Heat pump management architecture

Abstract

The utility model discloses a heat pump management architecture, which comprises an air conditioner loop, a battery circuit; the adjusting unit comprises a refrigerating module and a heating module, and the adjusting unit comprises a first one-way valve, a second one-way valve, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a first three-way pipe, a second three-way pipe, a third three-way pipe, a fourth three-way pipe, a fifth three-way pipe and a first four-way pipe. The two one-way valves and the three electromagnetic valves are integrated into the adjusting unit, the adjusting unit is provided with the refrigerating module and the heating module, refrigerating or heating of the air conditioner loop and the battery loop is achieved by switching the refrigerating module and the heating module, the energy efficiency ratio of the heat pump management system is increased, and the energy efficiency of the heat pump management system is improved. The number of parts of the heat pump management system is reduced, the structure of the heat pump management system is simplified, and cost can be reduced.

Description

Technical Field

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

[0002] In the context of lightweighting, miniaturization, integration, energy conservation and emission reduction, and improved energy efficiency, direct battery cooling and integrated refrigerant modes can respond to the current situation. However, the current mainstream cooling technology for power batteries and passenger compartments uses liquid cooling solutions, which have disadvantages such as high cost, large space occupation, and difficult layout. Utility Model Content

[0003] The purpose of this invention is to provide a heat pump management architecture to solve the problems in the prior art, improve the energy efficiency ratio of the heat pump system, reduce costs, and save layout space.

[0004] This utility model provides a heat pump management architecture, including:

[0005] An air conditioning circuit, used to regulate the temperature of the passenger compartment;

[0006] A battery circuit used to regulate the temperature of the battery;

[0007] The regulating unit includes a cooling module and a heating module. The regulating unit includes a first one-way valve, a second one-way valve, a first solenoid valve, a second solenoid valve, a third solenoid valve, a first three-way pipe, a second three-way pipe, a third three-way pipe, a fourth three-way pipe, a fifth three-way pipe, and a first four-way pipe, wherein:

[0008] The first one-way valve is located on the connecting pipe between the first three-way pipe and the second three-way pipe. The first one-way valve is used to control the flow of coolant from the first three-way pipe to the second three-way pipe. The second one-way valve is located on the connecting pipe between the second three-way pipe and the third three-way pipe. The second one-way valve is used to control the flow of coolant from the second three-way pipe to the third three-way pipe.

[0009] The first solenoid valve is located on the connecting pipe between the third three-way pipe and the fourth three-way pipe, and the third solenoid valve is used to control the conduction state between the fifth three-way pipe and the first four-way pipe.

[0010] The second solenoid valve is located on the connecting pipe between the fourth three-way pipe and the fifth three-way pipe, and the second solenoid valve is used to control the conduction state of the fourth three-way pipe and the fifth three-way pipe;

[0011] The third solenoid valve is located on the connecting pipe between the fifth three-way pipe and the first four-way pipe, and the third solenoid valve is used to control the conduction state of the fifth three-way pipe and the first four-way pipe.

[0012] When the second three-way pipe and the third three-way pipe are in a conductive state, and / or the fourth three-way pipe and the fifth three-way pipe are in a conductive state, the refrigeration module is connected to the air conditioning circuit and / or the battery circuit;

[0013] When the first tee pipe and the second tee pipe are in a conductive state, and / or the fourth tee pipe and the third tee pipe are in a conductive state, and / or the fifth tee pipe and the first four-way pipe are in a conductive state, the heating module is connected to the air conditioning circuit and / or the battery circuit.

[0014] In the heat pump management architecture described above, preferably, the air conditioning circuit includes a compressor, a sixth three-way pipe, a second four-way pipe, a first condenser, a seventh three-way pipe, a third four-way pipe, an eighth three-way pipe, a first evaporator, a second evaporator, and a gas-liquid separator, wherein:

[0015] The compressor's outlet is connected to the first port of the sixth three-way pipe, the second port of the sixth three-way pipe is connected to the first port of the second four-way pipe, the second port of the second four-way pipe is connected to the inlet of the first condenser, the outlet of the first condenser is connected to the first port of the seventh three-way pipe, the second port of the seventh three-way pipe is connected to the first port of the third four-way pipe, the second port of the third four-way pipe is connected to the inlet of the first evaporator, the third port of the third four-way pipe is connected to the first port of the eighth three-way pipe, the second port of the eighth three-way pipe is connected to the inlet of the second evaporator, the outlets of both the first and second evaporators are connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor.

[0016] In the heat pump management architecture described above, preferably, a fourth solenoid valve is provided at the outlet of the second port of the second four-way pipe.

[0017] In the heat pump management architecture described above, preferably, a first electronic expansion valve is provided on the connection pipe between the third four-way pipe and the first evaporator.

[0018] In the heat pump management architecture described above, preferably, a fifth solenoid valve is provided on the connection pipe between the eighth tee pipe and the second evaporator.

[0019] In the heat pump management architecture described above, preferably, a second electronic expansion valve is provided on the connecting pipe between the third four-way pipe and the eighth three-way pipe.

[0020] In the heat pump management architecture described above, preferably, the battery circuit includes a compressor, a sixth three-way pipe, a first condenser, a second condenser, a second four-way pipe, a seventh three-way pipe, a battery heat exchanger, and a gas-liquid separator, wherein:

[0021] The compressor outlet is connected to the first port of the sixth three-way pipe, the second port of the sixth three-way pipe is connected to the first port of the second four-way pipe, the third port of the sixth three-way pipe is connected to the inlet of the second condenser, the outlet of the second condenser is connected to the third port of the second four-way pipe, the second port of the second four-way pipe is connected to the inlet of the first condenser, the outlet of the first condenser is connected to the first port of the seventh three-way pipe, the third port of the seventh three-way pipe is connected to the inlet of the battery heat exchanger, the outlet of the battery heat exchanger is connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor.

[0022] In the heat pump management architecture described above, preferably, a third electronic expansion valve is provided on the connecting pipe between the seventh tee pipe and the battery heat exchanger.

[0023] In the heat pump management architecture described above, preferably, a sixth solenoid valve is provided on the connecting pipeline between the battery heat exchanger and the gas-liquid separator.

[0024] In the heat pump management architecture described above, preferably, the heat pump management architecture further includes a coolant circuit, which includes an electric water pump, an electric drive module, an electronic control module, an expansion tank, a cooler, a ninth three-way pipe, a thirteenth three-way pipe, and a radiator, wherein:

[0025] The outlet of the electronic water pump is connected to the inlet of the electric drive module. The outlet of the electric drive module is connected to the inlet of the electronic control module. The outlet of the electronic control module is connected to the inlet of the expansion tank. The outlet of the expansion tank is connected to the inlet of the refrigerant side of the cooler. The outlet of the refrigerant side of the cooler is connected to the first port of the ninth three-way pipe. The second port of the ninth three-way pipe is connected to the inlet of the radiator. The third port of the ninth three-way pipe is connected to the first port of the thirteenth three-way pipe. The outlet of the radiator is connected to the second port of the thirteenth three-way pipe. The third port of the thirteenth three-way pipe is connected to the inlet of the electronic water pump.

[0026] Compared with the prior art, this utility model integrates two one-way valves and three solenoid valves into a regulating unit. The regulating unit has a cooling module and a heating module. By switching between the cooling module and the heating module, the air conditioning circuit and the battery circuit can be cooled or heated, which improves the energy efficiency ratio of the heat pump management system, reduces the number of parts in the heat pump management system, simplifies the structure of the heat pump management system, and helps to reduce costs. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the heat pump management architecture provided in an embodiment of the present invention;

[0028] Figure 2 This is a schematic diagram of the structure of the adjustment unit provided in an embodiment of this utility model;

[0029] Figure 3 This is a structural diagram of the refrigeration module and the heating module in the connected state provided in an embodiment of this utility model.

[0030] Explanation of reference numerals in the attached figures:

[0031] 100-Air conditioning circuit, 200-Battery circuit, 300-Regulating unit, 310-Refrigeration module, 320-Heating module, 400-Coolant circuit;

[0032] 1-First check valve, 2-Second check valve, 3-First solenoid valve, 4-Second solenoid valve, 5-Third solenoid valve, 6-First tee pipe, 7-Second tee pipe, 8-Third tee pipe, 9-Fourth tee pipe, 10-Fifth tee pipe, 11-First four-way pipe, 12-Compressor, 13-Sixth tee pipe, 14-Second four-way pipe, 15-First condenser, 16-Seventh tee pipe, 17-Third four-way pipe, 18-Eighth tee pipe, 19-First evaporator, 20-Second evaporator, 21-Gas-liquid separator, 22-Fourth solenoid valve, 23-First electronic expansion valve, 24-Fifth solenoid valve 25-Second electronic expansion valve, 26-Battery heat exchanger, 27-Third electronic expansion valve, 28-Sixth solenoid valve, 29-Electric water pump, 30-Electric drive module, 31-Electronic control module, 32-Expansion tank, 33-Cooler, 34-Refrigerant side of cooler, 35-Water side of cooler, 36-Ninth tee pipe, 37-Tenth tee pipe, 38-Radiator, 39-Fourth electronic expansion valve, 40-Eleventh tee pipe, 41-Twelfth tee pipe, 42-Seventh solenoid valve, 43-Fourth tee pipe, 44-PTC heater, 45-Second condenser, 46-Thirteenth tee pipe. Detailed Implementation

[0033] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0034] This utility model provides a heat pump management architecture, referring to... Figure 1 As shown, it includes an air conditioning circuit 100, a battery circuit 200, and a regulating unit 300, wherein:

[0035] The air conditioning circuit 100 is used to regulate the temperature of the passenger compartment to ensure a comfortable temperature for the passenger compartment.

[0036] The battery circuit 200 is used to regulate the temperature of the battery so that the battery has a suitable operating temperature.

[0037] The regulating unit 300 includes a cooling module 310 and a heating module 320. The cooling module 310 and the heating module 320 can be connected to the air conditioning circuit 100 or the battery circuit 200 respectively to achieve cooling and heating for the air conditioning circuit 100 or the battery circuit 200.

[0038] In the embodiments provided in this application, reference is made to Figure 2 As shown, the regulating unit 300 includes a first one-way valve 1, a second one-way valve 2, a first solenoid valve 3, a second solenoid valve 4, a third solenoid valve 5, a first three-way pipe 6, a second three-way pipe 7, a third three-way pipe 8, a fourth three-way pipe 9, a fifth three-way pipe 10, and a first four-way pipe 11.

[0039] The first one-way valve 1 is located on the connecting pipe between the first three-way pipe 6 and the second three-way pipe 7. The first one-way valve 1 is used to control the coolant to flow unidirectionally from the first three-way pipe 6 to the second three-way pipe 7. The second one-way valve 2 is located on the connecting pipe between the second three-way pipe 7 and the third three-way pipe 8. The second one-way valve 2 is used to control the coolant to flow unidirectionally from the second three-way pipe 7 to the third three-way pipe 8.

[0040] The first solenoid valve 3 is located on the connecting pipe between the third three-way pipe 8 and the fourth three-way pipe 9. The first solenoid valve 3 is used to adjust the conduction state of the connecting pipe between the third three-way pipe 8 and the fourth three-way pipe 9. The second solenoid valve 4 is located on the connecting pipe between the fourth three-way pipe 9 and the fifth three-way pipe 10. The second solenoid valve 4 is used to adjust the conduction state of the connecting pipe between the fourth three-way pipe 9 and the fifth three-way pipe 10. The third solenoid valve 5 is located on the connecting pipe between the fifth three-way pipe 10 and the first four-way pipe 11. The third solenoid valve 5 is used to adjust the conduction state of the connecting pipe between the fifth three-way pipe 10 and the first four-way pipe 11.

[0041] Reference Figure 2 as well as Figure 3As shown, when the second three-way pipe 7 and the third three-way pipe 8 are in a conductive state (E→G in the figure), and / or the fourth three-way pipe 9 and the fifth three-way pipe 10 are in a conductive state (C→B in the figure), the regulating unit 300 is adjusted to the operation of the refrigeration module 310, and the air conditioning circuit 100 and / or the battery circuit 200 can be connected to the refrigeration module 310 to achieve cooling of the air conditioning circuit 100 and the battery circuit 200.

[0042] When the first three-way pipe 6 and the second three-way pipe 7 are in a conductive state (F→E in the diagram), and / or the fourth three-way pipe 9 and the third three-way pipe 8 are in a conductive state (C→G in the diagram), and / or the fifth three-way pipe 10 and the first four-way pipe 11 are in a conductive state (B→A in the diagram), the regulating unit 300 is adjusted to the operation of the heating module 320, and the air conditioning circuit 100 and / or the battery circuit 200 can be connected to the heating module 320 to achieve the heating of the air conditioning circuit 100 and the battery circuit 200.

[0043] The two one-way valves and three solenoid valves within the regulating unit 300 of this application can be controlled by a single electromagnet (not shown in the figure), which is simple to operate and allows for quick switching between the cooling module 310 and the heating module 320 according to the system's thermal management requirements. Compared to existing heat pump management systems, this application integrates the two one-way valves and three solenoid valves into a single component within the system, reducing the number of control valves in the thermal management system, simplifying the system structure, and improving the system's energy efficiency ratio.

[0044] The air conditioning circuit 100 includes a compressor 12, a sixth three-way pipe 13, a second four-way pipe 14, a first condenser 15, a seventh three-way pipe 16, a third four-way pipe 17, an eighth three-way pipe 18, a first evaporator 19, a second evaporator 20, and a gas-liquid separator 21.

[0045] The outlet end of compressor 12 is connected to the first port of the sixth three-way pipe 13, the second port of the sixth three-way pipe 13 is connected to the first port of the second four-way pipe 14, the second port of the second four-way pipe 14 is connected to the inlet end of the first condenser 15, the outlet end of the first condenser 15 is connected to the first port of the seventh three-way pipe 16, the second port of the seventh three-way pipe 16 is connected to the first port of the third four-way pipe 17, the second port of the third four-way pipe 17 is connected to the inlet end of the first evaporator 19, the third port of the third four-way pipe 17 is connected to the first port of the eighth three-way pipe 18, the second port of the eighth three-way pipe 18 is connected to the inlet end of the second evaporator 20, the outlet ends of the first evaporator 19 and the second evaporator 20 are both connected to the inlet end of the gas-liquid separator 21, and the outlet end of the gas-liquid separator 21 is connected to the inlet end of compressor 12.

[0046] A fourth solenoid valve 22 is provided at the outlet of the second port of the second four-way pipe 14. The fourth solenoid valve 22 is used to control the connection state between the air conditioning circuit 100 and the regulating unit 300. A first electronic expansion valve 23 is provided on the connecting pipe between the third four-way pipe 17 and the first evaporator 19. The first electronic expansion valve 23 can adjust the flow rate into the first evaporator 19 to adapt to the coolant flow rate required for the first evaporator 19 to cool down or heat up, and then control it according to the demand to improve the energy efficiency ratio of the system. A fifth solenoid valve 24 is provided on the connecting pipe between the eighth three-way pipe 18 and the second evaporator 20. The fifth solenoid valve 24 can control the conduction state between the eighth three-way pipe 18 and the second evaporator 20, that is, control whether coolant flows to the second evaporator 20.

[0047] The first evaporator 19 is the front evaporator, and the second evaporator 20 is the rear evaporator. When the air conditioning circuit 100 is connected to the refrigeration module 310 or the heating module 320 respectively, it can cool or heat the front evaporator or the rear evaporator to achieve cooling or heating of the passenger compartment, so as to make the passenger compartment have a suitable temperature in different seasons and operating conditions.

[0048] The battery circuit 200 includes a compressor 12, a sixth three-way pipe 13, a first condenser 15, a second condenser 45, a second four-way pipe 14, a seventh three-way pipe 16, a battery heat exchanger 26, and a gas-liquid separator 21.

[0049] The outlet end of compressor 12 is connected to the first port of the sixth three-way pipe 13, the second port of the sixth three-way pipe 13 is connected to the first port of the second four-way pipe 14, the third port of the sixth three-way pipe 13 is connected to the inlet end of the second condenser 45, the outlet end of the second condenser 45 is connected to the third port of the second four-way pipe 14, the second port of the second four-way pipe 14 is connected to the inlet end of the first condenser 15, the outlet end of the first condenser 15 is connected to the first port of the seventh three-way pipe 16, the third port of the seventh three-way pipe 16 is connected to the inlet end of the battery heat exchanger 26, the outlet end of the battery heat exchanger 26 is connected to the inlet end of the gas-liquid separator 21, and the outlet end of the gas-liquid separator 21 is connected to the inlet end of compressor 12.

[0050] A third electronic expansion valve 27 is installed on the connecting pipe between the seventh three-way pipe 16 and the battery heat exchanger 26. The third electronic expansion valve 27 is a large-diameter electronic expansion valve, which can accurately control the flow rate of coolant to adapt to the needs of different operating conditions. It can also achieve precise control under conditions with large load changes. The large-diameter electronic expansion valve has bidirectional flow capability, and thus can intelligently distribute the coolant flow rate according to the needs of different operating conditions to adapt to different scenarios.

[0051] A sixth solenoid valve 28 is provided on the connecting pipe between the battery heat exchanger 26 and the gas-liquid separator 21. The sixth solenoid valve 28 is used to control the conduction state of the connecting pipe between the battery heat exchanger 26 and the gas-liquid separator 21.

[0052] The heat pump management architecture of this application also includes a coolant circuit 400, which includes an electric water pump 29, an electric drive module 30, an electronic control module 31, an expansion tank 32, a cooler 33, a ninth tee pipe 36, a thirteenth tee pipe 37, and a radiator 38.

[0053] The outlet of the electric water pump 29 is connected to the inlet of the electric drive module 30. The outlet of the electric drive module 30 is connected to the inlet of the electronic control module 31. The outlet of the electronic control module 31 is connected to the inlet of the expansion tank 32. The outlet of the expansion tank 32 is connected to the inlet of the refrigerant side 34 of the cooler. The outlet of the refrigerant side 34 of the cooler is connected to the first port of the ninth three-way pipe 36. The second port of the ninth three-way pipe 36 is connected to the inlet of the radiator 38. The third port of the ninth three-way pipe 36 is connected to the first port of the thirteenth three-way pipe 37. The outlet of the radiator 38 is connected to the second port of the thirteenth three-way pipe 37. The third port of the thirteenth three-way pipe 37 is connected to the inlet of the electric water pump 29.

[0054] The heat pump piping architecture of this application also includes a water side of the cooler 35, a fourth electronic expansion valve 39, an eleventh tee pipe 40, a twelfth tee pipe 41, a seventh solenoid valve 42, a fourth four-way pipe 43, a PTC heater 44, and a thirteenth tee pipe 46.

[0055] The fourth port of the third four-way pipe 17 is connected to the water side 35 of the cooler. The fourth electronic expansion valve 39 is provided on the connecting pipe between the third four-way pipe 17 and the water side 35 of the cooler to control the flow rate of the coolant flowing to the water side 35 of the cooler.

[0056] The outlet end of the battery heat exchanger 26 is connected to the first port of the eleventh three-way pipe 40, the second port of the eleventh three-way pipe 40 is connected to the first port of the twelfth three-way pipe 41, the third port of the eleventh three-way pipe 40 is connected to the fourth port of the second four-way pipe 14, and the seventh solenoid valve 42 is located on the connecting pipe between the eleventh three-way pipe 40 and the second four-way pipe 14.

[0057] The second port of the twelfth three-way pipe 41 is connected to the first port of the thirteenth three-way pipe 46, the third port of the twelfth three-way pipe 41 is connected to the outlet end of the second evaporator 20, and the sixth solenoid valve 28 is located on the connecting pipe between the eleventh three-way pipe 40 and the twelfth three-way pipe 41.

[0058] The second port of the thirteenth three-way pipe 46 is connected to the first port of the fourth four-way pipe 43, the third port of the thirteenth three-way pipe 46 is connected to the outlet end of the first evaporator 19, the second port of the fourth four-way pipe 43 is connected to the inlet end of the gas-liquid separator 21, the third port of the fourth four-way pipe 43 is connected to the water side 35 of the cooler, and the fourth port of the fourth four-way pipe 43 is connected to the regulating unit 300.

[0059] When the regulating unit 300 switches to the cooling module 310, the heat pump management architecture has the following multiple scenarios:

[0060] I. Battery cooling and electric drive heat dissipation cooling

[0061] In summer, when vehicles are driving on highways, the motor operates under high load and the heat dissipation of the electronic control radiator 38 is insufficient, requiring additional cooling. The battery discharge temperature rises, requiring battery cooling. People in the passenger compartment also need cooling in summer.

[0062] High-temperature, high-pressure refrigerant gas flows out of compressor 12, passes through regulating unit 300, and is condensed and cooled by first condenser 15 to become low-temperature, low-pressure liquid. It then passes through regulating unit 300 (switching to refrigeration module 310), and is divided into two paths by seventh three-way pipe 16. One path passes through battery heat exchanger 26 to evaporate and absorb the heat generated by the battery, opens sixth solenoid valve 28, passes through gas-liquid separator 21, and returns to compressor 12.

[0063] The other path goes to the third four-way pipe 17 and then splits into three paths. One path goes through the first evaporator 19 (cooling the passenger compartment), then through the gas-liquid separator 21, and returns to the compressor 12. The other path goes through the second electronic expansion valve 25, opens the fifth solenoid valve 24, then goes through the second evaporator 20 (cooling the passenger compartment), then through the gas-liquid separator 21, and returns to the compressor 12.

[0064] Finally, the gas passes through the fourth electronic expansion valve 39, the water side of the cooler 35 (which cools the electric drive module 30 and the electronic control module 31), and then through the gas-liquid separator 21 before returning to the compressor 12.

[0065] Coolant side: The coolant that flows out from the electric water pump 29 and is overheated by the radiator 38, absorbs heat through the electric drive module 30 and the electronic control module 31 (to cool the electric drive and electronic control), and then passes through the expansion tank 32, the refrigerant side 34 of the coolant (to cool the coolant), and the radiator 38 to dissipate heat before returning to the electric water pump 29 through the thirteenth pipe 37.

[0066] II. Crew compartment and battery cooling, electric drive heat dissipation

[0067] In summer, vehicles need to dissipate heat when driving on the road, the battery discharge temperature rises and needs to be cooled, and people in the passenger compartment also need to be cooled in summer.

[0068] High-temperature, high-pressure refrigerant gas flows out of compressor 12, passes through regulating unit 300 (switching to refrigeration module 310), and then is condensed and cooled by the first condenser 15 to become low-temperature, low-pressure liquid. It then passes through regulating unit 300 (switching to refrigeration module 310) again and enters the seventh three-way pipe 16, which splits into two paths. One path passes through battery heat exchanger 26 to evaporate and absorb the heat generated by battery discharge, opens the sixth solenoid valve 28, passes through gas-liquid separator 21, and returns to compressor 12.

[0069] Another path to the third four-way pipe 17 splits into two paths. One path passes through the first electronic expansion valve 23, the first evaporator 19 (for cooling the passenger compartment), and the gas-liquid separator 21 in sequence, before returning to the compressor 12. The other path passes through the second electronic expansion valve 25, the fifth solenoid valve 24, and then passes through the second evaporator 20 (for cooling the passenger compartment) and the gas-liquid separator 21 in sequence before returning to the compressor 12.

[0070] Coolant side: The coolant that flows out from the electric water pump 29 and dissipates heat through the radiator 38 passes through the electric drive module 30 and the electronic control module 31 to absorb heat (to cool the electric drive and electronic control), the expansion tank 32, the refrigerant side 34 of the cooler (to cool the coolant), the coolant in the radiator 38 to dissipate heat, and the thirteenth pipe 37, and finally returns to the electric water pump 29.

[0071] III. Super Fast Battery Charging

[0072] In summer, when a vehicle runs out of power, it needs to be supercharged and cooled. When no one is in the passenger compartment, the refrigerant is supercooled after being cooled twice by the second condenser 45 and the first condenser 15. This allows the refrigerant to absorb more heat from the battery, bringing the battery to a suitable charging temperature and maintaining the super-fast charging power so that the battery can be quickly charged to 90%.

[0073] A portion of the high-temperature, high-pressure refrigerant gas flowing out of compressor 12 undergoes a first condensation and heat dissipation in the second condenser 45, turning into a liquid. After passing through the regulating unit 300 (switching to the refrigeration module 310), it undergoes a second condensation and heat dissipation in the first condenser 15, turning into a low-temperature, low-pressure liquid with a lower temperature than the first condensation and heat dissipation. Then, it passes through the third electronic expansion valve 27 and the battery heat exchanger 26 to evaporate and absorb the heat generated by the battery overcharging. The sixth solenoid valve 28 is then opened, and the liquid passes through the gas-liquid separator 21 before returning to compressor 12.

[0074] IV. Crew Cabin Cooling - Remote Control Cooling

[0075] In summer, when a car is parked outside and exposed to the sun, the temperature in the passenger compartment can become very high. Before people return to the car, they can remotely control the vehicle's passenger compartment cooling system via their mobile phones to ensure a comfortable temperature when they get back in.

[0076] High-temperature, high-pressure refrigerant gas flows out of compressor 12, passes through fourth solenoid valve 22 and regulating unit 300 (switched to refrigeration module 310) in sequence, and then becomes low-temperature, low-pressure liquid after being condensed and cooled by first condenser 15. After passing through regulating unit 300 (switched to refrigeration module 310) again, it passes through seventh three-way pipe 16, third four-way pipe 17, first electronic expansion valve 23, first evaporator 19 (for cooling the passenger compartment) and gas-liquid separator 21 back to compressor 12.

[0077] V. Crew cabin cooling and battery cooling

[0078] In the summer, when a car is charging on a supercharger for a period of time while the people inside are waiting, both the passenger compartment and the battery need to be cooled.

[0079] High-temperature, high-pressure refrigerant gas flows out of compressor 12, passes through fourth solenoid valve 22 and regulating unit 300 (switched to refrigeration module 310), and then is condensed and cooled by first condenser 15 to become low-temperature, low-pressure liquid. After passing through regulating unit 300 (switched to refrigeration module 310), it is divided into two paths through seventh three-way pipe 16. One path passes through third electronic expansion valve 27, then through battery heat exchanger 26 to evaporate and absorb the heat generated by battery overcharging, opens sixth solenoid valve 28, passes through gas-liquid separator 21, and returns to compressor 12.

[0080] Another path to the third four-way pipe 17 splits into two paths. One path passes through the first electronic expansion valve 23 and enters the first evaporator 19 (to cool the passenger compartment), then passes through the gas-liquid separator 21 and returns to the compressor 12. The other path passes through the second electronic expansion valve 25, opens the fifth solenoid valve 24, passes through the second evaporator 20 (to cool the passenger compartment) and the gas-liquid separator 21 in sequence, and finally returns to the compressor 12.

[0081] When the regulating unit 300 switches to the heating module 320, the heat pump management architecture has the following multiple scenarios:

[0082] 1. When stopping briefly on the highway in winter, store the heat from the electric drive, electronic control, and passenger compartment into the battery pack (the battery pack has good thermal insulation) to prevent heat loss from the passenger compartment and electric drive. At the same time, open the front and rear evaporators to quickly absorb the heat from the passenger compartment and reduce heat loss. When you get back on the highway, use the heat from the battery pack to heat the passenger compartment, thereby improving the vehicle's winter range.

[0083] High-temperature, high-pressure refrigerant gas flows out of compressor 12, passes through the second four-way pipe 14 and the seventh solenoid valve 42, then is condensed and heated by the battery heat exchanger 26, and then passes through the third electronic expansion valve 27 (open to the maximum), and then through the seventh three-way pipe 16 and the third four-way pipe 17, splitting into three paths. One path passes through the first electronic expansion valve 23 and the first front evaporator (absorbing heat from the passenger compartment), then through the gas-liquid separator 21, and returns to compressor 12. Another path passes through the fourth electronic expansion valve 39, then through the water side of the cooler 35 (evaporating and absorbing waste heat from the electric drive and electronic control circuits), and then through the gas-liquid separator 21, before returning to compressor 12. The last path passes through the second electronic expansion valve 25, the fifth solenoid valve 24, and the second evaporator 20 (absorbing heat from the rear passenger compartment), then through the gas-liquid separator 21, and finally returns to compressor 12.

[0084] Coolant side: The coolant flowing out from the electric water pump 29 and cooled by the refrigerant side 34 of the cooler passes through the electric drive module 30 and the electronic control module 31 to absorb residual heat, and then passes through the expansion tank 32, the refrigerant side 34 of the cooler (for cooling and heat exchange of the coolant), and the thirteenth-way pipe 37 in sequence, and finally returns to the electric water pump 29.

[0085] II. Heat pumps with temperatures above -10°C provide heating for the passenger compartment.

[0086] When the ambient temperature is above -10°C in winter, the heat pump heats the passenger compartment by absorbing heat from the air, battery pack, motor, and electronic control circuit, and by the work done by compressor 12. The passenger compartment simultaneously receives the electrical power consumed by compressor 12, the heat from the battery pack, the heat from the motor and electronic control circuit, and the heat from the environment. The overall system COP (coefficient of performance) is greater than 2, thereby improving the vehicle's range in winter and thus improving the energy efficiency ratio. The rear-mounted outdoor condenser is more conducive to vehicle heating in winter and improving the driving range.

[0087] The high-temperature, high-pressure refrigerant gas flowing from compressor 12 is condensed in the second condenser 45 (to heat the crew compartment) into a low-temperature, low-pressure liquid. It then passes through the regulating unit 300 (switching to the heating module 320) and the seventh three-way pipe 16, splitting into two paths. One path passes sequentially through the third electronic expansion valve 27, the battery heat exchanger 26 (absorbing heat generated by battery discharge), the sixth solenoid valve 28, and the gas-liquid separator 21, before returning to compressor 12. The other path passes through the third four-way pipe 17, which further splits into two paths. One path passes through the second electronic expansion valve 25, the regulating unit 300 (switching to the heating module 320), evaporates in the first condenser 15 to absorb ambient heat, then passes through the regulating unit 300 (switching to the heating module 320) and the gas-liquid separator 21 before returning to compressor 12. The other path passes through the fourth electronic expansion valve 39, then through the water side of the cooler 35 (evaporating to absorb waste heat from the electric drive and control circuits), and the gas-liquid separator 21 before returning to compressor 12.

[0088] Coolant side: The coolant flowing out from the electric water pump 29 and cooled by the refrigerant side 34 of the cooler passes through the electric drive module 30 and the electronic control module 31 to absorb residual heat, and then passes through the expansion tank 32, the refrigerant side 34 of the cooler (for cooling and heat exchange of the coolant), and the thirteenth-way pipe 37 (for switching to electric drive heat preservation mode), and finally returns to the electric water pump 29.

[0089] III. Remote control of passenger cabin heating when ambient temperature is above -10℃

[0090] When the ambient temperature is above -10℃ in winter, the temperature of the passenger compartment and battery is relatively low after the vehicle has been sitting overnight. To ensure a comfortable experience upon entering the car, the owner can remotely control the heating of the passenger compartment via their mobile phone. The vehicle's computer detects that the battery temperature is too low and not at the optimal discharge temperature, requiring heating. The heat pump absorbs heat from the air, and the compressor 12 performs work to heat the passenger compartment and battery. The passenger compartment and battery simultaneously receive the electrical power consumed by the compressor 12 and the heat from the environment. The overall system COP is greater than 2. The refrigerant undergoes two secondary condensations—the indoor condenser and the battery heat exchanger 26—further lowering its temperature and increasing subcooling. This allows the refrigerant to evaporate and absorb more heat from the environment when passing through the outdoor condenser, reducing the vehicle's range reduction in winter. The rear-mounted outdoor condenser further enhances the vehicle's heating efficiency in winter and improves its driving range.

[0091] High-temperature, high-pressure refrigerant gas flows out of compressor 12, undergoes primary condensation in the second condenser 45 to heat the passenger compartment, and then flows through the seventh solenoid valve 42 to the battery heat exchanger 26 for secondary condensation (heating the battery) to become a low-temperature, low-pressure liquid. It then passes sequentially through the third electronic expansion valve 27, the seventh three-way pipe 16, the third four-way pipe 17, and the second electronic expansion valve 25 before entering the regulating unit 300 (switched to heating module 320). It evaporates and absorbs heat from the environment through the first condenser 15, and then passes through the regulating unit 300 (switched to heating module 320) and the gas-liquid separator 21 before returning to compressor 12.

[0092] IV. When the ambient temperature is above -10℃, the air heat source, the battery pack temperature is low and heating is required, as well as passenger compartment heating and motor insulation.

[0093] When the ambient temperature is above -10°C in winter, the heat pump heats the passenger compartment and battery by absorbing heat from the air and the compressor 12 performing work. The passenger compartment and battery simultaneously receive the electrical power consumed by the compressor 12 and the heat from the environment. The overall COP of the system is greater than 2. The refrigerant undergoes two secondary condensations—one in the indoor condenser and the other in the battery heat exchanger 26—further lowering its temperature and increasing subcooling. This allows the refrigerant to evaporate and absorb more heat from the environment when passing through the outdoor condenser. This reduces the vehicle's range reduction in winter, thereby improving the energy efficiency ratio. The rear-mounted outdoor condenser arrangement is more beneficial for vehicle heating in winter and extends the driving range.

[0094] High-temperature, high-pressure refrigerant gas flows out of compressor 12, undergoes primary condensation in the second condenser 45 to heat the passenger compartment, and then undergoes secondary condensation in the seventh solenoid valve 42 and battery heat exchanger 26 (to heat the battery) to become a low-temperature, low-pressure liquid. It then passes sequentially through the third electronic expansion valve 27, the seventh three-way pipe 16, the third four-way pipe 17, the second electronic expansion valve 25, and the regulating unit 300 (switched to heating module 320). After evaporating and absorbing heat from the environment in the first condenser 15, it passes through the regulating unit 300 (switched to heating module 320) again, and finally returns to compressor 12 after passing through gas-liquid separator 21.

[0095] Coolant side: The coolant flowing out from the electric water pump 29 passes through the electric drive module 30, the electronic control module 31, the expansion tank 32, the refrigerant side 34 of the cooler, and the thirteenth pipe 37 in sequence, and finally returns to the electric water pump 29.

[0096] V. When the ambient temperature is above -10℃, the air heat source is used for crew cabin heating and motor insulation / defrosting.

[0097] When the ambient temperature is above -10°C in winter, the heat pump heats the passenger compartment by absorbing heat from the air and the compressor 12 performing work. The passenger compartment simultaneously receives the electrical power consumed by the compressor 12 and the heat from the environment. The overall COP of the system is greater than 2, thereby improving the vehicle's range in winter and thus improving the energy efficiency ratio. The rear-mounted outdoor condenser is more conducive to vehicle heating in winter and improving the driving range.

[0098] High-temperature, high-pressure refrigerant gas flows out of compressor 12, is condensed by the second condenser 45 (for crew compartment heating) into a low-temperature, low-pressure liquid, and then passes sequentially through the fourth solenoid valve 22, regulating unit 300 (switched to heating module 320), seventh three-way pipe 16, third four-way pipe 17, and second electronic expansion valve 25 before passing through regulating unit 300 (switched to heating module 320). It then evaporates in the first condenser 15 to absorb heat from the environment, and finally returns to compressor 12 after passing through regulating unit 300 (switched to heating module 320) and gas-liquid separator 21.

[0099] Coolant side: The coolant flowing out from the electric water pump 29 passes through the electric drive module 30, the electronic control module 31, the expansion tank 32, the refrigerant side 34 of the cooler, and the thirteenth pipe 37 in sequence, and finally returns to the electric water pump 29.

[0100] VI. Passenger cabin heating at temperatures below -10°C, battery pack temperature above 10°C.

[0101] When the ambient temperature drops below -10°C in winter, the heating capacity of the heat pump system is greatly limited. Under these conditions, the temperature of the battery pack, motor, and electronic control unit determines the operating mode of the heat pump system. When the temperature of the battery, motor, and electronic control unit is above 10°C, the heat pump heats the passenger compartment by absorbing waste heat from the motor and electronic control unit, heat from the battery pack, and the work done by the compressor 12. The passenger compartment simultaneously receives the electrical power consumed by the compressor 12, the heat from the battery pack, and the heat from the motor and electronic control circuits. The overall COP of the system is much higher than 1.

[0102] The high-temperature, high-pressure refrigerant gas flowing out of compressor 12 is condensed by the second condenser 45 (to heat the crew compartment) into a low-temperature, low-pressure liquid. It then passes through the fourth solenoid valve 22, the regulating unit 300 (which switches to the heating module 320), and the seventh three-way pipe 16, splitting into two paths. One path passes through the third electronic expansion valve 27, the battery heat exchanger 26 (which absorbs heat from the battery), the sixth solenoid valve 28, and the gas-liquid separator 21, before returning to compressor 12. The other path passes through the fourth electronic expansion valve 39, the water side of the cooler 35 (which evaporates and absorbs heat from the electric drive and electronic control circuits), and the gas-liquid separator 21, before returning to compressor 12.

[0103] Coolant side: The coolant flowing out from the electric water pump 29 and cooled by the refrigerant side 34 of the cooler passes through the electric drive module 30 and the electronic control module 31 to absorb residual heat, and then passes through the expansion tank 32, the refrigerant side 34 of the cooler (for cooling and heat exchange of the coolant), and the thirteenth-way pipe 37, and finally returns to the electric water pump 29.

[0104] 7. Battery pack temperatures below -10℃ require heating.

[0105] When the ambient temperature is below -10℃, the heat pump cannot obtain heat from the external environment. The heat pump uses the low-efficiency mode of the motor, the heat generated by the low-pressure PTC, and the work done by the compressor 12 to quickly heat up the battery to reach the appropriate operating temperature range for charging and high-power discharging of the power battery, thereby improving the car's range in winter.

[0106] High-temperature, high-pressure refrigerant gas flows out of compressor 12, opens the seventh solenoid valve 42, and is condensed by the battery heat exchanger 26 (providing rapid heating to the battery) into a low-temperature, low-pressure liquid. It then passes through the third electronic expansion valve 27, the seventh three-way pipe 16, and the third four-way pipe 17, splitting into two paths. One path passes through the second electronic expansion valve 25, the fifth solenoid valve 24, the second evaporator 20 (evaporating and absorbing the heat generated by the PTC heater 44), and the gas-liquid separator 21, returning to compressor 12. The other path passes through the fourth electronic expansion valve 39, the water side of the cooler 35 (evaporating and absorbing the heat in the electric drive and electronic control circuit), and the gas-liquid separator 21, returning to compressor 12.

[0107] Coolant side: The coolant flowing out from the electric water pump 29 and cooled by the refrigerant side 34 of the cooler, absorbs the heat generated by the low-efficiency mode of the electric drive through the electric drive module 30 and the electronic control module 31, and then passes through the expansion tank 32, the refrigerant side 34 of the cooler (for cooling and heat exchange of the coolant), the thirteenth-way pipe 37, and finally returns to the electric water pump 29.

[0108] 8. When the battery pack temperature is below -10℃ and heating is required, the passenger compartment can be heated, or the vehicle can be heated remotely.

[0109] When the ambient temperature is below -10℃ in winter, the heat pump cannot obtain heat from the external environment. The heat pump uses the low-efficiency mode of the motor, the heat generated by the low-pressure PTC, and the work done by the compressor to quickly heat up the battery to reach the appropriate operating temperature range for charging and high-power discharging of the power battery and to heat the passenger compartment, thereby improving the car's range in winter.

[0110] Appropriate use of the hot air bypass in the passenger compartment helps the battery heat up quickly. The gaseous refrigerant undergoes two condensations through the indoor condenser and the battery heat exchanger 26 to increase the subcooling, thereby better absorbing the heat generated by the low-efficiency mode of the motor and the low-pressure PTC (reducing heat loss), improving the vehicle's range in winter and the owner's driving experience.

[0111] High-temperature, high-pressure refrigerant gas flows out of compressor 12, passes through the second four-way pipe 14 and the seventh solenoid valve 42, and is condensed by the battery heat exchanger 26 (to rapidly heat the battery) into a low-temperature, low-pressure liquid. It then passes through the third electronic expansion valve 27 to the seventh three-way pipe 16, and then through the third four-way pipe 17, where it splits into two paths. One path passes through the second electronic expansion valve 25, the fifth solenoid valve 24, the second evaporator 20 (which absorbs the heat generated by the PTC heater 44), and the gas-liquid separator 21, before returning to compressor 12. The other path passes through the fourth electronic expansion valve 39, the water side of the cooler 35 (which absorbs the heat from the electric drive and electronic control circuits), and the gas-liquid separator 21 before returning to compressor 12.

[0112] Coolant side: The coolant flowing out from the electric water pump 29 and cooled by the refrigerant side 34 of the cooler passes through the electric drive module 30 and the electronic control module 31 to absorb the heat generated by the low efficiency mode of the electric drive, and then passes through the expansion tank 32, the refrigerant side 34 of the cooler (for cooling and heat exchange of the coolant) and the seventeenth three-way pipe, and finally returns to the electric water pump 29.

[0113] The above description, based on the embodiments shown in the drawings, details the structure, features, and effects of this utility model. The above description is only a preferred embodiment of this utility model, but the scope of implementation of this utility model is not limited to what is shown in the drawings. Any changes made in accordance with the concept of this utility model, or modifications to equivalent embodiments, that do not exceed the spirit covered by the specification and drawings, shall be within the protection scope of this utility model.

Claims

1. A heat pump management architecture, characterized in that, include: An air conditioning circuit, used to regulate the temperature of the passenger compartment; A battery circuit used to regulate the temperature of the battery; The regulating unit includes a cooling module and a heating module. The regulating unit includes a first one-way valve, a second one-way valve, a first solenoid valve, a second solenoid valve, a third solenoid valve, a first three-way pipe, a second three-way pipe, a third three-way pipe, a fourth three-way pipe, a fifth three-way pipe, and a first four-way pipe, wherein: The first one-way valve is located on the connecting pipe between the first three-way pipe and the second three-way pipe. The first one-way valve is used to control the flow of coolant from the first three-way pipe to the second three-way pipe. The second one-way valve is located on the connecting pipe between the second three-way pipe and the third three-way pipe. The second one-way valve is used to control the flow of coolant from the second three-way pipe to the third three-way pipe. The first solenoid valve is located on the connecting pipe between the third three-way pipe and the fourth three-way pipe, and the first solenoid valve is used to control the conduction state of the third three-way pipe and the fourth three-way pipe. The second solenoid valve is located on the connecting pipe between the fourth three-way pipe and the fifth three-way pipe, and the second solenoid valve is used to control the conduction state of the fourth three-way pipe and the fifth three-way pipe; The third solenoid valve is located on the connecting pipe between the fifth three-way pipe and the first four-way pipe, and the third solenoid valve is used to control the conduction state of the fifth three-way pipe and the first four-way pipe. When the second three-way pipe and the third three-way pipe are in a conductive state, and / or the fourth three-way pipe and the fifth three-way pipe are in a conductive state, the refrigeration module is connected to the air conditioning circuit and / or the battery circuit; When the first tee pipe and the second tee pipe are in a conductive state, and / or the fourth tee pipe and the third tee pipe are in a conductive state, and / or the fifth tee pipe and the first four-way pipe are in a conductive state, the heating module is connected to the air conditioning circuit and / or the battery circuit.

2. The heat pump management architecture according to claim 1, characterized in that, The air conditioning circuit includes a compressor, a sixth three-way pipe, a second four-way pipe, a first condenser, a seventh three-way pipe, a third four-way pipe, an eighth three-way pipe, a first evaporator, a second evaporator, and a gas-liquid separator, wherein: The compressor's outlet is connected to the first port of the sixth three-way pipe, the second port of the sixth three-way pipe is connected to the first port of the second four-way pipe, the second port of the second four-way pipe is connected to the inlet of the first condenser, the outlet of the first condenser is connected to the first port of the seventh three-way pipe, the second port of the seventh three-way pipe is connected to the first port of the third four-way pipe, the second port of the third four-way pipe is connected to the inlet of the first evaporator, the third port of the third four-way pipe is connected to the first port of the eighth three-way pipe, the second port of the eighth three-way pipe is connected to the inlet of the second evaporator, the outlets of both the first and second evaporators are connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor.

3. The heat pump management architecture according to claim 2, characterized in that, A fourth solenoid valve is provided at the outlet of the second port of the second four-way pipe.

4. The heat pump management architecture according to claim 2, characterized in that, A first electronic expansion valve is provided on the connecting pipe between the third four-way pipe and the first evaporator.

5. The heat pump management architecture according to claim 2, characterized in that, A fifth solenoid valve is provided on the connecting pipe between the eighth three-way pipe and the second evaporator.

6. The heat pump management architecture according to claim 2, characterized in that, A second electronic expansion valve is provided on the connecting pipe between the third four-way pipe and the eighth three-way pipe.

7. The heat pump management architecture according to claim 1, characterized in that, The battery circuit includes a compressor, a sixth three-way pipe, a first condenser, a second condenser, a second four-way pipe, a seventh three-way pipe, a battery heat exchanger, and a gas-liquid separator, wherein: The compressor outlet is connected to the first port of the sixth three-way pipe, the second port of the sixth three-way pipe is connected to the first port of the second four-way pipe, the third port of the sixth three-way pipe is connected to the inlet of the second condenser, the outlet of the second condenser is connected to the third port of the second four-way pipe, the second port of the second four-way pipe is connected to the inlet of the first condenser, the outlet of the first condenser is connected to the first port of the seventh three-way pipe, the third port of the seventh three-way pipe is connected to the inlet of the battery heat exchanger, the outlet of the battery heat exchanger is connected to the inlet of the gas-liquid separator, and the outlet of the gas-liquid separator is connected to the inlet of the compressor.

8. The heat pump management architecture according to claim 7, characterized in that, A third electronic expansion valve is provided on the connecting pipe between the seventh three-way pipe and the battery heat exchanger.

9. The heat pump management architecture according to claim 7, characterized in that, A sixth solenoid valve is provided on the connecting pipeline between the battery heat exchanger and the gas-liquid separator.

10. The heat pump management architecture according to claim 1, characterized in that, The heat pump management architecture also includes a coolant circuit, which comprises an electric water pump, an electric drive module, an electronic control module, an expansion tank, a cooler, a ninth three-way pipe, a thirteenth three-way pipe, and a radiator, wherein: The outlet of the electronic water pump is connected to the inlet of the electric drive module. The outlet of the electric drive module is connected to the inlet of the electronic control module. The outlet of the electronic control module is connected to the inlet of the expansion tank. The outlet of the expansion tank is connected to the inlet of the refrigerant side of the cooler. The outlet of the refrigerant side of the cooler is connected to the first port of the ninth three-way pipe. The second port of the ninth three-way pipe is connected to the inlet of the radiator. The third port of the ninth three-way pipe is connected to the first port of the thirteenth three-way pipe. The outlet of the radiator is connected to the second port of the thirteenth three-way pipe. The third port of the thirteenth three-way pipe is connected to the inlet of the electronic water pump.

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