Direct-cooling and direct-heating heat pump heat management system

Abstract

The utility model relates to the technical field of automobile heat management, and discloses a direct-cooling and direct-heating heat pump heat management system which comprises a passenger compartment heat pump system and a battery cold plate direct-cooling and direct-heating system. And the passenger compartment heat pump system is used for heating, refrigerating or dehumidifying the passenger compartment. The battery cold plate direct-cooling and direct-heating system comprises a heat regenerator and a battery cold plate, the heat regenerator is provided with a first flow channel and a second flow channel, one end of the first flow channel is communicated with a refrigerant outlet of a compressor of the passenger compartment heat pump system, the other end of the first flow channel is communicated with a refrigerant inlet of the battery cold plate, and one end of the second flow channel is communicated with a refrigerant outlet of the battery cold plate. And the other end is communicated with a refrigerant inlet of the compressor. The direct-cooling and direct-heating heat pump heat management system not only has the conventional function of an automobile heat pump heat management system, but also enables a refrigerant passing through the battery cold plate to exchange heat with a refrigerant about to pass through the battery cold plate by utilizing the heat regenerators arranged in front of and behind the battery cold plate, so that the heat exchange performance of the battery cold plate can be improved, and the temperature uniformity of the battery can be improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive thermal management technology, and in particular to a direct cooling and direct heating heat pump thermal management system. Background Technology

[0002] New energy vehicle battery thermal management employs a direct refrigerant cooling and heating system, transforming battery heating and cooling from indirect heat exchange with the refrigerant to direct heat exchange to improve system heat exchange efficiency and, to some extent, reduce the number of system components and cost. However, it also presents challenges, such as high superheat at the battery cold plate inlet and poor battery temperature uniformity when directly heating the battery, and high refrigerant dryness at the battery cold plate inlet and poor heat exchange performance of the battery cold plate when directly cooling the battery.

[0003] Therefore, there is an urgent need for a direct cooling and direct heating heat pump thermal management system to solve the above problems. Utility Model Content

[0004] The purpose of this utility model is to provide a direct cooling and direct heating heat pump thermal management system that improves the heat exchange performance of the battery cold plate, enhances the battery temperature uniformity, and also has the conventional functions of an automotive heat pump thermal management system.

[0005] Based on the above concept, the technical solution adopted by this utility model is as follows:

[0006] A direct-cooling / direct-heating heat pump thermal management system is provided, comprising:

[0007] Passenger compartment heat pump systems are used to heat, cool, or dehumidify the passenger compartment of a vehicle.

[0008] The battery cold plate direct cooling and heating system includes a regenerator and a battery cold plate. The regenerator has a first flow channel and a second flow channel. One end of the first flow channel is connected to the refrigerant outlet of the compressor of the passenger cabin heat pump system, and the other end is connected to the refrigerant inlet of the battery cold plate. One end of the second flow channel is connected to the refrigerant outlet of the battery cold plate, and the other end is connected to the refrigerant inlet of the compressor.

[0009] Optionally, the passenger cabin heat pump system includes a compressor, an evaporator, a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, a second expansion valve, and a third expansion valve. The refrigerant outlet of the compressor, the plate heat exchanger, the external heat exchanger, the first expansion valve, the second expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a first main pipeline.

[0010] The third expansion valve, the first flow channel, the battery cold plate, and the second flow channel are connected in sequence through a first branch pipeline. One end of the first branch pipeline is connected to the first main pipeline between the first expansion valve and the second expansion valve, and the other end is connected to the refrigerant inlet of the compressor.

[0011] Optionally, the passenger cabin heat pump system includes a compressor, a condenser, a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, and a third expansion valve. The refrigerant outlet of the compressor, the condenser, the first expansion valve, the external heat exchanger, the plate heat exchanger, the gas-liquid separator, and the refrigerant inlet of the compressor are connected through a second main pipeline.

[0012] The first flow channel, the battery cold plate, the second flow channel, and the third expansion valve are connected through a second branch pipeline. One end of the second branch pipeline is connected to the second main pipeline between the first expansion valve and the condenser, and the other end of the second branch pipeline is connected to the refrigerant outlet of the compressor.

[0013] Optionally, the passenger cabin heat pump system includes a compressor, an evaporator, a gas-liquid separator, a second expansion valve, and a third expansion valve. The refrigerant outlet of the compressor, the first flow channel, the battery cold plate, the second flow channel, the third expansion valve, the second expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a third pipeline.

[0014] Optionally, the passenger cabin heat pump system includes a compressor, an evaporator, a condenser, a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, a second expansion valve, and a third expansion valve. The refrigerant outlet of the compressor, the condenser, the third expansion valve, the first flow channel, the battery cold plate, the second flow channel, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a fourth pipeline.

[0015] Optionally, the passenger cabin heat pump system includes a compressor, an evaporator, a condenser, a gas-liquid separator, a second expansion valve, and a third expansion valve. The refrigerant outlet of the compressor, the condenser, the second expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a fifth main pipeline.

[0016] The third expansion valve, the first flow channel, the battery cold plate, and the second flow channel are connected through a fifth branch pipe. One end of the fifth branch pipe is connected to the fifth main pipe between the condenser and the second expansion valve, and the other end of the fifth branch pipe is connected to the refrigerant inlet of the compressor.

[0017] Optionally, the passenger cabin heat pump system includes a compressor, an evaporator, a condenser, a gas-liquid separator, a second expansion valve, and a third expansion valve. The refrigerant outlet of the compressor, the condenser, the second expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a sixth main pipeline.

[0018] The first flow channel, the battery cold plate, the second flow channel, and the third expansion valve are connected in sequence through a sixth branch pipe. One end of the sixth branch pipe is connected to the sixth main pipe between the condenser and the second expansion valve, and the other end of the sixth branch pipe is connected to the refrigerant outlet of the compressor.

[0019] Optionally, the direct cooling and direct heating heat pump thermal management system also includes a motor heat recovery system, which includes a motor, a low-temperature radiator, and a water pump;

[0020] The motor and the water pump are connected to the plate heat exchanger of the passenger cabin heat pump system through a first cooling circuit, or the motor, the water pump, and the low-temperature radiator are connected to the plate heat exchanger of the passenger cabin heat pump system through a second cooling circuit.

[0021] Optionally, the direct cooling and direct heating heat pump thermal management system further includes a cooling fan for dissipating heat from the plate heat exchanger and the low-temperature radiator.

[0022] Optionally, the direct cooling and direct heating heat pump thermal management system further includes a blower for accelerating airflow at the evaporator and condenser of the passenger cabin heat pump system.

[0023] The beneficial effects of this utility model are as follows:

[0024] This utility model proposes a direct-cooling and direct-heating heat pump thermal management system, including a passenger compartment heat pump system and a battery cold plate direct-cooling and direct-heating system. It not only improves the heat exchange performance of the battery cold plate and enhances battery temperature uniformity, but also possesses the conventional functions of an automotive heat pump thermal management system. Specifically, the passenger compartment heat pump system is used for cooling, heating, or dehumidifying the passenger compartment of the vehicle. The battery cold plate direct-cooling and direct-heating system includes a regenerator and a battery cold plate. The regenerator has a first flow channel and a second flow channel. One end of the first flow channel is connected to the refrigerant outlet of the compressor in the passenger compartment heat pump system, and the other end is connected to the refrigerant inlet of the battery cold plate. One end of the second flow channel is connected to the refrigerant outlet of the battery cold plate, and the other end is connected to the refrigerant inlet of the compressor. By utilizing the regenerators positioned before and after the battery cold plate, heat exchange occurs between the refrigerant that has passed through the battery cold plate and the refrigerant about to pass through it, simultaneously handling both direct cooling and direct heating conditions of the battery cold plate. When the battery cold plate is directly heated, the superheat of the refrigerant at the inlet of the first flow channel can be reduced to improve the uniformity of heat exchange of the battery pack by the battery cold plate. When the battery cold plate is directly cooled, the dryness of the refrigerant at the inlet of the first flow channel can be reduced to improve the heat exchange performance of the battery cold plate and enhance the cooling efficiency of the battery pack. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the direct cooling and direct heating heat pump thermal management system provided in this embodiment of the utility model;

[0026] Figure 2 This is a schematic diagram of the passenger cabin cooling and battery cold plate direct cooling mode provided in this embodiment of the utility model;

[0027] Figure 3 This is a schematic diagram of the passenger cabin heating and battery cold plate direct heating mode provided in this embodiment of the utility model;

[0028] Figure 4 This is a schematic diagram of the passenger cabin cooling and battery cold plate direct heating mode provided in this embodiment of the utility model;

[0029] Figure 5 This is a schematic diagram of the passenger cabin heating and battery cold plate direct cooling mode provided in this embodiment of the utility model;

[0030] Figure 6 This is a schematic diagram of the passenger cabin dehumidification and battery cold plate direct cooling mode one provided in this embodiment of the utility model;

[0031] Figure 7 This is a schematic diagram of the passenger cabin dehumidification and battery cold plate direct cooling mode two provided in this embodiment of the utility model;

[0032] Figure 8 This is a schematic diagram of the passenger cabin dehumidification and battery cooling plate direct heating mode provided in this embodiment of the utility model.

[0033] In the picture:

[0034] 1. Compressor; 2. Plate heat exchanger; 3. External heat exchanger; 4. Cooling fan; 5. First expansion valve; 6. Second expansion valve; 7. Evaporator; 8. Condenser; 9. Blower; 10. Gas-liquid separator; 11. Third expansion valve; 12. Regenerator; 13. Battery cold plate; 14. Motor; 15. Water pump; 16. Low-temperature radiator;

[0035] 101, First main pipeline; 102, First branch pipeline; 201, Second main pipeline; 202, Second branch pipeline; 301, Third pipeline; 401, Fourth pipeline; 501, Fifth main pipeline; 502, Fifth branch pipeline; 601, Sixth main pipeline; 602, Sixth branch pipeline; 701, First cooling circuit; 702, Second cooling circuit. Detailed Implementation

[0036] To make the technical problem solved by this utility model, the technical solution adopted, and the technical effect achieved clearer, the technical solution of this utility model will be further described below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are merely for explaining this utility model and not for limiting it. Furthermore, it should be noted that, for ease of description, only the parts related to this utility model are shown in the accompanying drawings, not all of them.

[0037] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0038] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0039] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0040] The technical solution of this utility model will be further described below with reference to the accompanying drawings and specific embodiments.

[0041] like Figure 1 As shown, this embodiment provides a direct-cooling and direct-heating heat pump thermal management system, including a passenger compartment heat pump system and a battery cold plate direct-cooling and direct-heating system. The passenger compartment heat pump system is used to cool, heat, or dehumidify the passenger compartment of a vehicle. The battery cold plate direct-cooling and direct-heating system includes a regenerator 12 and a battery cold plate 13. The regenerator 12 has a first flow channel and a second flow channel. One end of the first flow channel is connected to the refrigerant outlet of the compressor 1 of the passenger compartment heat pump system, and the other end of the first flow channel is connected to the refrigerant inlet of the battery cold plate 13. One end of the second flow channel is connected to the refrigerant outlet of the battery cold plate 13, and the other end of the second flow channel is connected to the refrigerant inlet of the compressor 1. That is, by using the regenerator 12 arranged before and after the battery cold plate 13, the refrigerant that has passed through the battery cold plate 13 can exchange heat with the refrigerant that is about to pass through the battery cold plate 13, which can simultaneously take into account both direct cooling and direct heating conditions of the battery cold plate 13. When the battery cold plate 13 is directly heated, the superheat of the refrigerant at the inlet of the first flow channel can be reduced, thereby improving the uniformity of heat exchange of the battery pack by the battery cold plate 13. When the battery cold plate 13 is directly cooled, the dryness of the refrigerant at the inlet of the first flow channel can be reduced, thereby improving the heat exchange performance of the battery cold plate 13 and enhancing the cooling efficiency of the battery pack.

[0042] In this embodiment, the battery cold plate direct cooling and heating system is coupled with the passenger cabin heat pump system, which can realize direct cooling or direct heating of the battery cold plate 13 in different modes.

[0043] Optionally, such as Figure 2As shown, the direct-cooling and direct-heating heat pump thermal management system has passenger cabin cooling and battery cold plate direct cooling modes. The passenger cabin heat pump system includes a compressor 1, an evaporator 7, a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 10, a first expansion valve 5, a second expansion valve 6, and a third expansion valve 11. The refrigerant outlet of the compressor 1, the plate heat exchanger 2, the external heat exchanger 3, the first expansion valve 5, the second expansion valve 6, the evaporator 7, the gas-liquid separator 10, and the refrigerant inlet of the compressor 1 are sequentially connected through a first main pipeline 101. The third expansion valve 11, the first flow channel, the battery cold plate 13, and the second flow channel are sequentially connected through a first branch pipeline 102. One end of the first branch pipeline 102 is connected to the first main pipeline 101 between the first expansion valve 5 and the second expansion valve 6, and the other end of the first branch pipeline 102 is connected to the refrigerant inlet of the compressor 1. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 10 into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows sequentially through plate heat exchanger 2 and external heat exchanger 3, exchanging heat with the air. After being throttled by first expansion valve 5, it becomes subcooled liquid refrigerant, which then splits into two parts. One part of the subcooled liquid refrigerant is throttled again by second expansion valve 6, becoming a low-temperature, low-pressure refrigerant and entering evaporator 7. In evaporator 7, the low-temperature, low-pressure refrigerant exchanges heat with the air in the passenger compartment to lower the passenger compartment temperature. The other part of the subcooled liquid refrigerant is throttled again by third expansion valve 11, becoming a low-temperature, low-pressure refrigerant. It then flows through first channel through regenerator 12 into battery cold plate 13. The low-temperature, low-pressure refrigerant in battery cold plate 13 absorbs heat from the battery pack to cool it, and then flows through second channel through regenerator 12 again. The refrigerant, throttled by the third expansion valve 11, is in a two-phase state. Theoretically, the pressure and temperature of the refrigerant in the two-phase region are isothermal and isobaric. However, due to the pressure drop of the battery cold plate 13 itself, the pressure of the refrigerant decreases from the inlet to the outlet of the battery cold plate 13, resulting in a decrease in temperature. This causes the outlet refrigerant temperature of the battery cold plate 13 to be lower than the inlet refrigerant temperature. The function of the regenerator 12 is to use the lower outlet temperature of the battery cold plate 13 to cool the higher inlet temperature of the battery cold plate 13, thereby reducing the dryness of the inlet refrigerant and improving the heat exchange performance of the battery cold plate 13. This enhances the cooling efficiency of the direct-cooling and direct-heating heat pump thermal management system for the battery pack in this mode. The refrigerant flowing through the second flow channel merges with the low-temperature, low-pressure refrigerant passing through the evaporator 7 and finally returns to the refrigerant inlet of the compressor 1 via the gas-liquid separator 10.

[0044] Optionally, such as Figure 3As shown, the direct-cooling and direct-heating heat pump thermal management system has passenger cabin heating and battery cold plate direct heating modes. The passenger cabin heat pump system includes a compressor 1, a condenser 8, a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 10, a first expansion valve 5, and a third expansion valve 11. The refrigerant outlet of the compressor 1, the condenser 8, the first expansion valve 5, the external heat exchanger 3, the plate heat exchanger 2, the gas-liquid separator 10, and the refrigerant inlet of the compressor 1 are sequentially connected through a second main pipeline 201. The first flow channel, the battery cold plate 13, the second flow channel, and the third expansion valve 11 are connected through a second branch pipeline 202. One end of the second branch pipeline 202 is connected to the second main pipeline 201 between the first expansion valve 5 and the condenser 8, and the other end of the second branch pipeline 202 is connected to the refrigerant outlet of the compressor 1. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 10 into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant is split in two at the compressor 1's outlet. One portion flows into condenser 8, where it exchanges heat with the air in the passenger compartment to heat the cabin. The resulting high-temperature, high-pressure refrigerant becomes a subcooled liquid refrigerant. The other portion flows through the first channel, through regenerator 12, and into battery cold plate 13. In battery cold plate 13, the high-temperature, high-pressure refrigerant releases heat to the battery pack, heating it, before flowing through the second channel back to regenerator 12. In the regenerator 12, the outlet refrigerant temperature of the battery cold plate 13 is lower than the inlet refrigerant temperature. Therefore, the function of the regenerator 12 is to use the refrigerant with a lower outlet temperature from the battery cold plate 13 to cool the refrigerant with a higher inlet temperature, thereby reducing the inlet refrigerant temperature and thus reducing the inlet superheat. This improves the uniformity of the battery pack temperature, which is beneficial to improving the safety and lifespan of the battery pack. The refrigerant flowing through the battery cold plate 13 is throttled by the third expansion valve 11 and merges with the subcooled liquid refrigerant passing through the condenser 8. After being throttled by the first expansion valve 5, it becomes a low-temperature, low-pressure refrigerant. It then absorbs heat from the air or the motor 14 in the external heat exchanger 3 and finally returns to the refrigerant inlet of the compressor 1 via the gas-liquid separator 10.

[0045] Optionally, such as Figure 4As shown, the direct-cooling and direct-heating heat pump thermal management system has passenger cabin cooling and battery cold plate direct heating modes. The passenger cabin heat pump system includes a compressor 1, an evaporator 7, a gas-liquid separator 10, a second expansion valve 6, and a third expansion valve 11. Specifically, the refrigerant outlet of the compressor 1, the first flow channel, the battery cold plate 13, the second flow channel, the third expansion valve 11, the second expansion valve 6, the evaporator 7, the gas-liquid separator 10, and the refrigerant inlet of the compressor 1 are sequentially connected via a third pipeline 301. In specific implementation, the compressor 1 compresses the low-temperature, low-pressure refrigerant from the gas-liquid separator 10 into a high-temperature, high-pressure refrigerant. The high-temperature, high-pressure refrigerant flows through the first flow channel, passes through the regenerator 12, and enters the battery cold plate 13. In the battery cold plate 13, the high-temperature, high-pressure refrigerant releases heat to heat the battery pack, and then flows through the second flow channel back to the regenerator 12. The regenerator 12 uses the refrigerant at the outlet temperature of the battery cold plate 13, which has decreased, to cool the refrigerant at the inlet temperature of the battery cold plate 13, thereby reducing the inlet superheat of the battery cold plate 13 and improving the temperature uniformity of the battery pack. The refrigerant flowing through the battery cold plate 13 becomes a low-temperature, low-pressure refrigerant after being throttled by the third expansion valve 11 and the second expansion valve 6. The low-temperature, low-pressure refrigerant enters the evaporator 7 and exchanges heat with the air in the passenger compartment to reduce the temperature of the passenger compartment. Finally, it returns to the refrigerant inlet of the compressor 1 through the gas-liquid separator 10.

[0046] Optionally, such as Figure 5 As shown, the direct-cooling and direct-heating heat pump thermal management system has passenger cabin heating and battery cold plate direct cooling modes. The passenger cabin heat pump system includes a compressor 1, a condenser 8, a gas-liquid separator 10, and a third expansion valve 11. That is, the refrigerant outlet of the compressor 1, the condenser 8, the third expansion valve 11, the first flow channel, the battery cold plate 13, the second flow channel, the gas-liquid separator 10, and the refrigerant inlet of the compressor 1 are connected sequentially through a fourth pipe 401. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 10 into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows into condenser 8, where it exchanges heat with the air in the passenger compartment to heat the passenger compartment and becomes subcooled liquid refrigerant. The subcooled liquid refrigerant then passes through the third expansion valve 11 for throttling, becoming a low-temperature, low-pressure refrigerant again. It then flows through the first flow channel, through regenerator 12, and into battery cold plate 13. The low-temperature, low-pressure refrigerant in battery cold plate 13 absorbs heat from the battery pack to cool it, and then flows through the second flow channel again through regenerator 12, finally returning to the refrigerant inlet of compressor 1 via gas-liquid separator 10. Regenerator 12 utilizes the lower outlet temperature of the refrigerant at battery cold plate 13 to cool the higher inlet temperature of the refrigerant at battery cold plate 13, thereby reducing the dryness of the inlet refrigerant and improving the cooling efficiency for the battery pack.

[0047] Optionally, such as Figure 6As shown, the direct-cooling and direct-heating heat pump thermal management system has a passenger cabin dehumidification and battery cold plate direct cooling mode 1, which can achieve direct cooling of the battery cold plate 13 when the passenger cabin is dehumidified and heated and there is excess heat. The passenger cabin heat pump system includes a compressor 1, an evaporator 7, a condenser 8, a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 10, a first expansion valve 5, a second expansion valve 6, and a third expansion valve 11. The refrigerant outlet of the compressor 1, the plate heat exchanger 2, the external heat exchanger 3, the first expansion valve 5, the second expansion valve 6, the evaporator 7, the gas-liquid separator 10, and the refrigerant inlet of the compressor 1 are sequentially connected through a first main pipeline 101. The third expansion valve 11, the first flow channel, the battery cold plate 13, and the second flow channel are sequentially connected through a first branch pipeline 102. One end of the first branch pipeline 102 is connected to the first main pipeline 101 between the first expansion valve 5 and the second expansion valve 6, and the other end of the first branch pipeline 102 is connected to the refrigerant inlet of the compressor 1. Furthermore, the refrigerant outlet of compressor 1, condenser 8, third expansion valve 11, first flow channel, battery cold plate 13, second flow channel, gas-liquid separator 10 and refrigerant inlet of compressor 1 are sequentially connected through the fourth pipeline 401.

[0048] In specific implementation, the third expansion valve 11, regenerator 12, and battery cold plate 13 installed on the first branch pipe 102 correspond to the third expansion valve 11, regenerator 12, and battery cold plate 13 installed on the fourth pipe 401. That is, the compressor 1 compresses the low-temperature, low-pressure refrigerant from the gas-liquid separator 10 into a high-temperature, high-pressure refrigerant. The high-temperature, high-pressure refrigerant is split into two from the refrigerant outlet of the compressor 1. One part of the high-temperature, high-pressure refrigerant flows sequentially through the plate heat exchanger 2 and the external heat exchanger 3 and exchanges heat with the air. After being throttled by the first expansion valve 5, it becomes a subcooled liquid refrigerant and is split into two again. The first part of the subcooled liquid refrigerant becomes a low-temperature, low-pressure refrigerant after being throttled by the second expansion valve 6 and enters the evaporator 7. The low-temperature, low-pressure refrigerant exchanges heat with the air in the passenger compartment in the evaporator 7 to achieve the purpose of dehumidifying the passenger compartment. Finally, it returns to the refrigerant inlet of the compressor 1 through the gas-liquid separator 10. The second portion of subcooled liquid refrigerant, after being throttled by the third expansion valve 11, becomes low-temperature, low-pressure refrigerant and flows through the first channel, passing through the regenerator 12 and entering the battery cold plate 13. The low-temperature, low-pressure refrigerant in the battery cold plate 13 absorbs heat from the battery pack to cool it, and then flows through the second channel again through the regenerator 12, finally returning to the refrigerant inlet of the compressor 1 via the gas-liquid separator 10. Another portion of high-temperature, high-pressure refrigerant, separated from the refrigerant outlet of the compressor 1, flows into the condenser 8. In the condenser 8, the high-temperature, high-pressure refrigerant exchanges heat with the air inside the passenger compartment to heat the passenger compartment and becomes subcooled liquid refrigerant. The subcooled liquid refrigerant, after being throttled again by the third expansion valve 11, becomes low-temperature, low-pressure refrigerant and flows through the first channel, passing through the regenerator 12 and entering the battery cold plate 13. The low-temperature, low-pressure refrigerant in the battery cold plate 13 absorbs heat from the battery pack to cool it, and then flows through the second channel again through the regenerator 12, finally returning to the refrigerant inlet of the compressor 1 via the gas-liquid separator 10.

[0049] Optionally, such as Figure 7As shown, the direct-cooling and direct-heating heat pump thermal management system has two modes: passenger cabin dehumidification and direct cooling of the battery cold plate. This means that direct cooling of the battery cold plate 13 can be achieved when passenger cabin dehumidification and heating are insufficient. The passenger cabin heat pump system includes a compressor 1, an evaporator 7, a condenser 8, a gas-liquid separator 10, a second expansion valve 6, and a third expansion valve 11. The refrigerant outlet of the compressor 1, the condenser 8, the second expansion valve 6, the evaporator 7, the gas-liquid separator 10, and the refrigerant inlet of the compressor 1 are sequentially connected through a fifth main pipeline 501. The third expansion valve 11, the first flow channel, the battery cold plate 13, and the second flow channel are connected through a fifth branch pipeline 502. One end of the fifth branch pipeline 502 is connected to the fifth main pipeline 501 between the condenser 8 and the second expansion valve 6, and the other end of the fifth branch pipeline 502 is connected to the refrigerant inlet of the compressor 1. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant flows into condenser 8, where it exchanges heat with the air in the passenger compartment to heat the passenger compartment and becomes a subcooled liquid refrigerant. The subcooled liquid refrigerant splits into two parts. One part, after being throttled by the third expansion valve 11, becomes a low-temperature, low-pressure refrigerant and flows through the first flow channel, through the regenerator 12, and into the battery cold plate 13. The low-temperature, low-pressure refrigerant in the battery cold plate 13 absorbs heat from the battery pack to cool it, and then flows through the second flow channel again through the regenerator 12, finally returning to the refrigerant inlet of compressor 1 via gas-liquid separator 10. The other part, after being throttled by the second expansion valve 6, becomes a low-temperature, low-pressure refrigerant and enters evaporator 7. In evaporator 7, the low-temperature, low-pressure refrigerant exchanges heat with the air in the passenger compartment to dehumidify the passenger compartment, and finally returns to the refrigerant inlet of compressor 1 via gas-liquid separator 10.

[0050] Optionally, such as Figure 8As shown, the direct-cooling and direct-heating heat pump thermal management system has passenger cabin dehumidification and battery cold plate direct heating modes. The passenger cabin heat pump system includes a compressor 1, an evaporator 7, a condenser 8, a gas-liquid separator 10, a second expansion valve 6, and a third expansion valve 11. Specifically, the refrigerant outlet of compressor 1, condenser 8, second expansion valve 6, evaporator 7, gas-liquid separator 10, and refrigerant inlet of compressor 1 are sequentially connected via a sixth main pipeline 601. The first flow channel, battery cold plate 13, second flow channel, and third expansion valve 11 are sequentially connected via a sixth branch pipeline 602. One end of the sixth branch pipeline 602 is connected to the sixth main pipeline 601 between the condenser 8 and the second expansion valve 6, and the other end of the sixth branch pipeline 602 is connected to the refrigerant outlet of compressor 1. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant is split in two at the compressor 1's outlet. One portion flows into condenser 8, where it exchanges heat with the passenger cabin air to heat the cabin and becomes subcooled liquid refrigerant. This subcooled liquid refrigerant then passes through the second expansion valve 6 for throttling, becoming a low-temperature, low-pressure refrigerant. The other portion flows through the first channel, through regenerator 12, and into battery cold plate 13. In battery cold plate 13, the high-temperature, high-pressure refrigerant releases heat to heat the battery pack. It then passes through the second channel, through regenerator 12 again. The refrigerant flowing through battery cold plate 13 passes through the third expansion valve 11 for throttling, becoming a low-temperature, low-pressure refrigerant. The two portions of low-temperature, low-pressure refrigerant merge and enter evaporator 7, where they exchange heat with the passenger cabin air to dehumidify the cabin. Finally, they return to the compressor 1's refrigerant inlet via gas-liquid separator 10.

[0051] Furthermore, the direct-cooling and direct-heating heat pump thermal management system also includes a motor heat recovery system, which is coupled to the passenger compartment heat pump system. The motor heat recovery system includes a motor 14, a water pump 15, and a low-temperature radiator 16. The motor 14 and water pump 15 are connected to the plate heat exchanger 2 via a first cooling circuit 701, or the motor 14, water pump 15, and low-temperature radiator 16 are connected to the plate heat exchanger 2 via a second cooling circuit 702. In this embodiment, in some modes, the passenger compartment heat pump management system and the battery cold plate direct-cooling and direct-heating system are coupled to the motor heat recovery system via the first cooling circuit 701. In some modes, the passenger compartment heat pump management system and the battery cold plate direct-cooling and direct-heating system are coupled to the motor heat recovery system via the second cooling circuit 702. In some modes, the passenger compartment heat pump management system and the battery cold plate direct-cooling and direct-heating system operate separately from the motor heat recovery system.

[0052] In specific implementation, such as Figure 2As shown, in the passenger compartment cooling and battery cold plate direct cooling mode, water pump 15 delivers coolant from the second cooling circuit 702 to plate heat exchanger 2. The coolant exchanges heat with the high-temperature, high-pressure refrigerant in plate heat exchanger 2 and flows through motor 14. The high-temperature coolant can exchange heat with the air through low-temperature radiator 16. In this mode, plate heat exchanger 2 serves to assist in cooling the high-temperature, high-pressure refrigerant.

[0053] In specific implementation, such as Figure 3 As shown, in the passenger compartment heating and battery cold plate direct heating mode, water pump 15 delivers coolant from the second cooling circuit 702 to plate heat exchanger 2. The coolant exchanges heat with the low-temperature refrigerant in plate heat exchanger 2 and flows through motor 14. The low-temperature coolant can exchange heat with the air through low-temperature radiator 16. In this mode, plate heat exchanger 2 serves to recover waste heat from motor 14 to assist in heating the low-temperature, low-pressure refrigerant.

[0054] In specific implementation, such as Figure 4 As shown, in the passenger cabin cooling and battery cold plate direct heating mode, water pump 15 delivers coolant from the second cooling circuit 702 to the plate heat exchanger 2 and flows through the motor 14. The low-temperature coolant exchanges heat with the air through the low-temperature radiator 16. In this mode, there is no heat exchange between the motor heat recovery system and the passenger cabin heat pump system.

[0055] In specific implementation, such as Figure 5 As shown, in the passenger cabin heating and battery cold plate direct cooling mode, water pump 15 delivers coolant from the second cooling circuit 702 to the plate heat exchanger 2 and flows through the motor 14. The low-temperature coolant exchanges heat with the air through the low-temperature radiator 16. In this mode, there is no heat exchange between the motor heat recovery system and the passenger cabin heat pump system.

[0056] In specific implementation, such as Figure 6 As shown, in the passenger cabin dehumidification and battery cold plate direct cooling mode one, water pump 15 delivers coolant from the second cooling circuit 702 to plate heat exchanger 2. The coolant exchanges heat with the high-temperature, high-pressure refrigerant in plate heat exchanger 2 and flows through motor 14. The high-temperature coolant can also exchange heat with the air through low-temperature radiator 16. In this mode, plate heat exchanger 2 serves as an auxiliary heat dissipation device for the high-temperature, high-pressure refrigerant.

[0057] In specific implementation, such as Figure 7 As shown, in the passenger cabin dehumidification and battery cold plate direct cooling mode two, the water pump 15 delivers the coolant in the second cooling circuit 702 to the plate heat exchanger 2 and flows through the motor 14. The low-temperature coolant exchanges heat with the air through the low-temperature radiator 16. In this mode, there is no heat exchange between the motor heat recovery system and the passenger cabin heat pump system.

[0058] In specific implementation, such as Figure 8As shown, in the passenger cabin dehumidification and battery cold plate direct heating mode, the water pump 15 delivers the coolant in the first cooling circuit 701 to the plate heat exchanger 2 and flows through the motor 14. In this mode, there is no heat exchange between the motor heat recovery system and the passenger cabin heat pump system.

[0059] Optionally, the direct-cooling and direct-heating heat pump thermal management system also includes a cooling fan 4, which is used to dissipate heat from the plate heat exchanger 2 and the low-temperature radiator 16. The cooling fan 4 improves the heat exchange efficiency of the plate heat exchanger 2 and the low-temperature radiator 16 by increasing the airflow over their surfaces.

[0060] Optionally, the direct cooling and direct heating heat pump thermal management system also includes a blower 9, which is used to accelerate the airflow at the evaporator 7 and condenser 8, thereby enhancing the heat exchange efficiency of the evaporator 7 and condenser 8 by promoting the airflow near the evaporator 7 and condenser 8.

[0061] The above embodiments merely illustrate the basic principles and characteristics of this utility model. This utility model is not limited to the above embodiments. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A direct cooling and direct heating heat pump thermal management system, characterized in that, include: Passenger compartment heat pump systems are used to heat, cool, or dehumidify the passenger compartment of a vehicle. The battery cold plate direct cooling and heating system includes a regenerator (12) and a battery cold plate (13). The regenerator (12) has a first flow channel and a second flow channel. One end of the first flow channel is connected to the refrigerant outlet of the compressor (1) of the passenger cabin heat pump system, and the other end is connected to the refrigerant inlet of the battery cold plate (13). One end of the second flow channel is connected to the refrigerant outlet of the battery cold plate (13), and the other end is connected to the refrigerant inlet of the compressor (1).

2. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system includes a compressor (1), an evaporator (7), a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (10), a first expansion valve (5), a second expansion valve (6), and a third expansion valve (11). The refrigerant outlet of the compressor (1), the plate heat exchanger (2), the external heat exchanger (3), the first expansion valve (5), the second expansion valve (6), the evaporator (7), the gas-liquid separator (10), and the refrigerant inlet of the compressor (1) are connected sequentially through a first main pipeline (101). The third expansion valve (11), the first flow channel, the battery cold plate (13) and the second flow channel are connected in sequence through the first branch pipe (102). One end of the first branch pipe (102) is connected to the first main pipe (101) between the first expansion valve (5) and the second expansion valve (6), and the other end is connected to the refrigerant inlet of the compressor (1).

3. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system includes a compressor (1), a condenser (8), a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (10), a first expansion valve (5), and a third expansion valve (11). The refrigerant outlet of the compressor (1), the condenser (8), the first expansion valve (5), the external heat exchanger (3), the plate heat exchanger (2), the gas-liquid separator (10), and the refrigerant inlet of the compressor (1) are connected through a second main pipeline (201). The first flow channel, the battery cold plate (13), the second flow channel and the third expansion valve (11) are connected by a second branch pipe (202). One end of the second branch pipe (202) is connected to the second main pipe (201) between the first expansion valve (5) and the condenser (8), and the other end of the second branch pipe (202) is connected to the refrigerant outlet of the compressor (1).

4. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system includes a compressor (1), an evaporator (7), a gas-liquid separator (10), a second expansion valve (6), and a third expansion valve (11). The refrigerant outlet of the compressor (1), the first flow channel, the battery cold plate (13), the second flow channel, the third expansion valve (11), the second expansion valve (6), the evaporator (7), the gas-liquid separator (10), and the refrigerant inlet of the compressor (1) are connected in sequence through a third pipeline (301).

5. The direct-cooling and direct-heating heat pump thermal management system according to any one of claims 1 or 2, characterized in that, The passenger cabin heat pump system includes a compressor (1), an evaporator (7), a condenser (8), a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (10), a first expansion valve (5), a second expansion valve (6), and a third expansion valve (11). The refrigerant outlet of the compressor (1), the condenser (8), the third expansion valve (11), the first flow channel, the battery cold plate (13), the second flow channel, the gas-liquid separator (10), and the refrigerant inlet of the compressor (1) are connected in sequence through a fourth pipeline (401).

6. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system includes a compressor (1), an evaporator (7), a condenser (8), a gas-liquid separator (10), a second expansion valve (6), and a third expansion valve (11). The refrigerant outlet of the compressor (1), the condenser (8), the second expansion valve (6), the evaporator (7), the gas-liquid separator (10), and the refrigerant inlet of the compressor (1) are connected in sequence through a fifth main pipeline (501). The third expansion valve (11), the first flow channel, the battery cold plate (13) and the second flow channel are connected by a fifth branch pipe (502). One end of the fifth branch pipe (502) is connected to the fifth main pipe (501) between the condenser (8) and the second expansion valve (6), and the other end of the fifth branch pipe (502) is connected to the refrigerant inlet of the compressor (1).

7. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system includes a compressor (1), an evaporator (7), a condenser (8), a gas-liquid separator (10), a second expansion valve (6), and a third expansion valve (11). The refrigerant outlet of the compressor (1), the condenser (8), the second expansion valve (6), the evaporator (7), the gas-liquid separator (10), and the refrigerant inlet of the compressor (1) are connected in sequence through a sixth main pipeline (601). The first flow channel, the battery cold plate (13), the second flow channel and the third expansion valve (11) are connected in sequence through the sixth branch pipe (602). One end of the sixth branch pipe (602) is connected to the sixth main pipe (601) between the condenser (8) and the second expansion valve (6), and the other end of the sixth branch pipe (602) is connected to the refrigerant outlet of the compressor (1).

8. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The direct cooling and direct heating heat pump thermal management system also includes a motor heat recovery system, which includes a motor (14), a low-temperature radiator (16), and a water pump (15); The motor (14) and the water pump (15) are connected to the plate heat exchanger (2) of the passenger cabin heat pump system through the first cooling circuit (701), or the motor (14), the water pump (15) and the low-temperature radiator (16) are connected to the plate heat exchanger (2) of the passenger cabin heat pump system through the second cooling circuit (702).

9. The direct cooling and direct heating heat pump thermal management system according to claim 8, characterized in that, The direct cooling and direct heating heat pump thermal management system also includes a cooling fan (4), which is used to dissipate heat from the plate heat exchanger (2) and the low-temperature radiator (16).

10. The direct-cooling and direct-heating heat pump thermal management system according to claim 1, characterized in that, The direct cooling and direct heating heat pump thermal management system also includes a blower (9), which is used to accelerate the airflow at the evaporator (7) and condenser (8) of the passenger cabin heat pump system.

Images