阅读说明：本技术 一种co2热泵空调整车热管理系统 (CO (carbon monoxide)2Heat pump air conditioner whole vehicle heat management system ) 是由 郭勤 秦贵和 李明 张可欣 江彦 于 2020-06-19 设计创作，主要内容包括：本发明公开了一种CO<Sub>2</Sub>热泵空调整车热管理系统,包括：本发明公开了一种CO<Sub>2</Sub>热泵空调整车热管理系统,包括车内制冷回路,其被配置成使得制冷剂循环流经压缩机,室外换热器,带回热功能的液气分离器,膨胀阀,蒸发器和带回热功能的液气分离器。还包括热泵车内制热回路,其被配置成使得制冷剂按压缩机,室内换热器,蒸发器,膨胀阀,带回热功能的液气分离器,室外换热器,带回热功能的液气分离器的顺序流动。本发明所提供的CO<Sub>2</Sub>热泵空调整车热管理系统,具有多种工作模式,能够实现联动的电池热管理功能。该系统并且能够解决热泵空调系统低温工况下制热效果差和除霜效果差的问题。(The invention discloses CO 2 Heat pump air conditioner puts in order car thermal management system includes: the invention discloses CO 2 The heat pump air-conditioning vehicle thermal management system comprises an in-vehicle refrigeration circuit, an outdoor heat exchanger, a liquid-gas separator with a heat-returning function, an expansion valve, an evaporator and the liquid-gas separator with the heat-returning function, wherein the in-vehicle refrigeration circuit is configured to enable refrigerant to circularly flow through the compressor, the outdoor heat exchanger, the liquid-gas separator with the heat-returning function, the expansion valve, the evaporator and the. Also included is an in-vehicle heating circuit configured to cause the refrigerant to press the compressor, indoor exchangeThe heat exchanger, the evaporator, the expansion valve, the liquid-gas separator with the backheating function, the outdoor heat exchanger and the liquid-gas separator with the backheating function flow in sequence. CO provided by the invention 2 The heat pump air conditioner whole vehicle heat management system has multiple working modes and can realize a linked battery heat management function. The system can solve the problems of poor heating effect and poor defrosting effect of the heat pump air conditioning system under the low-temperature working condition.)

1. CO (carbon monoxide)₂The whole car thermal management system of heat pump air conditioner, its characterized in that includes:

the compressor, the third electromagnetic valve, the indoor heat exchanger, the third expansion valve, the evaporator, the first expansion valve, the liquid-gas separator, the outdoor heat exchanger, the second electromagnetic valve and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner heat management system is in a heating mode of a passenger compartment, the first expansion valve is in a throttling state, the third expansion valve is in a full circulation state, and the second electromagnetic valve and the third electromagnetic valve are both in an opening state.

2. The CO of claim 1₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a heating working condition passenger compartment dehumidification mode, the first expansion valve is in a throttling state, the third expansion valve is in a throttling state, and the second electromagnetic valve and the third electromagnetic valve are both in an open stateAnd starting the state.

3. The CO of claim 1₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

the compressor, the third electromagnetic valve, the indoor heat exchanger, the fifth electromagnetic valve, the outdoor heat exchanger, the liquid-gas separator, the first expansion valve, the evaporator, the fourth electromagnetic valve and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a defrosting mode of the outdoor heat exchanger under the heating working condition, the first expansion valve is in a throttling state, and the third electromagnetic valve, the fourth electromagnetic valve and the fifth electromagnetic valve are all in an opening state.

4. The CO of claim 1₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

the compressor, the first electromagnetic valve, the outdoor heat exchanger, the liquid-gas separator, the first expansion valve, the evaporator, the fourth electromagnetic valve and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air-conditioning heat management system of the whole vehicle is in the independent refrigerating mode of the passenger compartment, the first expansion valve is in a throttling state, and the first electromagnetic valve and the fourth electromagnetic valve are both in an opening state.

5. CO according to claim 4₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

the compressor, the first electromagnetic valve, the outdoor heat exchanger, the liquid-gas separator, the sixth electromagnetic valve, the second expansion valve, the battery cooling heat exchanger and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in the battery independent cooling mode, the second expansion valve is in the throttling state, and the first electromagnetic valve and the sixth electromagnetic valve are both in the opening state.

6. CO according to claim 5₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a battery and passenger cabin simultaneous refrigeration mode, the first expansion valve and the second expansion valve are both in a throttling state, and the first electromagnetic valve, the fourth electromagnetic valve and the sixth electromagnetic valve are all in an opening state.

7. The CO of any one of claims 1-6₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

the first water pump, the battery cooling heat exchanger, the battery, the three-way valve and the low-temperature radiator which are sequentially connected form a communicating loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a low-temperature environment battery heat dissipation mode, the first water pump is in an open state.

8. The CO of claim 7₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

the first water pump, the battery cooling heat exchanger, the battery, the three-way valve and the PTC heater which are connected in sequence form a communicating loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a battery preheating mode, the first water pump is in an opening state.

9. The CO of claim 8₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

the second water pump, the motor, the DC-DC converter and the cooling water tank which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a motor and DC-DC converter cooling mode, the second water pump is in an open state.

10. As claimed in claim 9CO of₂The heat pump air conditioner heat management system of the whole vehicle is characterized by further comprising:

a first expansion tank provided on a communication pipe between the second water pump and the cooling water tank;

and a second expansion tank disposed on a communication pipe between the three-way valve and the PTC heater.

Technical Field

The invention belongs to the technical field of automobile air conditioners, and particularly relates to CO₂A heat pump air conditioner whole vehicle heat management system.

Background

The electric automobile technology is rapidly developed, and aiming at the problem that the conventional electric automobile air conditioning system is mostly applied by a PTC electric heating system and a heat pump air conditioning system, but the PTC electric heating system has low efficiency and seriously influences the endurance mileage of the electric automobile, the R134a heat pump air conditioning system has poor heating effect in a low-temperature environment (minus 10 ℃) and cannot meet the heating requirement, so that the problem of the conventional electric automobile air conditioning system is urgently to be solved.

Natural working medium CO₂The composite material does not destroy the ozone layer (ODP is 0), has extremely low greenhouse gas effect (GWP is 1), is non-toxic and non-flammable, and has the advantages of good heat transfer performance, low flow resistance, large unit refrigerating capacity and the like. At present, CO₂Is regarded as the refrigerant with the most application potential in the field of vehicle heat pumps.

Disclosure of Invention

The invention designs and develops CO₂The invention discloses a heat pump air-conditioning whole vehicle heat management system, and aims to solve the problem of poor heating effect of an electric vehicle air-conditioning system in a low-temperature environment.

The invention also aims to solve the problem of poor defrosting effect of the air conditioning system of the electric automobile.

The technical scheme provided by the invention is as follows:

CO (carbon monoxide)₂Heat pump air conditioner puts in order car thermal management system includes:

the compressor, the third electromagnetic valve, the indoor heat exchanger, the third expansion valve, the evaporator, the first expansion valve, the liquid-gas separator, the outdoor heat exchanger, the second electromagnetic valve and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂Heat pump air conditioningWhen the vehicle thermal management system is in a heating mode of a passenger compartment, the first expansion valve is in a throttling state, the third expansion valve is in a full-flow state, and the second electromagnetic valve and the third electromagnetic valve are both in an opening state.

Preferably, the method further comprises the following steps:

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a heating working condition passenger compartment dehumidification mode, the first expansion valve is in a throttling state, the third expansion valve is in a throttling state, and the second electromagnetic valve and the third electromagnetic valve are both in an opening state.

Preferably, the method further comprises the following steps:

the compressor, the third electromagnetic valve, the indoor heat exchanger, the fifth electromagnetic valve, the outdoor heat exchanger, the liquid-gas separator, the first expansion valve, the evaporator, the fourth electromagnetic valve and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a defrosting mode of the outdoor heat exchanger under the heating working condition, the first expansion valve is in a throttling state, and the third electromagnetic valve, the fourth electromagnetic valve and the fifth electromagnetic valve are all in an opening state.

Preferably, the method further comprises the following steps:

the compressor, the first electromagnetic valve, the outdoor heat exchanger, the liquid-gas separator, the first expansion valve, the evaporator, the fourth electromagnetic valve and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air-conditioning heat management system of the whole vehicle is in the independent refrigerating mode of the passenger compartment, the first expansion valve is in a throttling state, and the first electromagnetic valve and the fourth electromagnetic valve are both in an opening state.

Preferably, the method further comprises the following steps:

the compressor, the first electromagnetic valve, the outdoor heat exchanger, the liquid-gas separator, the sixth electromagnetic valve, the second expansion valve, the battery cooling heat exchanger and the liquid-gas separator which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a battery independent cooling modeThe second expansion valve is in a throttling state, and the first electromagnetic valve and the sixth electromagnetic valve are both in an opening state.

Preferably, the method further comprises the following steps:

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a battery and passenger cabin simultaneous refrigeration mode, the first expansion valve and the second expansion valve are both in a throttling state, and the first electromagnetic valve, the fourth electromagnetic valve and the sixth electromagnetic valve are all in an opening state.

Preferably, the method further comprises the following steps:

the first water pump, the battery cooling heat exchanger, the battery, the three-way valve and the low-temperature radiator which are sequentially connected form a communicating loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a low-temperature environment battery heat dissipation mode, the first water pump is in an open state.

Preferably, the method further comprises the following steps:

the first water pump, the battery cooling heat exchanger, the battery, the three-way valve and the PTC heater which are connected in sequence form a communicating loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a battery preheating mode, the first water pump is in an opening state.

Preferably, the method further comprises the following steps:

the second water pump, the motor, the DC-DC converter and the cooling water tank which are connected in sequence form a communicated loop;

when the CO is present₂When the heat pump air conditioner whole vehicle heat management system is in a motor and DC-DC converter cooling mode, the second water pump is in an open state.

Preferably, the method further comprises the following steps:

a first expansion tank provided on a communication pipe between the second water pump and the cooling water tank;

and a second expansion tank disposed on a communication pipe between the three-way valve and the PTC heater.

Compared with the prior art, the invention has the following beneficial effects: CO provided by the invention₂The heat pump air conditioner whole vehicle heat management system has multiple working modes and can realize a linked battery heat management function. The system can solve the problem of poor heating effect of the heat pump air conditioning system under the low-temperature working condition. The system can simultaneously solve the problem of poor defrosting effect of the heat pump air-conditioning system.

Drawings

Fig. 1 is a schematic view of a heat pump air conditioner according to the present invention.

Detailed Description

The present invention is further described in detail below with reference to the attached drawings so that those skilled in the art can implement the invention by referring to the description text.

As shown in FIG. 1, the present invention provides a CO₂The heat pump air conditioner heat management system comprises CO₂The system comprises a compressor 100, an outdoor heat exchanger 480, an indoor heat exchanger 440, a battery cooling heat exchanger 460, a liquid-gas separator 470 with a heat regenerator, electronic expansion valves 310, 320 and 330, electromagnetic valves 210, 220, 230, 240, 250 and 260, a battery 410, a three-way valve 700, a low-temperature radiator 490, a water pump 510, a PTC water heater 800, an expansion water tank 620, a water pump 520, a motor 430, a DC-DC converter 420, a cooling water tank 630 and an expansion water tank 610.

As shown in figure 1, the invention can realize multiple working modes of the automobile air conditioner by switching the valve, and the CO provided by the invention₂The working mode of the heat pump air conditioner whole vehicle heat management system is as follows:

1. passenger compartment individual refrigeration mode: CO 2₂The refrigerant is compressed by the compressor 100 to form a high-temperature and high-pressure state, flows through the electromagnetic valve 210, enters the outdoor heat exchanger 480 to dissipate heat to the environment to change into medium-temperature and high-pressure supercritical steam, then flows through the liquid-gas separator 470 with the heat return function to change into subcritical or near-critical gas, flows through the expansion valve 310 to throttle and expand to change into low-temperature and low-dryness saturated steam, flows into the evaporator 450 to change into low-temperature and low-pressure saturated or low-superheat steam, flows through the electromagnetic valve 240, flows through the liquid-gas separator 470 with the heat return function to change into low-temperature and low-pressure steam with lowerThen enters the compressor 100 to form circulation; in this condition, the solenoid valves 220, 230, 250, 260 are in the off state.

2. Battery-only cooling mode: CO 2₂The refrigerant forms a high-temperature and high-pressure state after being compressed by the compressor 100, flows through the electromagnetic valve 210, then enters the outdoor heat exchanger 480 to radiate heat to the environment and is changed into medium-temperature and high-pressure supercritical steam, then flows through the liquid-gas separator 470 with the heat return function to be changed into subcritical or gas close to the critical state, flows through the electromagnetic valve 260, is throttled and expanded by the expansion valve 320 to be changed into low-temperature and low-dryness saturated steam, flows into the battery cooling heat exchanger 460 to be changed into low-temperature and low-pressure saturated or low-superheat steam, then flows through the liquid-gas separator 470 with the heat return function to be changed into low-temperature and low; in this condition, the solenoid valves 220, 230, 250, and 240 are in the off state.

3. Battery and passenger compartment simultaneous cooling mode: CO 2₂The refrigerant is compressed by the compressor 100 to form a high-temperature high-pressure state, flows through the solenoid valve 210, enters the outdoor heat exchanger 480 to dissipate heat to the environment to change into medium-temperature high-pressure supercritical steam, then flows through the liquid-gas separator 470 with the heat-returning function to change into a subcritical or near-critical gas, and a part of CO₂After flowing through the electromagnetic valve 260, the refrigerant becomes low-temperature low-dryness saturated steam after being throttled and expanded by the expansion valve 320, enters the battery cooling heat exchanger 460 to become low-temperature low-pressure saturated or low-superheat steam, then flows through the liquid gas separator 470 with the backheating function to become low-temperature low-pressure low-superheat steam, and then enters the compressor 100 to form circulation; the other part of the steam becomes low-temperature low-dryness saturated steam after being throttled and expanded by the expansion valve 310, enters the evaporator 450 to become low-temperature low-pressure saturated or low-superheat steam, flows through the electromagnetic valve 240, then flows through the liquid gas separator 470 with the backheating function to become low-temperature low-pressure low-superheat steam, and then enters the compressor 100 to form circulation; in this condition, the solenoid valves 220, 230, and 250 are in the off state.

4. Passenger compartment heating mode: CO 2₂Refrigerant is formed after being compressed by compressor 100At a high temperature and pressure, the air flows through the solenoid valve 230 and then enters the indoor heat exchanger 440 to heat the air, CO, entering the passenger compartment₂The refrigerant is changed into medium-temperature high-pressure supercritical steam, the expansion valve 330 is in a full-flow state, the refrigerant further radiates heat in the evaporator 450 to be changed into low-temperature high-pressure refrigerant, then throttling and pressure reduction are carried out through the expansion valve 310 to be changed into low-temperature low-dryness saturated steam, then the refrigerant flows through the liquid-gas separator 470 with the heat-returning function to be changed into a low-temperature low-dryness state, enters the outdoor heat exchanger 480 (evaporator function) to absorb heat flow from the environment to be changed into low-temperature low-pressure saturated or low-superheat steam, flows through the electromagnetic valve 220, then flows through the liquid-gas separator 470 with the heat-returning function to be changed into low-temperature low-pressure low-superheat; in this condition, the solenoid valves 210, 240, 250, 260 are in the off state, and the expansion valve 320 is in the off state.

5. Heating working condition passenger compartment dehumidification mode: CO 2₂The refrigerant is compressed by the compressor 100 to form a high temperature and high pressure state, flows through the solenoid valve 230, and then enters the indoor heat exchanger 440 to heat air, CO, entering the passenger compartment₂The refrigerant is changed into medium-temperature high-pressure supercritical steam, is throttled by an expansion valve 330 to be changed into low-temperature low-pressure medium-dryness saturated steam, then flows into an evaporator 450 to absorb the heat of air entering a passenger compartment, is dehumidified to be changed into low-temperature low-pressure superheated refrigerant, is moderately throttled and depressurized by an expansion valve 310 to be changed into low-temperature low-dryness saturated steam, then flows through a liquid-gas separator 470 with a heat return function to be changed into a low-temperature low-dryness state, enters an outdoor heat exchanger 480 (evaporator function) to absorb heat from the environment, is changed into low-temperature low-pressure saturated or low-superheat steam, flows through an electromagnetic valve 220, then flows through the liquid-gas separator 470 with the heat return function to be changed into low-temperature low-pressure low-; in this condition, the solenoid valves 210, 240, 250, 260, and 320 are in the off state.

6. Heating working condition outdoor heat exchanger defrosting mode: CO 2₂The refrigerant is compressed by the compressor 100 to be in a high temperature and high pressure state, passes through the solenoid valve 230, and then flows through the solenoid valveThe rear entry indoor heat exchanger 440 heats the air, CO, entering the passenger compartment₂The refrigerant is changed into medium-temperature high-pressure supercritical steam, flows through the electromagnetic valve 250, enters the outdoor heat exchanger 480, radiates heat outwards, and melts frost on the surface of the heat exchanger. The fan operates at low air volume in the early defrosting stage, the fan operates at high air volume in the later defrosting stage, and the refrigerant CO operates₂The refrigerant becomes a medium-low temperature high-pressure saturated wet steam refrigerant after heat dissipation, then flows through the liquid-gas separator 470 with the heat-returning function, then is subjected to moderate throttling and pressure reduction through the expansion valve 310, enters the evaporator 450 to absorb heat in air, then flows through the liquid-gas separator 470 with the heat-returning function to become a low-temperature low-dryness state, and then enters the compressor 100 to form a cycle. In this condition, the solenoid valves 210, 220, and 260 are in the off state.

7. Low-temperature environment battery heat dissipation mode: when the ambient temperature is lower than 18-22 ℃ according to the operation condition of the battery, the low-temperature radiator 490 is adopted to dissipate the heat of the battery, at the moment, the three-way valve 700 is communicated with the low-temperature radiator 490, the cooling liquid sequentially circulates and flows through the water pump 510, the battery cooling heat exchanger 460, the battery 410, the three-way valve 700 and the low-temperature radiator 490, the cooling liquid carries the heat in the battery pack, dissipates to the environment through the low-temperature radiator 490 to become target low-temperature cooling liquid, returns to the battery 410 through the circulating water pump 510 and the battery cooling heat exchanger 460, cools the battery 410, and carries away the heat of the battery 410 to realize the.

8. Battery preheating mode: when the battery needs to be preheated according to environmental conditions and battery conditions, the battery circulating water is heated by the PTC heater 800, the three-way valve 700 is communicated with the PTC heater 800 at the moment, the heated water passes through the circulating water pump 510 and then sequentially and circularly flows through the battery cooling heat exchanger 460 and then enters the battery 410, the battery 410 is preheated and then returns to the PTC heater 800 through the three-way valve 700 to realize preheating circulation, the expansion water tank 620 is arranged on a communication pipeline between the three-way valve 700 and the PTC heater 800, the expansion water tank 620 ensures that the system pressure is not abnormal due to expansion and contraction of cooling liquid in the temperature change process, and the liquid level of the system is ensured to be normal.

9. Motor, DC-DC converter cooling mode: the cooling system of the motor and the controller comprises a water pump 520, a motor 430, a DC-DC converter 420, a cooling water tank 630 and an expansion water tank 610, wherein cooling liquid flows through the motor 430 sequentially under the driving of the water pump 520, the DC-DC converter 420 cools the cooling liquid, then the cooling liquid enters the cooling water tank 630 to dissipate heat, the expansion water tank 610 is arranged on a communication pipeline between the water pump 520 and the cooling water tank 630, and the expansion water tank 610 ensures that the system pressure is not abnormal due to expansion caused by heat and contraction caused by cold of the cooling liquid in the temperature change process, and the liquid level of the system is ensured to be normal.

While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable in various fields of endeavor to which the invention pertains, and further modifications may readily be made by those skilled in the art, it being understood that the invention is not limited to the details shown and described herein without departing from the general concept defined by the appended claims and their equivalents.