Air-supplementing enthalpy-increasing heat management system of direct-cooling and direct-heating heat pump

Abstract

The utility model relates to the technical field of automobile heat management, and discloses an air-supplementing enthalpy-increasing 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 which are coupled. In the passenger compartment heat pump system, a refrigerant outlet of a compressor communicates with a refrigerant inlet of an economizer through a third expansion valve, an overheated gas refrigerant outlet of the economizer communicates with a refrigerant intermediate-stage inlet of the compressor, and overheated gas refrigerant can return to the intermediate-stage inlet of the compressor through the overheated gas refrigerant outlet. In the battery cold plate direct cooling and direct heating system, a refrigerant outlet of a compressor is communicated with a refrigerant inlet of a battery cold plate, and a refrigerant outlet of the battery cold plate is communicated with a refrigerant inlet of an economizer through a second expansion valve; or, the supercooled liquid refrigerant outlet of the economizer is communicated with the refrigerant inlet of the battery cold plate through a second expansion valve, and the refrigerant outlet of the battery cold plate is communicated with the refrigerant inlet of the compressor through a fifth expansion valve.

Description

Technical Field

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

[0002] The thermal management system for new energy vehicle batteries adopts a direct cooling and heating system with advantages such as high heat exchange efficiency and a simple water circuit system. However, it also has problems such as high superheat at the battery cold plate inlet and poor battery temperature uniformity when the battery is directly heated, and high refrigerant dryness at the battery cold plate inlet and poor heat exchange performance of the battery cold plate when the battery is directly cooled.

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

[0004] The purpose of this invention is to provide a gas-injection and enthalpy-increasing direct cooling and direct heating heat pump thermal management system, which can improve the heat exchange performance of the battery cold plate, improve the battery temperature uniformity, and at the same time have 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 gas-injection-increasing enthalpy direct cooling / heating heat pump thermal management system is provided, comprising:

[0007] The passenger compartment heat pump system includes a compressor, an economizer, an evaporator, an internal condenser, a second expansion valve, a third expansion valve, and a fifth expansion valve. The evaporator and the internal condenser can be selectively operated to cool or heat the passenger compartment of the vehicle, and the evaporator and the internal condenser can operate simultaneously to dehumidify the passenger compartment. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the economizer through the third expansion valve, and the superheated gas refrigerant outlet of the economizer is connected to the intermediate refrigerant inlet of the compressor. The superheated gas refrigerant can return to the intermediate refrigerant inlet of the compressor through the superheated gas refrigerant outlet.

[0008] A battery cold plate direct cooling and heating system includes a battery cold plate. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the battery cold plate, and the refrigerant outlet of the battery cold plate is connected to the refrigerant inlet of the economizer through a second expansion valve; or, the subcooled liquid refrigerant outlet of the economizer is connected to the refrigerant inlet of the battery cold plate through the second expansion valve, and the refrigerant outlet of the battery cold plate is connected to the refrigerant inlet of the compressor through a fifth expansion valve.

[0009] Optionally, the passenger cabin heat pump system further includes a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, and a fourth expansion valve;

[0010] The refrigerant outlet of the compressor, the plate heat exchanger, the external heat exchanger, the first expansion valve, the internal condenser, the refrigerant inlet of the economizer, the subcooled liquid refrigerant outlet, the fourth expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected via a first dehumidification pipeline; or,

[0011] The refrigerant outlet of the compressor, the internal condenser, the refrigerant inlet of the economizer, the subcooled liquid refrigerant outlet, the fourth expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are connected in sequence through the second dehumidification pipeline.

[0012] Optionally, the passenger cabin heat pump system further includes a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, and a fourth expansion valve. The refrigerant outlet of the compressor, the plate heat exchanger, the external heat exchanger, the first expansion valve, the refrigerant inlet of the economizer, the subcooled liquid refrigerant outlet, the fourth expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a first pipeline.

[0013] Furthermore, the subcooled liquid refrigerant outlet of the economizer is connected to the refrigerant inlet of the battery cold plate through the second expansion valve, and the refrigerant outlet of the battery cold plate is connected to the refrigerant inlet of the compressor through the fifth expansion valve.

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

[0015] Furthermore, the refrigerant inlet of the battery cold plate is connected to the refrigerant outlet of the compressor, and the refrigerant outlet of the battery cold plate is connected to the refrigerant inlet of the economizer through the second expansion valve.

[0016] Optionally, the passenger cabin heat pump system further includes a hot gas bypass pipeline, one end of which is connected to the refrigerant outlet of the compressor via the fifth expansion valve, and the other end is connected to the refrigerant inlet of the gas-liquid separator.

[0017] Optionally, the passenger cabin heat pump system further includes a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, and a fourth expansion valve. The refrigerant outlet of the compressor, the refrigerant inlet of the battery cold plate, the refrigerant outlet of the battery cold plate, the second expansion valve, the refrigerant inlet of the economizer, the subcooled liquid refrigerant outlet, the fourth expansion valve, the evaporator, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a third pipeline.

[0018] Optionally, the passenger cabin heat pump system further includes a plate heat exchanger, an external heat exchanger, a gas-liquid separator, a first expansion valve, and a fourth expansion valve. The refrigerant outlet of the compressor, the internal condenser, the refrigerant inlet of the economizer, the subcooled liquid refrigerant outlet, the second expansion valve, the refrigerant inlet of the battery cold plate, the refrigerant outlet of the battery cold plate, the fifth expansion valve, the gas-liquid separator, and the refrigerant inlet of the compressor are sequentially connected through a fourth pipeline.

[0019] Optionally, at least two compressors are provided; and / or,

[0020] The compressor is a multi-cylinder compressor, a variable displacement compressor, or a variable speed compressor.

[0021] Optionally, the gas-injection-increasing direct cooling and direct heating heat pump thermal management system further includes a motor heat recovery system, which includes a motor, a low-temperature radiator, and a water pump;

[0022] The motor, the water pump, and the low-temperature radiator are connected to the plate heat exchanger through a first cooling circuit, or the motor and the water pump are connected to the plate heat exchanger through a second cooling circuit.

[0023] Optionally, the gas-injection-increasing 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; and / or,

[0024] The gas-injection and enthalpy-increasing direct cooling and direct heating heat pump thermal management system also includes a blower, which is used to accelerate the airflow at the evaporator and the internal condenser.

[0025] The beneficial effects of this utility model are as follows:

[0026] This utility model proposes a gas-injection-increasing enthalpy-boosting 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 includes a compressor, an economizer, an evaporator, an internal condenser, a second expansion valve, a third expansion valve, and a fifth expansion valve. The evaporator and the internal condenser can operate selectively to cool or heat the passenger compartment, or they can operate simultaneously to dehumidify the passenger compartment. The refrigerant outlet of the compressor is connected to the refrigerant inlet of the economizer via the third expansion valve, and the superheated gas refrigerant outlet of the economizer is connected to the intermediate refrigerant inlet of the compressor. That is, the medium-temperature, medium-pressure refrigerant, after being throttled by the third expansion valve, enters the economizer and can exchange heat with the high-temperature, high-pressure refrigerant that directly enters the economizer. This allows the medium-temperature, medium-pressure refrigerant to absorb heat from the high-temperature, high-pressure refrigerant in the economizer, becoming superheated gas refrigerant. The superheated gas refrigerant is then replenished into the compressor via the intermediate refrigerant inlet. When the battery cold plate is directly heated, the refrigerant outlet of the compressor is connected to the refrigerant inlet of the battery cold plate, and the refrigerant outlet of the battery cold plate is connected to the refrigerant inlet of the economizer through the second expansion valve. That is, by adjusting the opening of the third expansion valve located at the refrigerant inlet of the economizer, the flow rate of superheated gas refrigerant supplied to the compressor through the intermediate refrigerant inlet of the compressor can be adjusted, thereby further controlling the temperature of the high-temperature, high-pressure refrigerant at the compressor outlet and reducing the superheat of the refrigerant at the battery cold plate in the direct heating mode. When the battery cold plate is directly cooled, the subcooled liquid refrigerant outlet of the economizer is connected to the refrigerant inlet of the battery cold plate through the second expansion valve, and the refrigerant outlet of the battery cold plate is connected to the refrigerant inlet of the compressor through the fifth expansion valve. That is, by adjusting the opening of the third expansion valve located at the refrigerant inlet of the economizer, the flow rate of superheated gas refrigerant supplied to the compressor through the intermediate refrigerant inlet of the compressor can be adjusted, thereby further controlling the temperature of the high-temperature, high-pressure refrigerant at the compressor outlet and reducing the dryness of the refrigerant at the battery cold plate in the direct cooling mode. The gas-injection and enthalpy-enhancing direct cooling and direct heating heat pump thermal management system proposed in this embodiment can improve the heat exchange performance of the battery cold plate, improve the battery temperature uniformity, and at the same time have the conventional functions of automotive heat pump thermal management systems. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the structure of the gas-injection and enthalpy-increasing direct cooling and direct heating heat pump thermal management system provided in this embodiment of the utility model;

[0028] Figure 2 This is a schematic diagram of the passenger cabin dehumidification and battery cold plate direct cooling mode 1 (excess heat in the passenger cabin) provided in this embodiment of the utility model;

[0029] Figure 3 This is a schematic diagram of the passenger cabin dehumidification and battery cold plate direct heating mode 1 (excess heat in the passenger cabin) provided in this embodiment of the utility model;

[0030] Figure 4 This is a schematic diagram of the passenger cabin dehumidification and battery cold plate direct heating mode two (insufficient heat in the passenger cabin) provided in this embodiment of the utility model;

[0031] Figure 5 This is a schematic diagram of the passenger cabin dehumidification and battery cold plate direct cooling mode two (insufficient heat in the passenger cabin) provided in this embodiment of the utility model;

[0032] Figure 6 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;

[0033] Figure 7 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;

[0034] Figure 8 This is a schematic diagram of the hot air bypass passenger cabin heating and battery cold plate direct heating mode provided in this embodiment of the utility model;

[0035] Figure 9 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;

[0036] Figure 10 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.

[0037] In the picture:

[0038] 1. Compressor; 2. Plate heat exchanger; 3. External heat exchanger; 4. Internal condenser; 5. Economizer; 51. Superheated gas refrigerant outlet; 52. Subcooled liquid refrigerant outlet; 6. Evaporator; 7. Gas-liquid separator; 8. Cooling fan; 9. Blower; 10. Battery cold plate; 11. First expansion valve; 12. Second expansion valve; 13. Third expansion valve; 14. Fourth expansion valve; 15. Fifth expansion valve; 16. Motor; 17. Water pump; 18. Low-temperature radiator;

[0039] 101. First pipeline; 102. Second pipeline; 103. Third pipeline; 104. Fourth pipeline; 105. Hot gas bypass pipeline; 106. First dehumidification pipeline; 107. Second dehumidification pipeline; 108. First cooling circuit; 109. Second cooling circuit. Detailed Implementation

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] The technical solution of this utility model will be further described below with reference to the accompanying drawings and specific embodiments.

[0045] like Figure 1As shown, this embodiment provides a gas-injection enthalpy-increasing 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 includes a compressor 1, an economizer 5, an evaporator 6, an internal condenser 4, a second expansion valve 12, a third expansion valve 13, and a fifth expansion valve 15. The passenger compartment heat pump system provided in this embodiment has the conventional functions of an automotive heat pump thermal management system, namely, the high-temperature and high-pressure refrigerant generated by the compressor 1 cools the passenger compartment of the vehicle through the evaporator 6, etc.; the high-temperature and high-pressure refrigerant generated by the compressor 1 heats the passenger compartment of the vehicle through the internal condenser 4, etc.; and the high-temperature and high-pressure refrigerant generated by the compressor 1 dehumidifies the passenger compartment of the vehicle through the evaporator 6 and the internal condenser 4, etc. The aforementioned cooling, heating, and dehumidifying functions are conventional functions of automotive heat pump thermal management systems in this field. In this embodiment, an economizer 5 is added to the heat pump thermal management system to increase the enthalpy of the compressor 1 by supplementing gas. At the same time, the passenger compartment heat pump system is coupled with the direct cooling and heating system of the battery cold plate. When the battery cold plate 10 is directly heated, the superheat of the inlet refrigerant of the battery cold plate 10 can be controlled within 5K to solve the problem of large temperature difference when the refrigerant directly heats the battery cold plate 10, thereby improving the service life of the battery pack. When the battery cold plate 10 is directly cooled, the dryness of the inlet refrigerant of the battery cold plate 10 can be reduced to improve the direct cooling performance.

[0046] Specifically, the refrigerant outlet of compressor 1 is connected to the refrigerant inlet of economizer 5 via the third expansion valve 13, and the superheated gas refrigerant outlet 51 of economizer 5 is connected to the intermediate refrigerant inlet of compressor 1. That is, the medium-temperature, medium-pressure refrigerant, after being throttled by the third expansion valve 13, enters economizer 5 and can exchange heat with the high-temperature, high-pressure refrigerant that directly enters economizer 5, so that the medium-temperature, medium-pressure refrigerant absorbs heat from the high-temperature, high-pressure refrigerant in economizer 5 and becomes superheated gas refrigerant. This superheated gas refrigerant is then replenished into compressor 1 via the intermediate refrigerant inlet of compressor 1. When the battery cold plate 10 is directly heated, the refrigerant outlet of compressor 1 is connected to the refrigerant inlet of battery cold plate 10, and the refrigerant outlet of battery cold plate 10 is connected to the refrigerant inlet of economizer 5 via the second expansion valve 12. By adjusting the opening of the third expansion valve 13 at the refrigerant inlet of the economizer 5, the flow rate of superheated gas refrigerant fed into the compressor 1 via the intermediate refrigerant inlet of the compressor 1 can be adjusted, thereby further controlling the temperature of the high-temperature, high-pressure refrigerant at the refrigerant outlet of the compressor 1 and reducing the superheat of the refrigerant at the inlet of the battery cold plate 10 in the direct cooling mode. In direct cooling mode of the battery cold plate 10, the subcooled liquid refrigerant outlet 52 of the economizer 5 is connected to the refrigerant inlet of the battery cold plate 10 via the second expansion valve 12, and the refrigerant outlet of the battery cold plate 10 is connected to the refrigerant inlet of the compressor 1 via the fifth expansion valve 15. In other words, by adjusting the opening of the third expansion valve 13 at the refrigerant inlet of the economizer 5, the flow rate of superheated gas refrigerant fed into the compressor 1 via the intermediate refrigerant inlet of the compressor 1 can be adjusted, thereby further controlling the temperature of the high-temperature, high-pressure refrigerant at the refrigerant outlet of the compressor 1 and reducing the dryness of the refrigerant at the inlet of the battery cold plate 10 in the direct cooling mode.

[0047] 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 10 in different modes.

[0048] Optionally, such as Figure 2As shown, the gas-fuel-injection-increasing direct-cooling and direct-heating heat pump thermal management system has a passenger cabin dehumidification and battery cold plate direct cooling mode 1, which means that it can achieve direct cooling of the battery cold plate 10 when the passenger cabin is dehumidified and heated and there is excess heat. The passenger cabin heat pump system also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of the compressor 1, the plate heat exchanger 2, the external heat exchanger 3, the first expansion valve 11, the internal condenser 4, the refrigerant inlet of the economizer 5, the subcooled liquid refrigerant outlet 52, the fourth expansion valve 14, the evaporator 6, the gas-liquid separator 7, and the refrigerant inlet of the compressor 1 are sequentially connected through the first dehumidification pipeline 106. The subcooled liquid refrigerant outlet 52 of the economizer 5 is connected to the refrigerant inlet of the battery cold plate 10 through the second expansion valve 12, and the refrigerant outlet of the battery cold plate 10 is connected to the refrigerant inlet of the compressor 1 through the fifth expansion valve 15.

[0049] In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant then passes through plate heat exchanger 2 and external heat exchanger 3 to exchange heat with the air. It then passes through the first expansion valve 11 (a large-diameter valve, which is fully open at this time) and enters the internal condenser 4, where it exchanges heat with the air in the passenger cabin. The high-temperature, high-pressure refrigerant flowing through the internal condenser 4 is split into two streams: one stream passes through the third expansion valve 13 and becomes a medium-temperature, medium-pressure refrigerant, which then enters the economizer 5; the other stream enters the economizer 5 directly. In the economizer 5, the medium-temperature, medium-pressure refrigerant absorbs heat from the high-temperature, high-pressure refrigerant to become superheated gas refrigerant. This superheated gas refrigerant is then fed back into compressor 1 through the intermediate refrigerant inlet. In the economizer 5, the high-temperature, high-pressure refrigerant is cooled into subcooled liquid refrigerant and then split into two. One stream of subcooled liquid refrigerant, after being throttled by the fourth expansion valve 14, becomes low-temperature, low-pressure refrigerant and enters the evaporator 6 to exchange heat with the air in the passenger cabin for dehumidification. The other stream of subcooled liquid refrigerant, after being throttled by the second expansion valve 12, becomes low-temperature, low-pressure refrigerant and enters the battery cold plate 10 to absorb heat from the battery pack and cool it. The low-temperature, low-pressure refrigerants from the evaporator 6 and the battery cold plate 10, after being throttled by the fifth expansion valve 15, merge and finally return to the refrigerant inlet of the compressor 1 via the gas-liquid separator 7.

[0050] Optionally, such as Figure 3As shown, the gas-fuel-injection-increasing direct-cooling and direct-heating heat pump thermal management system has a passenger cabin dehumidification and battery cold plate direct heating mode 1, which means that the battery cold plate 10 can be directly heated when the passenger cabin is dehumidified and heated and there is excess heat. The passenger cabin heat pump system also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of the compressor 1, the plate heat exchanger 2, the external heat exchanger 3, the first expansion valve 11, the internal condenser 4, the refrigerant inlet of the economizer 5, the subcooled liquid refrigerant outlet 52, the fourth expansion valve 14, the evaporator 6, the gas-liquid separator 7, and the refrigerant inlet of the compressor 1 are sequentially connected through the first dehumidification pipeline 106. The refrigerant outlet of the compressor 1 is connected to the refrigerant inlet of the battery cold plate 10, and the refrigerant outlet of the battery cold plate 10 is connected to the refrigerant inlet of the economizer 5 through the second expansion valve 12. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant. This high-temperature, high-pressure refrigerant then passes through plate heat exchanger 2 and external heat exchanger 3 to exchange heat with the air. After passing through the first expansion valve 11, it splits into two parts: one part enters the internal condenser 4 and exchanges heat with the air in the passenger compartment; the other part enters the battery cooling plate 10 and releases heat to the battery pack. It then passes through the second expansion valve 12 (a large-diameter valve, which is fully open at this time) and merges with the high-temperature, high-pressure refrigerant flowing through the internal condenser 4, entering the economizer 5. In the economizer 5, the high-temperature, high-pressure refrigerant is cooled into a subcooled liquid refrigerant. This subcooled liquid refrigerant is throttled by the fourth expansion valve 14, becoming a low-temperature, low-pressure refrigerant that enters the evaporator 6 to exchange heat with the air in the passenger compartment for dehumidification. Finally, it passes through gas-liquid separator 7 and returns to the refrigerant inlet of compressor 1.

[0051] The gas-injection and enthalpy-increasing direct cooling and heating heat pump thermal management system provided in this embodiment also includes a motor heat recovery system. The motor heat recovery system includes a motor 16, a low-temperature radiator 18, and a water pump 17. The motor 16, water pump 17, and low-temperature radiator 18 are connected to the plate heat exchanger 2 via a first cooling circuit 108, and the motor 16 and water pump 17 are connected to the plate heat exchanger 2 via a second cooling circuit 109. In this embodiment, in some modes, the passenger cabin heat pump management system and the battery cold plate direct cooling and heating system are coupled to the motor heat recovery system via the first cooling circuit 108; in other modes, they are coupled to the motor heat recovery system via the second cooling circuit 109; however, in some modes, the passenger cabin heat pump management system and the battery cold plate direct cooling and heating system operate separately from the motor heat recovery system.

[0052] Reference Figure 2 and Figure 3In other words, when there is excess heat in the passenger cabin, the high-temperature and high-pressure refrigerant can exchange heat with the coolant in the first cooling circuit 108 when passing through the plate heat exchanger 2, so as to dissipate heat from the high-temperature and high-pressure refrigerant. At the same time, it flows through the external radiator and exchanges heat with the air through the external radiator to further dissipate heat from the high-temperature and high-pressure refrigerant.

[0053] Optionally, such as Figure 4 As shown, the gas-fuel-injection-increasing direct-cooling and direct-heating heat pump thermal management system has two modes: passenger cabin dehumidification and battery cold plate direct heating. This means that even when passenger cabin dehumidification and heating are insufficient, direct heating of the battery cold plate 10 can be achieved. The passenger cabin heat pump system also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, the internal condenser 4, the refrigerant inlet of economizer 5, the subcooled liquid refrigerant outlet 52, the fourth expansion valve 14, the evaporator 6, the gas-liquid separator 7, and the refrigerant inlet of compressor 1 are sequentially connected via a second dehumidification pipeline 107. Furthermore, the refrigerant outlet of compressor 1 is connected to the refrigerant inlet of battery cold plate 10, and the refrigerant outlet of battery cold plate 10 is connected to the refrigerant inlet of economizer 5 via the second expansion valve 12. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant, which is then divided into two parts. One part of the high-temperature, high-pressure refrigerant enters the internal condenser 4 and exchanges heat with the air in the passenger compartment. The other part of the high-temperature, high-pressure refrigerant enters the battery cooling plate 10 and releases heat to the battery pack. After passing through the second expansion valve 12 (a large-diameter valve, which is fully open at this time), it merges with the high-temperature, high-pressure refrigerant flowing through the internal condenser 4 and enters the economizer 5. In the economizer 5, the high-temperature, high-pressure refrigerant is cooled into a subcooled liquid refrigerant. The subcooled liquid refrigerant is throttled by the fourth expansion valve 14 and becomes a low-temperature, low-pressure refrigerant. It then enters the evaporator 6 to exchange heat with the air in the passenger compartment to dehumidify the passenger compartment. Finally, it returns to the refrigerant inlet of compressor 1 through gas-liquid separator 7.

[0054] Optionally, such as Figure 5As shown, the gas-fuel-injection-increasing direct-cooling and direct-heating heat pump thermal management system has two modes: passenger cabin dehumidification and battery cold plate direct cooling. This means that even when passenger cabin dehumidification and heating are insufficient, direct cooling of the battery cold plate 10 can be achieved. The passenger cabin heat pump system also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, the internal condenser 4, the refrigerant inlet of economizer 5, the subcooled liquid refrigerant outlet 52, the fourth expansion valve 14, the evaporator 6, the gas-liquid separator 7, and the refrigerant inlet of compressor 1 are sequentially connected via a second dehumidification pipeline 107. Furthermore, the subcooled liquid refrigerant outlet 52 of economizer 5 is connected to the refrigerant inlet of battery cold plate 10 via the second expansion valve 12, and the refrigerant outlet of battery cold plate 10 is connected to the refrigerant inlet of compressor 1 via a fifth expansion valve 15. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into high-temperature, high-pressure refrigerant, which then enters the internal condenser 4. In the internal condenser 4, the high-temperature, high-pressure refrigerant exchanges heat with the air in the passenger cabin. The high-temperature, high-pressure refrigerant flowing through the internal condenser 4 directly enters the economizer 5. In the economizer 5, the high-temperature, high-pressure refrigerant is cooled into subcooled liquid refrigerant and then split into two. One subcooled liquid refrigerant, after being throttled by the fourth expansion valve 14, becomes low-temperature, low-pressure refrigerant and enters the evaporator 6 to exchange heat with the air in the passenger cabin for dehumidification. The other subcooled liquid refrigerant, after being throttled by the second expansion valve 12, becomes low-temperature, low-pressure refrigerant and enters the battery cooling plate 10 to absorb heat from the battery pack and cool it. The low-temperature, low-pressure refrigerants from the evaporator 6 and the battery cooling plate 10, after being throttled by the fifth expansion valve 15, merge and finally return to the refrigerant inlet of compressor 1 via gas-liquid separator 7.

[0055] Optionally, such as Figure 6As shown, the gas-fuel-injection-increasing 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 also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, plate heat exchanger 2, external heat exchanger 3, first expansion valve 11, refrigerant inlet of economizer 5, subcooled liquid refrigerant outlet 52, fourth expansion valve 14, evaporator 6, gas-liquid separator 7, and refrigerant inlet of compressor 1 are sequentially connected through a first pipeline 101. Furthermore, the subcooled liquid refrigerant outlet 52 of economizer 5 is connected to the refrigerant inlet of battery cold plate 10 through a second expansion valve 12, and the refrigerant outlet of battery cold plate 10 is connected to the refrigerant inlet of compressor 1 through a fifth expansion valve 15. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant. The high-temperature, high-pressure refrigerant then passes through plate heat exchanger 2 and external heat exchanger 3 to exchange heat with the air. After being throttled by first expansion valve 11, it enters internal condenser 4 (at this time, the air conditioning unit assembly is in full cooling mode, and the air does not pass through internal condenser 4, meaning that the high-temperature, high-pressure refrigerant does not exchange heat with the air in the passenger compartment in internal condenser 4). The high-temperature, high-pressure refrigerant flowing through internal condenser 4 directly enters economizer 5 and is cooled into subcooled liquid refrigerant, which is then divided into two. One subcooled liquid refrigerant is throttled by fourth expansion valve 14 to become a low-temperature, low-pressure refrigerant and enters evaporator 6 to exchange heat with the air in the passenger compartment to cool the passenger compartment. The other subcooled liquid refrigerant is throttled by second expansion valve 12 to become a low-temperature, low-pressure refrigerant and enters battery cold plate 10 to absorb heat from the battery pack and cool the battery pack. The low-temperature, low-pressure refrigerant from the evaporator 6 and the battery cold plate 10, which has passed through the fifth expansion valve 15, merges and finally returns to the refrigerant inlet of the compressor 1 through the gas-liquid separator 7.

[0056] Optionally, such as Figure 7As shown, the gas-fuel-injection-increasing 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 also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, the internal condenser 4, the refrigerant inlet of economizer 5, the subcooled liquid refrigerant outlet 52, the first expansion valve 11, the external heat exchanger 3, the plate heat exchanger 2, the gas-liquid separator 7, and the refrigerant inlet of compressor 1 are sequentially connected through a second pipeline 102. Furthermore, the refrigerant inlet of battery cold plate 10 is connected to the refrigerant outlet of compressor 1, and the refrigerant outlet of battery cold plate 10 is connected to the refrigerant inlet of economizer 5 through the second expansion valve 12. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant, which is then divided into two parts. One part of the high-temperature, high-pressure refrigerant enters the internal condenser 4 and exchanges heat with the air in the passenger compartment to heat the passenger compartment. The other part of the high-temperature, high-pressure refrigerant enters the battery cold plate 10 and releases heat to the battery pack. After passing through the second expansion valve 12, it merges with the high-temperature, high-pressure refrigerant flowing through the internal condenser 4 and enters the economizer 5. In the economizer 5, the high-temperature, high-pressure refrigerant is cooled into a subcooled liquid refrigerant. The subcooled liquid refrigerant is throttled by the first expansion valve 11 to become a low-temperature, low-pressure refrigerant, which then flows sequentially through the external heat exchanger 3 to exchange heat with the air, through the plate heat exchanger 2 to exchange heat with the battery heat recovery system, and finally returns to the refrigerant inlet of compressor 1 through gas-liquid separator 7.

[0057] Optionally, such as Figure 8As shown, the gas-fueled enthalpy-increasing direct-cooling and direct-heating heat pump thermal management system has two modes: hot gas bypass passenger cabin heating and battery cold plate direct heating. The passenger cabin heat pump system also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, the internal condenser 4, the refrigerant inlet of economizer 5, the subcooled liquid refrigerant outlet 52, the first expansion valve 11, the external heat exchanger 3, the plate heat exchanger 2, the gas-liquid separator 7, and the refrigerant inlet of compressor 1 are sequentially connected through a second pipeline 102. The refrigerant inlet of battery cold plate 10 is connected to the refrigerant outlet of compressor 1, and the refrigerant outlet of battery cold plate 10 is connected to the refrigerant inlet of economizer 5 through a second expansion valve 12. The passenger cabin heat pump system also includes a hot gas bypass pipeline 105, one end of which is connected to the refrigerant outlet of compressor 1 through a fifth expansion valve 15, and the other end is connected to the refrigerant inlet of gas-liquid separator 7. In practice, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant and divides it into three parts. In addition to the three parts entering the internal condenser 4 and the battery cold plate 10 in the above-mentioned passenger cabin heating and battery cold plate direct heating modes, another part bypasses to the refrigerant inlet of gas-liquid separator 7 after being throttled by the fifth expansion valve 15. Finally, it returns to the refrigerant inlet of compressor 1 through gas-liquid separator 7. This can effectively increase the low-pressure of the system, thereby enabling compressor 1 to do work to heat the passenger cabin and directly heat the battery cold plate 10.

[0058] Continue to refer to Figure 7 and Figure 8 In other words, in both the passenger cabin heating and battery cold plate direct heating modes and the hot gas bypass passenger cabin heating and battery cold plate direct heating modes, the low-temperature, low-pressure refrigerant can exchange heat with the coolant in the second cooling circuit 109 when passing through the plate heat exchanger 2.

[0059] Optionally, such as Figure 9As shown, the gas-fuel-injection-increasing 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 also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, the refrigerant inlet of battery cold plate 10, the refrigerant outlet of battery cold plate 10, the second expansion valve 12, the refrigerant inlet of economizer 5, the subcooled liquid refrigerant outlet 52, the fourth expansion valve 14, the evaporator 6, the gas-liquid separator 7, and the refrigerant inlet of compressor 1 are sequentially connected through a third pipeline 103. In specific implementation, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into a high-temperature, high-pressure refrigerant. The high-temperature, high-pressure refrigerant enters battery cold plate 10 and releases heat to the battery pack in battery cold plate 10 before entering economizer 5 through second expansion valve 12. In the economizer 5, the high-temperature and high-pressure refrigerant is cooled into a subcooled liquid refrigerant. After being throttled by the fourth expansion valve 14, the subcooled liquid refrigerant becomes a low-temperature and low-pressure refrigerant and enters the evaporator 6. The low-temperature and low-pressure refrigerant exchanges heat with the air in the passenger cabin in the evaporator 6 to cool the passenger cabin. Finally, it passes through the gas-liquid separator 7 and returns to the refrigerant inlet of the compressor 1.

[0060] Optionally, such as Figure 10 As shown, the gas-fuel-injection-increasing 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 also includes a plate heat exchanger 2, an external heat exchanger 3, a gas-liquid separator 7, a first expansion valve 11, and a fourth expansion valve 14. The refrigerant outlet of compressor 1, internal condenser 4, refrigerant inlet of economizer 5, subcooled liquid refrigerant outlet 52, second expansion valve 12, refrigerant inlet of battery cold plate 10, refrigerant outlet of battery cold plate 10, fifth expansion valve 15, gas-liquid separator 7, and refrigerant inlet of compressor 1 are sequentially connected through a fourth pipeline 104. In specific implementation, compressor 1 compresses the low-temperature, low-pressure refrigerant from gas-liquid separator 7 into high-temperature, high-pressure refrigerant and enters internal condenser 4. The high-temperature, high-pressure refrigerant exchanges heat with the air in the passenger cabin in internal condenser 4 to heat the passenger cabin. The high-temperature, high-pressure refrigerant flowing through internal condenser 4 directly enters economizer 5. In the economizer 5, the high-temperature and high-pressure refrigerant is cooled into a subcooled liquid refrigerant. After being throttled by the second expansion valve 12, the subcooled liquid refrigerant becomes a low-temperature and low-pressure refrigerant and enters the battery cold plate 10 to absorb the heat of the battery pack and cool the battery pack. The low-temperature and low-pressure refrigerant from the battery cold plate 10 and after passing through the fifth expansion valve 15 finally returns to the refrigerant inlet of the compressor 1 through the gas-liquid separator 7.

[0061] Furthermore, at least two compressors 1 are provided; and / or, compressor 1 is a multi-cylinder compressor, a variable displacement compressor, or a variable speed compressor. In specific implementation, the superheated gas refrigerant outlet 51 of the economizer 5 is connected to the refrigerant intermediate stage inlet of multiple compressors 1 through multiple pipelines, respectively, to achieve selective operation of compressor 1. By setting multiple compressors 1, under low load conditions, the number of operating compressors 1 can be adjusted to achieve precise adjustment of the heat load. In low-temperature environments, the heating capacity can simultaneously meet the needs of the vehicle cabin and battery, and even in extremely low ambient temperatures, it can meet the heating needs across a wide temperature range. If compressor 1 is a multi-cylinder compressor, one or more cylinders of compressor 1 can be selected to operate, thereby adjusting the output capacity of compressor 1. If compressor 1 is a variable displacement compressor, the amount of refrigerant drawn in and discharged in each compression cycle can be adjusted within a certain range. If compressor 1 is a variable speed compressor, the speed of the motor can be controlled by a frequency converter, thereby changing the operating speed of compressor 1.

[0062] Optionally, the gas-injection-enhancing direct cooling and direct heating heat pump thermal management system also includes a cooling fan 8, which is used to dissipate heat from the plate heat exchanger 2 and the low-temperature radiator 18. The cooling fan 8 improves the heat exchange efficiency of the plate heat exchanger 2 and the low-temperature radiator 18 by increasing the airflow over their surfaces.

[0063] Optionally, the gas-injection-enhancing 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 6 and the internal condenser 4, thereby enhancing the heat exchange efficiency of the evaporator 6 and the internal condenser 4 by promoting the airflow near the evaporator 6 and the internal condenser 4.

[0064] 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 gas-replenishing and enthalpy-increasing direct cooling and direct heating heat pump thermal management system, characterized in that, include: The passenger compartment heat pump system includes a compressor (1), an economizer (5), an evaporator (6), an internal condenser (4), a second expansion valve (12), a third expansion valve (13), and a fifth expansion valve (15). The evaporator (6) and the internal condenser (4) can be operated selectively to cool or heat the passenger compartment of the vehicle. The evaporator (6) and the internal condenser (4) can be operated simultaneously to dehumidify the passenger compartment. The refrigerant outlet of the compressor (1) is connected to the refrigerant inlet of the economizer (5) through the third expansion valve (13). The superheated gas refrigerant outlet (51) of the economizer (5) is connected to the intermediate refrigerant inlet of the compressor (1). The superheated gas refrigerant can return to the intermediate inlet of the compressor (1) through the superheated gas refrigerant outlet (51). A battery cold plate direct cooling and heating system includes a battery cold plate (10), wherein the refrigerant outlet of the compressor (1) is connected to the refrigerant inlet of the battery cold plate (10), and the refrigerant outlet of the battery cold plate (10) is connected to the refrigerant inlet of the economizer (5) through the second expansion valve (12); or, the subcooled liquid refrigerant outlet (52) of the economizer (5) is connected to the refrigerant inlet of the battery cold plate (10) through the second expansion valve (12), and the refrigerant outlet of the battery cold plate (10) is connected to the refrigerant inlet of the compressor (1) through the fifth expansion valve (15).

2. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system also includes a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (7), a first expansion valve (11), and a fourth expansion valve (14); The refrigerant outlet of the compressor (1), the plate heat exchanger (2), the external heat exchanger (3), the first expansion valve (11), the internal condenser (4), the refrigerant inlet of the economizer (5), the subcooled liquid refrigerant outlet (52), the fourth expansion valve (14), the evaporator (6), the gas-liquid separator (7), and the refrigerant inlet of the compressor (1) are sequentially connected through the first dehumidification pipeline (106); or, The refrigerant outlet of the compressor (1), the internal condenser (4), the refrigerant inlet of the economizer (5), the subcooled liquid refrigerant outlet (52), the fourth expansion valve (14), the evaporator (6), the gas-liquid separator (7), and the refrigerant inlet of the compressor (1) are connected in sequence through the second dehumidification pipeline (107).

3. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system also includes a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (7), a first expansion valve (11), and a fourth expansion valve (14). The refrigerant outlet of the compressor (1), the plate heat exchanger (2), the external heat exchanger (3), the first expansion valve (11), the refrigerant inlet of the economizer (5), the subcooled liquid refrigerant outlet (52), the fourth expansion valve (14), the evaporator (6), the gas-liquid separator (7), and the refrigerant inlet of the compressor (1) are connected in sequence through a first pipeline (101). Furthermore, the subcooled liquid refrigerant outlet (52) of the economizer (5) is connected to the refrigerant inlet of the battery cold plate (10) through the second expansion valve (12), and the refrigerant outlet of the battery cold plate (10) is connected to the refrigerant inlet of the compressor (1) through the fifth expansion valve (15).

4. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system also includes a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (7), a first expansion valve (11), and a fourth expansion valve (14). The refrigerant outlet of the compressor (1), the internal condenser (4), the refrigerant inlet of the economizer (5), the subcooled liquid refrigerant outlet (52), the first expansion valve (11), the external heat exchanger (3), the plate heat exchanger (2), the gas-liquid separator (7), and the refrigerant inlet of the compressor (1) are connected in sequence through a second pipeline (102). Furthermore, the refrigerant inlet of the battery cold plate (10) is connected to the refrigerant outlet of the compressor (1), and the refrigerant outlet of the battery cold plate (10) is connected to the refrigerant inlet of the economizer (5) through the second expansion valve (12).

5. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 4, characterized in that, The passenger cabin heat pump system also includes a hot gas bypass pipe (105), one end of which is connected to the refrigerant outlet of the compressor (1) through the fifth expansion valve (15), and the other end is connected to the refrigerant inlet of the gas-liquid separator (7).

6. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system also includes a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (7), a first expansion valve (11), and a fourth expansion valve (14). The refrigerant outlet of the compressor (1), the refrigerant inlet of the battery cold plate (10), the refrigerant outlet of the battery cold plate (10), the second expansion valve (12), the refrigerant inlet of the economizer (5), the subcooled liquid refrigerant outlet (52), the fourth expansion valve (14), the evaporator (6), the gas-liquid separator (7), and the refrigerant inlet of the compressor (1) are connected in sequence through a third pipeline (103).

7. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that, The passenger cabin heat pump system also includes a plate heat exchanger (2), an external heat exchanger (3), a gas-liquid separator (7), a first expansion valve (11), and a fourth expansion valve (14). The refrigerant outlet of the compressor (1), the internal condenser (4), the refrigerant inlet of the economizer (5), the subcooled liquid refrigerant outlet (52), the second expansion valve (12), the refrigerant inlet of the battery cold plate (10), the refrigerant outlet of the battery cold plate (10), the fifth expansion valve (15), the gas-liquid separator (7), and the refrigerant inlet of the compressor (1) are connected in sequence through a fourth pipeline (104).

8. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to any one of claims 1 to 7, characterized in that, The compressor (1) is provided in at least two configurations; and / or, The compressor (1) is a multi-cylinder compressor, a variable displacement compressor, or a variable speed compressor.

9. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to any one of claims 2 to 7, characterized in that, The gas-injection and enthalpy-increasing direct cooling and direct heating heat pump thermal management system also includes a motor heat recovery system, which includes a motor (16), a low-temperature radiator (18), and a water pump (17). The motor (16), the water pump (17), and the low-temperature radiator (18) are connected to the plate heat exchanger (2) through a first cooling circuit (108), or the motor (16) and the water pump (17) are connected to the plate heat exchanger (2) through a second cooling circuit (109).

10. The gas-replenishing enthalpy-increasing direct cooling and direct heating heat pump thermal management system according to claim 9, characterized in that, The gas-injection and enthalpy-increasing direct cooling and direct heating heat pump thermal management system further includes a cooling fan (8), which is used to dissipate heat from the plate heat exchanger (2) and the low-temperature radiator (18); and / or, The gas replenishment and enthalpy-increasing direct cooling and direct heating heat pump thermal management system also includes a blower (9), which is used to accelerate the air flow at the evaporator (6) and the internal condenser (4).

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