the risk of flammability and explosion. The indoor cooler and the front radiator pipes use low-pressure refrigerant, which reduces component costs. Compared with traditional heat pumps, waste heat recovery improves the safety factor and COP, making it more environmentally friendly and energy-saving.

[0066] Compared to existing indirect heat exchange thermal management systems, the proposed indirect heat exchange thermal management system has an additional hot gas bypass loop when operating in heat pump heating mode, which can increase the system's heating capacity at low ambient temperatures. The specific principle is that when the ambient temperature is low, the heat pump system's evaporation pressure drops, and the corresponding evaporation temperature drops. At this time, the refrigerant's specific volume increases, and the mass of refrigerant compressed by the compressor per unit time drops rapidly, that is, the mass flow rate drops rapidly, the unit mass refrigerant enthalpy increases, and the compressor exhaust temperature soars, but the heating capacity decreases. This is because the heating capacity is the product of the refrigerant's mass flow rate and enthalpy value. One multiplier drops rapidly while the other increases slightly, resulting in a decrease in the product of the two, i.e., the heating capacity. The low-pressure, high-temperature refrigerant that bypasses the return air intake through the bypass valve and mixes with the low-temperature, low-pressure refrigerant that returns through the electronic expansion valve reduces the refrigerant's specific volume, increases the mass flow rate of the refrigerant passing through the compressor, and increases the compressor's compression power, thereby increasing the heating capacity.

[0067] The water loop uses only two main water pumps and one battery loop compensation water pump to achieve normal operation of single passenger compartment cooling, passenger compartment and battery mixed cooling, passenger compartment heating and dehumidification, passenger compartment heat pump heating, battery forced cooling, battery low-temperature heat dissipation, battery heating, battery module temperature balancing self-circulation, waste heat recovery, electric drive and electronic control heat dissipation, electric drive and electronic control waste heat recovery, and electric drive heating battery. Compared with other indirect heat exchange systems that require three main water pumps, it has lower power and cost.

[0068] This utility model is designed for the R290 system while also taking into account compatibility with R134a and R1234yf. The above three refrigerants can be used normally in this utility model. It only needs to add the corresponding lubricating oil in advance according to the refrigerant to be charged, and no changes are required to the parts.

[0069] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements or improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An indirect heat exchange thermal management system based on eight-way and five-way water valves, including a refrigerant circuit, characterized in that: Including eight-way water valve and five-way water valve; The refrigerant circuit consists of a compressor, a water-cooled condenser, a liquid storage tank, a throttling expansion valve and a plate evaporator. The output end of the compressor is connected to the refrigerant input end of the water-cooled condenser. The refrigerant output end of the water-cooled condenser is connected to the refrigerant input end of the plate evaporator after passing through the liquid storage tank and the throttling expansion valve. The refrigerant output end of the plate evaporator is connected to the input end of the compressor. The eight-way water valve includes 8 valve ports a to h, wherein the valve port a of the eight-way water valve is connected to the input end of the electric drive assembly, the valve port b is connected to the input end of the power battery, the valve port c is connected to the valve port h, the valve port d is connected to the input end of the air-conditioning heater, the valve port e is connected to the refrigerant output end of the water-cooled condenser, the valve port f is connected to the input end of the front-end radiator, the valve port g is connected to the refrigerant output end of the plate evaporator, and the valve port h is connected to the valve port c and the input end of the air-conditioning refrigerator; the five-way water valve includes 5 valve ports 1, 2a, 2b, 3 and 4, wherein the valve port 1 of the five-way water valve is connected to the refrigerant input end of the water-cooled condenser, the valve port 2a is connected to the output end of the power battery, the valve port 2b is connected to the output end of the air-conditioning refrigerator, the valve port 3 is connected to the refrigerant input end of the plate evaporator, and the valve port 4 is connected to the output end of the electric drive assembly; The output end of the front-end radiator is connected to the input end of the electric drive assembly; the output end of the air-conditioning heater core is connected to the refrigerant input end of the water-cooled condenser.

2. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: The valve port a of the eight-way water valve forms a passage with the valve ports b, c, d, e, g and h respectively; the valve port f forms a passage with the valve ports g, h, b, c, d and e respectively; the valve port b forms a passage with the valve ports a, c, d, e and f respectively; the valve port c forms a passage with the valve ports a, b, d, e and f respectively; the valve port d forms a passage with the valve ports a, b, c, e and f respectively; the valve port e forms a passage with the valve ports a, b, c, d and f respectively; the valve port g forms a passage with the valve ports h, a and f; and the valve port h forms a passage with the valve ports a, f and g respectively.

3. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: The valve port 1 of the five-way water valve forms a passage with the valve ports 2a, 2b and 4 respectively; the valve port 2a forms a passage with the valve ports 1 and 3 respectively; the valve port 2b forms a passage with the valve ports 1 and 3 respectively, and the valve port 3 forms a passage with the valve ports 2a, 2b and 4 respectively.

4. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: A cooling water pump is provided at the coolant input end of the plate-type evaporator.

5. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: A hot water pump is provided at the refrigerant input end of the water-cooled condenser.

6. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: A battery water pump is provided at the input end of the power battery.

7. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: The compressor is provided with a bypass circuit, the input end and the output end of the bypass circuit are respectively connected to the output end and the input end of the compressor, and the bypass circuit is provided with a bypass valve.

8. The indirect heat exchange thermal management system based on eight-way and five-way water valves according to claim 1, characterized in that: The valve port b of the eight-way water valve is also connected to the output end of the power battery.

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