Direct heat pump systems with water-cooled condensers and electric vehicles

Abstract

This invention relates to a direct heat pump system with a water-cooled condenser and an electric vehicle, comprising a coolant circuit and a refrigerant circuit. The coolant circuit includes a first water pump, a heater core, an electric heater, a second water pump, a power battery, a cooler, a third water pump, a radiator, a drive motor, a water-cooled condenser, a first valve assembly, and a second valve assembly. The refrigerant circuit includes a compressor, an internal condenser, a water-cooled condenser, a first electronic expansion valve, an evaporator, a second electronic expansion valve, a cooler, and a gas-liquid separator. The compressor, internal condenser, water-cooled condenser, first electronic expansion valve, evaporator, and gas-liquid separator are connected in series to form an evaporator sub-circuit; the compressor, internal condenser, water-cooled condenser, second electronic expansion valve, cooler, and gas-liquid separator are connected in series to form a cooler sub-circuit. This invention achieves thermal management of the passenger compartment, battery, and drive motor in different application scenarios, while also considering low energy consumption and low cost.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle air conditioning heat pump system technology, specifically to a direct heat pump system with a water-cooled condenser and an electric vehicle. Background Technology

[0002] Vehicle electrification is a crucial step towards achieving low-carbon and sustainable development. Driving range is one of the most important metrics for electric vehicle users, and the reduction in driving range under high and low temperatures has become a major pain point. Reducing overall vehicle energy consumption, especially energy consumption for high-temperature cooling and low-temperature heating, is currently a key technological focus for electric vehicles.

[0003] At high temperatures, to address the issue of underutilized heat exchanger capacity caused by the coolant-side radiator and refrigerant-side condenser not reaching their peak heat loads simultaneously, and the mutual interference between their front-to-back arrangement, one solution is to use a water-cooled condenser to transfer heat from the refrigerant side to the coolant side, which is then dissipated through a larger radiator shared with the coolant side in the front-end module. Compared to front-to-back radiators and condensers, this radiator offers stronger heat dissipation capabilities for most operating conditions, reducing the power source for fluid flow, especially the compressor's energy consumption.

[0004] When heating in low temperatures, current electric vehicles generally use heat pump air conditioning systems to address the problem of excessive energy consumption from single PTC heating, which leads to a significant reduction in driving range. For current heat pump system designs, direct heat pumps and waste heat recovery solutions are the most commonly used solutions to further reduce energy consumption.

[0005] For example, patent document CN114771208A discloses an electric vehicle thermal management system that, through the interrelation and coupling of refrigerant circuits, heating circuits, battery circuits, and motor circuits, fully utilizes waste heat from the motor, enabling independent or interconnected operation of passenger compartment thermal management, battery thermal management, and motor thermal management in different functional scenarios, thus meeting the cooling and heating requirements of the thermal management system. This thermal management system offers comprehensive functional scenarios, low cost, and is simple and easy to control. Although passenger compartment heating and battery heating share a single high-voltage electric heater HVH, and parallel heat dissipation can be achieved between the water-cooled condenser and the motor cooling circuit, battery heating is achieved through secondary heat exchange via a heat exchanger, resulting in heat loss. This system is an indirect heat pump system, less efficient than a direct heat pump system; the refrigerant circuit also includes an additional waste heat recovery unit and an expansion valve, resulting in three sets of evaporators and expansion valves, increasing costs.

[0006] For example, patent document CN115179710A discloses a dual-heat-source heat pump system with a stalled motor. This system has three operating modes: the first mode is a single-heat-source heat pump mode, which converts heat from the air into the heat required for heating in the electric vehicle's air conditioning; the second mode is a dual-heat-source heat pump mode using waste heat from the motor and air source heat to provide heating for the electric vehicle's air conditioning; and the third mode is a mode that uses heat generated by the stalled motor and air source heat to provide the heat source for heating in the electric vehicle's air conditioning. This system solves the problem of insufficient heating capacity of the heat pump system for electric vehicle users in low-temperature conditions by enhancing the heating capacity of the heat pump system after the motor stalls. However, this system adds a water-cooled condenser to the traditional air-cooled condenser. The addition of the water-cooled condenser is only for heating the passenger compartment through heat exchange, making it an indirect heat pump system, which is less efficient than a direct heat pump system. In addition, the refrigerant circuit also has three sets of evaporators and expansion valves, making the control strategy more complex and increasing the cost.

[0007] For example, patent document CN113432340A discloses a multi-heat-source heat pump type electric vehicle thermal management system. This system adopts an air-source heat pump combined with a water-loop heat pump, using air source, system waste heat, and a small amount of electricity to provide low-temperature heat sources, forming a multi-heat-source heat pump. This can meet the needs of different low-temperature operating conditions and effectively improve energy utilization efficiency. Under extreme low-temperature conditions, switching to water-loop heat pump mode can avoid a series of problems caused by air-source heat pumps, such as the inability to operate the heat pump and frosting. This system organically integrates three subsystems: passenger compartment thermal management, battery thermal management, and powertrain thermal management. The valve control is highly operable, the components are compact, and the integration is high. Among them, the passenger compartment thermal management system uses a water-cooled condenser as the heat release device of the refrigeration circuit, which can solve the problems commonly found in the current use of condensers. Although this system is a direct heat pump system with a water-cooled condenser, it adds three sets of evaporators and expansion valves on the refrigerant side for the heat pump heating mode, thus increasing costs. When both passenger compartment cooling and drive motor cooling are present, the water-cooled condenser connected in series before the drive motor can lead to high motor inlet water temperatures. This necessitates increasing the operating power of the fan and water pump, and improving the performance targets of the radiator, thereby increasing energy consumption, noise, and costs. Although the heat source in heat pump mode includes both air and water, they are connected in parallel. Under certain operating conditions, when both heat sources are used simultaneously at low temperatures, there is a risk of compressor lubricating oil backflow due to insufficient refrigerant flow in the branch circuit. To avoid this problem, the operating temperature range of the heat pump is limited. Furthermore, when the heat pump system cannot be used due to extremely low temperatures, the heating needs of the passenger compartment and battery are met by two separate electric heaters, resulting in higher costs.

[0008] For example, US patent document US8910489B2 discloses a vehicle heat pump system. This system includes a water-cooled condenser and is a direct heat pump system. The water-cooled condenser uses a coolant as the heat exchange medium, which can release heat in cooling mode and absorb waste heat from the electric motor and electronic equipment in heating mode to improve heating performance, efficiency, and dehumidification. However, the water-cooled condenser and motor in this system are connected in series. In conditions where the passenger compartment or battery is cooled and the motor needs heat dissipation, the heat load of the water-cooled condenser affects the motor's heat dissipation, increasing fan energy consumption and noise. Furthermore, the water-cooled condenser functions as an evaporator in passenger compartment heating mode, and its evaporative heat absorption capacity is less than that of an evaporator of the same size that only absorbs heat. Moreover, this system does not include a battery cooling section; if the battery cooling section were included, it would require three sets of expansion valves and evaporators, resulting in higher costs.

[0009] Therefore, it is necessary to develop a direct heat pump system with a water-cooled condenser and an electric vehicle. Summary of the Invention

[0010] The purpose of this invention is to provide a direct heat pump system with a water-cooled condenser and an electric vehicle, which can realize thermal management of the passenger compartment, battery and drive motor in different application scenarios, while taking into account low energy consumption and low cost.

[0011] In a first aspect, the present invention provides a direct heat pump system with a water-cooled condenser, comprising a coolant circuit and a refrigerant circuit, wherein the coolant circuit contains coolant and the refrigerant circuit contains refrigerant.

[0012] The coolant circuit includes a first water pump, a heater core, an electric heater, a second water pump, a power battery, a cooler, a third water pump, a radiator, a drive motor, a water-cooled condenser, a first valve assembly, and a second valve assembly. Specifically: the first water pump, heater core, electric heater, and first valve assembly are connected in series to form a heating sub-circuit; the second water pump, power battery, second valve assembly, cooler, and first valve assembly are connected in series to form a power battery sub-circuit; the electric heater, second valve assembly, power battery, second water pump, and first valve assembly are connected in series to form a power battery electric heating sub-circuit; the third water pump, radiator, second valve assembly, drive motor, and first valve assembly are connected in series to form a drive motor cooling sub-circuit; and the third water pump, radiator, second valve assembly, and water-cooled condenser are connected in series to form a water-cooled condenser cooling sub-circuit.

[0013] The refrigerant circuit includes a compressor, an internal condenser, a water-cooled condenser, a first electronic expansion valve, an evaporator, a second electronic expansion valve, a cooler, and a gas-liquid separator. The compressor, internal condenser, water-cooled condenser, first electronic expansion valve, evaporator, and gas-liquid separator are connected in series to form an evaporator sub-circuit; the compressor, internal condenser, water-cooled condenser, second electronic expansion valve, cooler, and gas-liquid separator are connected in series to form a cooler sub-circuit.

[0014] Optionally, the first valve assembly includes a first three-way valve and a second four-way valve; the second valve assembly includes a first four-way valve, a second three-way valve, a third three-way valve, and a fourth three-way valve.

[0015] The first water pump, the heating core, the electric heater, and the first three-way valve are connected in series to form a heating sub-circuit;

[0016] The second water pump, power battery, second three-way valve, first four-way valve, cooler and second four-way valve are connected in series to form a power battery sub-circuit;

[0017] The third water pump, radiator, third three-way valve, fourth three-way valve, and water-cooled condenser are connected in series to form a water-cooled condenser cooling sub-circuit;

[0018] The electric heater, the first four-way valve, the second three-way valve, the power battery, the second water pump, the second four-way valve, and the first three-way valve are connected in series to form a power battery electric heating sub-circuit;

[0019] The third water pump, radiator, third three-way valve, fourth three-way valve, first four-way valve, drive motor, and second four-way valve are connected in series to form a drive motor cooling sub-circuit.

[0020] Optionally, the first valve assembly is a five-way valve; the second valve assembly is a seven-way valve; the relevant water valves can be integrated to reduce pipelines, reduce weight and cost.

[0021] Optionally, it also includes a cooling fan arranged behind the radiator to provide airflow to the radiator when necessary, promoting heat exchange between the radiator and the ambient air.

[0022] Optionally, the system has a crew cabin cooling mode, which is achieved by activating the evaporator sub-loop and the coolant-water-cooled condenser cooling sub-loop, specifically as follows:

[0023] The refrigerant in the evaporator sub-circuit comes out of the compressor, passes through the internal condenser, at which point the air conditioning unit's heating damper is closed and the water-cooled condenser is closed. At this time, the temperature damper of the internal condenser is partially or completely closed depending on whether it is a multi-temperature zone control. At the water-cooled condenser, it exchanges heat with the coolant in the water-cooled condenser cooling sub-circuit. After the refrigerant condenses and releases heat, it evaporates and absorbs heat through the evaporator to cool the passenger compartment.

[0024] In the water-cooled condenser cooling sub-circuit, the coolant absorbs heat from the refrigerant and then flows through the radiator to dissipate heat. The cooled coolant then flows back into the water-cooled condenser for heat exchange. This invention provides a cabin cooling mode that cools the cabin when needed.

[0025] Optionally, the system has a battery cooling mode via a radiator, achieved by connecting the power battery sub-circuit and the drive motor cooling sub-circuit in series, specifically:

[0026] After exiting the power battery sub-circuit, the coolant enters the drive motor cooling sub-circuit, and then sequentially passes through the drive motor, the third water pump, and the radiator. Cooling is achieved at the radiator, and the cooled coolant then re-enters the power battery sub-circuit, passing through the radiator and the second water pump before finally entering the power battery to complete one cycle. This invention provides a battery cooling mode via a radiator, which is generally used in less severe thermal management conditions, such as urban conditions during spring and autumn.

[0027] Optionally, the system has a drive motor cooling mode, which is achieved through a drive motor cooling sub-circuit, specifically as follows:

[0028] The high-temperature coolant exiting the drive motor passes sequentially through a third water pump and a radiator. After being cooled by the radiator, it returns to the drive motor, thus cooling it. This invention provides a drive motor cooling mode capable of effectively cooling the drive motor.

[0029] Optionally, the system has a battery-cooled mode via refrigerant cooling, achieved by coupling the cooler sub-circuit, the water-cooled condenser cooling sub-circuit, and the power battery sub-circuit, specifically as follows:

[0030] The refrigerant in the cooler sub-circuit comes out of the compressor, passes through the internal condenser (at this time the air conditioning unit's heating damper is closed) and the water-cooled condenser, and exchanges heat with the coolant in the water-cooled condenser cooling sub-circuit. After the refrigerant condenses and releases heat, it evaporates and absorbs heat through the cooler to cool the coolant in the power battery sub-circuit.

[0031] The coolant in the cooling sub-circuit of the water-cooled condenser absorbs heat from the refrigerant through the water-cooled condenser, then flows through the radiator to dissipate heat, and finally flows back into the water-cooled condenser to condense the refrigerant in the water-cooled condenser.

[0032] After exiting the power battery sub-circuit, the coolant passes through a cooler, where it is cooled by the heat absorbed by the evaporated refrigerant. It then returns to the power battery via a second water pump, completing the cooling cycle. This invention provides a battery cooling mode using refrigerant, which is generally used in harsh thermal management conditions, such as fast charging, high-temperature high-speed operation, or high-temperature ramp-up conditions.

[0033] Optionally, the system has a simultaneous cooling mode for the passenger compartment and the battery. In this mode, the passenger compartment cooling mode and the battery cooling mode are split into two branches after the water-cooled condenser in the refrigerant circuit. These two branches respectively supply cooling to the evaporator used for passenger compartment cooling and the cooler used for power battery cooling. This invention provides a simultaneous cooling mode for the passenger compartment and the battery, enabling simultaneous cooling of both.

[0034] Optionally, the system has a crew cabin heat pump heating mode. In this mode, there is no coolant flow in the water-cooled condenser. This crew cabin heat pump heating mode includes a sub-mode that absorbs heat from the ambient air, specifically:

[0035] After the refrigerant in the cooler sub-circuit comes out of the compressor, it flows through the internal condenser. At this time, the temperature damper is partially or fully open, and airflow passes through the internal condenser to exchange heat. The refrigerant releases heat and condenses here to heat the passenger compartment. After condensation, the refrigerant passes through the water-cooled condenser, evaporates and absorbs heat at the cooler, and then returns to the compressor through the gas-liquid separator.

[0036] The low-temperature coolant, cooled by heat absorption at the cooler, exits the cooler and passes through a third water pump. There, it absorbs heat from the ambient air at the radiator. The cooled coolant then returns to the cooler, completing the cycle. This invention provides a sub-mode for absorbing heat from ambient air.

[0037] Optionally, the crew cabin heat pump heating mode also includes a sub-mode for absorbing heat from battery storage, specifically:

[0038] After the refrigerant in the cooler sub-circuit comes out of the compressor, it flows through the internal condenser. At this time, the temperature damper is partially or fully open, and airflow passes through the internal condenser to exchange heat. The refrigerant releases heat and condenses here to heat the passenger compartment. After condensation, the refrigerant passes through the water-cooled condenser, evaporates and absorbs heat at the cooler, and then returns to the compressor through the gas-liquid separator.

[0039] The heat absorbed by the cooler comes from the battery's heat storage. This invention provides a sub-mode for absorbing heat from battery heat storage.

[0040] Optionally, the crew cabin heat pump heating mode also includes a sub-mode for absorbing heat from the waste heat of the motor, specifically:

[0041] After the refrigerant in the cooler sub-circuit comes out of the compressor, it flows through the internal condenser. At this time, the temperature damper is partially or fully open, and airflow passes through the internal condenser to exchange heat. The refrigerant releases heat and condenses here to heat the passenger compartment. After condensation, the refrigerant passes through the water-cooled condenser, evaporates and absorbs heat at the cooler, and then returns to the compressor through the gas-liquid separator.

[0042] The heat absorbed by the cooler comes from the waste heat of the drive motor. This invention provides a sub-mode for absorbing heat from the waste heat of the motor.

[0043] Optionally, the crew cabin heat pump heating mode also includes a sub-mode that simultaneously absorbs heat from ambient air and waste heat from the motor, specifically:

[0044] After the refrigerant in the cooler sub-circuit comes out of the compressor, it flows through the internal condenser. At this time, the temperature damper is partially or fully open, and airflow passes through the internal condenser to cause heat exchange. The refrigerant releases heat and condenses here to heat the passenger compartment. After condensation, the refrigerant passes through the water-cooled condenser, evaporates and absorbs heat in the cooler, and then returns to the compressor through the gas-liquid separator. The heat absorbed by the cooler comes from the ambient air and the waste heat of the drive motor.

[0045] The low-temperature coolant, cooled by heat absorption at the cooler, passes through a third water pump after exiting the cooler. It then absorbs heat from the ambient air at the radiator. The cooled coolant, having absorbed heat, enters the drive motor for further heat exchange, absorbing waste heat from the drive motor. It then enters the power battery sub-circuit, passes through a second water pump, and returns to the cooler, completing the cycle. This invention provides a sub-mode that simultaneously absorbs heat from ambient air and motor waste heat. This sub-mode operates in urban conditions where the ambient temperature is between -20°C and -10°C.

[0046] Optionally, the system features a crew cabin heat pump dehumidification mode, specifically:

[0047] Based on the crew cabin heat pump heating mode, the first electronic expansion valve and evaporator in the evaporator sub-circuit are opened, connected in parallel with the second electronic expansion valve and the cooler branch; the refrigerant releases heat in the internal condenser and absorbs heat in the evaporator for dehumidification. The air first passes through the evaporator for cooling and dehumidification, and then passes through the internal condenser for heating before entering the crew cabin. This invention provides a crew cabin heat pump dehumidification mode in which the air first passes through the evaporator for cooling and dehumidification, and then passes through the internal condenser for heating before entering the crew cabin.

[0048] Optionally, the system has a mode where the passenger compartment and power battery are heated using electric heaters, specifically:

[0049] The coolant, heated by the electric heater, flows through a heating sub-circuit and a power battery electric heating sub-circuit. By adjusting the opening ratios of the first water pump, the second water pump, and the first valve assembly, the heating needs of the passenger compartment and the power battery are regulated. In the power battery electric heating sub-circuit, the electric heater and the cooler are connected in parallel. By adjusting the opening ratio of the first valve assembly, the flow resistance of the two parallel branches is adjusted to distribute the flow between them, thereby regulating the temperature of the heated water entering the power battery after mixing. When only the passenger compartment is heated, the passage from the first valve assembly to the power battery sub-circuit is completely closed; when only the power battery is heated, the passage from the first valve assembly to the heating sub-circuit is completely closed. This invention provides a mode for heating both the passenger compartment and the power battery using an electric heater.

[0050] Optionally, the system has a mode for recovering waste heat from the drive motor to heat the battery, specifically:

[0051] The drive motor, the second water pump, and the power battery are connected in series. After passing through the drive motor and the second water pump, the coolant exchanges heat with the power battery and then returns to the drive motor to complete the cycle. This invention provides a mode for recovering waste heat from the drive motor to heat the battery, thus achieving the purpose of using the waste heat of the drive motor to heat the power battery.

[0052] Secondly, the electric vehicle described in this invention employs a direct heat pump system with a water-cooled condenser as described in this invention.

[0053] The beneficial effects of this invention are:

[0054] (1) In all modes of the present invention, the refrigerant circuit is connected in series with the internal condenser and the water-cooled condenser, realizing a direct heat pump scheme with only two sets of evaporators and expansion valves in the refrigerant circuit, while saving two shut-off valves and one-way valves. By interconnecting and coupling with the coolant circuits such as the water-cooled condenser cooling sub-circuit, heating sub-circuit, power battery sub-circuit, and drive motor sub-circuit, thermal management functions of the passenger compartment, power battery, and drive motor in different application scenarios are realized, which simplifies control and reduces costs while ensuring high efficiency.

[0055] (2) The present invention connects the cooling sub-circuit of the water-cooled condenser and the cooling sub-circuit of the drive motor in parallel, thereby decoupling the water temperature of the water-cooled condenser and the inlet water temperature of the drive motor, so that they no longer affect each other, which is conducive to reducing the power consumption of the compressor and fan, and thus reducing the power consumption of the whole vehicle.

[0056] (3) The present invention can use two heat sources, water side and wind side, in series at low temperature, avoiding the problem of poor lubricating oil return caused by low refrigerant flow in the two branches when absorbing heat from two low temperature heat sources in parallel.

[0057] (4) In extremely low temperature conditions where heat pumps cannot be used, a unique water-mixing design is used to achieve the different heating and temperature requirements of the passenger compartment and power battery, which has the advantage of low cost. Attached Figure Description

[0058] Figure 1 This is a schematic diagram of the principle of an electric vehicle heat pump system that balances efficiency and cost as described in this embodiment;

[0059] Figure 2 This is a schematic diagram of the heating sub-circuit described in this embodiment;

[0060] Figure 3 This is a schematic diagram of the power battery sub-circuit described in this embodiment;

[0061] Figure 4 This is a schematic diagram of the principle of the electric heating sub-circuit of the power battery described in this embodiment;

[0062] Figure 5 This is a schematic diagram of the driving motor cooling sub-circuit described in this embodiment;

[0063] Figure 6 This is a schematic diagram of the cooling sub-circuit of the water-cooled condenser described in this embodiment;

[0064] Figure 7 This is a schematic diagram of the evaporator sub-loop described in this embodiment;

[0065] Figure 8 This is a schematic diagram of the cooler sub-circuit described in this embodiment;

[0066] Figure 9 This is a schematic diagram illustrating the principle of the occupant cabin cooling mode described in this embodiment;

[0067] Figure 10 This is a schematic diagram illustrating the principle of the battery cooling mode via a heat sink as described in this embodiment;

[0068] Figure 11 This is a schematic diagram illustrating the principle of the drive motor cooling mode described in this embodiment;

[0069] Figure 12 This is a schematic diagram illustrating the principle of the battery cooling mode using a refrigerant described in this embodiment;

[0070] Figure 13 This is a schematic diagram illustrating the principle of the simultaneous cooling mode of the crew cabin and battery described in this embodiment;

[0071] Figure 14 This is a schematic diagram illustrating the principle of heat absorption from ambient air in the crew cabin heat pump heating mode described in this embodiment.

[0072] Figure 15 This is a schematic diagram illustrating the principle of heat absorption from battery storage in the crew cabin heat pump heating mode described in this embodiment.

[0073] Figure 16 This is a schematic diagram illustrating the principle of heat absorption from the waste heat of the motor in the crew cabin heat pump heating mode described in this embodiment.

[0074] Figure 17 This is a schematic diagram illustrating the principle of the crew cabin heat pump heating mode described in this embodiment, which simultaneously absorbs heat from the waste heat of the motor and the ambient air.

[0075] Figure 18 This is a schematic diagram illustrating the principle of the crew cabin heat pump dehumidification mode described in this embodiment;

[0076] Figure 19 This is a schematic diagram illustrating the principle of the electric heater heating mode used for the crew compartment and battery in this embodiment;

[0077] Figure 20 This is a schematic diagram illustrating the principle of the waste heat recovery mode of the drive motor to heat the battery described in this embodiment;

[0078] Figure 21 This is a schematic diagram of the principle of the seven-way valve described in this embodiment;

[0079] Figure 22 This is a schematic diagram of the principle of the five-way valve described in this embodiment;

[0080] In the diagram: 1-First water pump; 2-Heat air core; 3-Electric heater; 4-First three-way valve (with proportional adjustment function); 5-Second water pump; 6-Power battery; 7-Second three-way valve; 8-First four-way valve; 9-Cooler; 10-Second four-way valve; 11-Third water pump; 12-Radiator; 13-Third three-way valve; 14-Fourth three-way valve (with proportional adjustment function); 15-Drive motor; 16-Water-cooled condenser; 17-Cooling fan; 18-Compressor; 19-Internal condenser; 20-First electronic expansion valve; 21-Evaporator; 22-Second electronic expansion valve; 23-Gas-liquid separator. Detailed Implementation

[0081] The following description, with reference to the accompanying drawings and preferred embodiments, illustrates the implementation of the technical solution of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0082] like Figure 1 and Figure 2 As shown in this embodiment, a direct heat pump system with a water-cooled condenser includes a coolant circuit and a refrigerant circuit, wherein the coolant circuit contains coolant and the refrigerant circuit contains refrigerant.

[0083] like Figure 1 As shown, in this embodiment, the coolant circuit includes a first water pump 1, a heater core 2, an electric heater 3, a second water pump 5, a power battery 6, a cooler 9, a third water pump 11, a radiator 12, a drive motor 15, a water-cooled condenser 16, a first valve assembly, and a second valve assembly.

[0084] The following describes the direct heat pump system with a water-cooled condenser in detail, taking the first valve assembly including a first three-way valve 4 and a second four-way valve 10; and the second valve assembly including a first four-way valve 8, a second three-way valve 7, a third three-way valve 13, and a fourth three-way valve 14 as an example.

[0085] In this embodiment, the coolant circuit includes a heating sub-circuit, a power battery sub-circuit, a power battery electric heating sub-circuit, a drive motor cooling sub-circuit, and a water-cooled condenser cooling sub-circuit.

[0086] like Figure 2 As shown, in this embodiment, the heating sub-circuit includes a first water pump 1, a heating core 2, an electric heater 3, and a first three-way valve 4, which are connected in series to form a closed loop.

[0087] like Figure 3 As shown, in this embodiment, the power battery sub-circuit includes a second water pump 5, a power battery 6, a second three-way valve 7, a first four-way valve 8, a cooler 9, and a second four-way valve 10. The second water pump 5, the power battery 6, the second three-way valve 7, the first four-way valve 8, the cooler 9, and the second four-way valve 10 are connected in series to form a closed loop.

[0088] like Figure 4 As shown, in this embodiment, the electric heating sub-circuit of the power battery is supplemented by an electric heater 3 on the basis of the power battery sub-circuit. The electric heater 3, the first four-way valve 8, the second three-way valve 7, the power battery 6, the second water pump 5, the second four-way valve 10, and the first three-way valve 4 are connected in series to form a closed loop.

[0089] like Figure 5As shown, in this embodiment, the drive motor cooling sub-circuit includes a third water pump 11, a radiator 12, a third three-way valve 13, a fourth three-way valve 14, a first four-way valve 8, a drive motor 15, and a second four-way valve 10; the third water pump 11, radiator 12, third three-way valve 13, fourth three-way valve 14, first four-way valve 8, drive motor 15, and second four-way valve 10 are connected in series to form a closed loop.

[0090] like Figure 5 As shown, in this embodiment, a cooling fan 17 is arranged behind the radiator 12 to provide airflow to the radiator 12 when necessary to promote heat exchange between the radiator and the ambient air.

[0091] like Figure 6 As shown, in this embodiment, the water-cooled condenser cooling sub-circuit includes a third water pump 11, a radiator 12, a third three-way valve 13, a fourth three-way valve 14, and a water-cooled condenser 16; the third water pump 11, the radiator 12, the third three-way valve 13, the fourth three-way valve 14, and the water-cooled condenser 16 are connected in series to form a closed loop.

[0092] In this embodiment, the refrigerant circuit includes a compressor 18, an internal condenser 19, a water-cooled condenser 16, a first electronic expansion valve 20, an evaporator 21, a second electronic expansion valve 22, a cooler 9, and a gas-liquid separator 23. The refrigerant circuit includes an evaporator sub-circuit and a cooler sub-circuit.

[0093] like Figure 7 As shown, in this embodiment, the evaporator sub-loop includes a compressor 18, an internal condenser 19, a water-cooled condenser 16, a first electronic expansion valve 20, an evaporator 21, and a gas-liquid separator 23; the compressor 18, the internal condenser 19, the water-cooled condenser 16, the first electronic expansion valve 20, the evaporator 21, and the gas-liquid separator 23 are connected in series to form a closed loop.

[0094] like Figure 8 As shown, in this embodiment, the cooler sub-circuit includes a compressor 18, an internal condenser 19, a water-cooled condenser 16, a second electronic expansion valve 22, a cooler 9, and a gas-liquid separator 23; the compressor 18, the internal condenser 19, the water-cooled condenser 16, the second electronic expansion valve 22, the cooler 9, and the gas-liquid separator 23 are connected in series to form a closed loop.

[0095] In this embodiment, the heat pump system includes a passenger compartment cooling mode, a battery cooling mode via a radiator, a drive motor cooling mode, a battery cooling mode via refrigerant, a passenger compartment and battery cooling mode simultaneously, a passenger compartment heat pump heating mode, a passenger compartment heat pump dehumidification mode, a passenger compartment and power battery heating mode using an electric heater, a drive motor waste heat recovery mode for battery heating, and the simultaneous existence of related modes.

[0096] like Figure 9 The diagram shows the principle of the crew cabin cooling mode. This is achieved by activating the evaporator sub-circuit and the water-cooled condenser sub-circuit. Specifically: In the evaporator sub-circuit, the refrigerant exits from the compressor 18, passes through the internal condenser 19 (at which point the internal condenser temperature damper is partially or completely closed depending on whether multi-temperature zone control is used) and the water-cooled condenser 16. At the water-cooled condenser 16, it exchanges heat with the coolant in the water-cooled condenser cooling sub-circuit. After releasing heat through condensation, the refrigerant evaporates and absorbs heat through the evaporator 21, cooling the crew cabin. The coolant in the water-cooled condenser cooling sub-circuit absorbs heat from the refrigerant and then flows through the radiator 12 to dissipate heat by adjusting the position of the third three-way valve 13. The cooled coolant then flows back into the water-cooled condenser 16 through the third three-way valve 13 and the fourth three-way valve 14 for further heat exchange.

[0097] like Figure 10 The diagram shows the principle of battery cooling via radiator. This radiator-cooled battery mode is generally used in less severe thermal management conditions, such as urban conditions in spring and autumn. It is achieved by connecting the power battery sub-circuit and the drive motor cooling sub-circuit in series. Specifically, after exiting the power battery 6 in the power battery sub-circuit, the coolant passes through the second three-way valve 7 and the first four-way valve 8, then through the drive motor cooling sub-circuit, sequentially passing through the drive motor 15, the second four-way valve 10, the third water pump 11, and the radiator 12. Cooling is achieved at the radiator 12. The cooled coolant then passes through the third three-way valve 13, the fourth three-way valve 14, and the first four-way valve 8 before re-entering the power battery sub-circuit, sequentially passing through the cooler 9, the second four-way valve 10, and the second water pump 5, before finally entering the power battery 6 to complete one cycle.

[0098] like Figure 11 As shown, this is the drive motor cooling mode, which is achieved through the drive motor cooling sub-circuit. Specifically, the high-temperature coolant from the drive motor 15 passes through the second four-way valve 10 and the third water pump 11 in sequence, dissipates heat at the radiator 12, and then returns to the drive motor 15 through the third three-way valve 13, the fourth three-way valve 14, and the first four-way valve 8, thus achieving the purpose of cooling the drive motor.

[0099] like Figure 12As shown, this is a refrigerant-cooled battery mode, generally used in harsh thermal management conditions such as fast charging, high-temperature high-speed operation, or high-temperature ramp-up. This is achieved by coupling the cooler sub-circuit, the water-cooled condenser sub-circuit, and the power battery sub-circuit. Specifically: In the cooler sub-circuit, the refrigerant exits from the compressor 18, passes through the internal condenser 19 (with the air conditioning unit's heater damper closed at this time), and the water-cooled condenser 16. At the water-cooled condenser 16, it exchanges heat with the coolant in the water-cooled condenser sub-circuit. After releasing heat through condensation, the refrigerant evaporates and absorbs heat through the cooler 9, cooling the coolant in the power battery sub-circuit. The coolant in the water-cooled condenser sub-circuit absorbs heat from the refrigerant through the water-cooled condenser 16, and then flows through the radiator via the third three-way valve 13 for heat dissipation. The cooled coolant then flows back into the water-cooled condenser 16 through the third three-way valve 13 and the fourth three-way valve 14 to condense the refrigerant in the water-cooled condenser. After the coolant in the power battery sub-circuit comes out of the power battery 6, it passes through the second three-way valve 7 and the first four-way valve 8. At the cooler 9, it absorbs heat from the evaporated refrigerant and cools down. Then it passes through the second four-way valve 10 and the second water pump 5 and returns to the power battery (at this time, the second three-way valve 7 disconnects the bypass branch), thus completing the cooling cycle.

[0100] like Figure 13 As shown, this is the simultaneous cooling mode of the passenger compartment and the battery. That is, the aforementioned passenger compartment cooling mode and the battery cooling mode are divided into two branches after the water-cooled condenser 16 in the refrigerant circuit. The two branches are respectively connected to the evaporator 21 used for passenger compartment cooling and the cooler 9 used for power battery cooling.

[0101] In this embodiment, the crew cabin heat pump heating mode includes a heat absorption sub-mode from ambient air, a heat absorption sub-mode from battery heat storage, a heat absorption sub-mode from motor waste heat, and a heat absorption sub-mode from both ambient air and motor waste heat.

[0102] like Figure 14As shown, this is the heat absorption sub-mode from ambient air in the crew cabin heat pump heating mode. Specifically, the refrigerant in the cooler sub-circuit flows from the compressor 18 through the internal condenser 19. At this time, the temperature damper is partially or fully open, and airflow occurs at the internal condenser 19, resulting in heat exchange. The refrigerant releases heat and condenses here, heating the crew cabin. The condensed refrigerant then passes through the water-cooled condenser 16 (no water flows through it, at which time the fourth three-way valve 14 closes the water-cooled condenser passage) and the second electronic expansion valve 22, evaporating and absorbing heat at the cooler 9, and then returning to the compressor 18 via the gas-liquid separator 23. The low-temperature coolant that has absorbed heat and cooled at the cooler 9 (at which point the coolant temperature is at least 5°C lower than the ambient temperature) exits the cooler 9 and passes sequentially through the second four-way valve 10 and the third water pump 11. At the radiator 12, due to the gas-liquid temperature difference, it absorbs heat from the ambient air. The heat-absorbing coolant then passes through the third three-way valve 13, the fourth three-way valve 14, and the first four-way valve 8 before returning to the cooler 9, completing the cycle.

[0103] like Figure 15 As shown, this is the heat pump heating mode for the passenger compartment, where the heat is absorbed from the battery storage sub-mode. The cooler sub-loop routing is the same as the mode that absorbs heat from the ambient air. The difference is that the heat absorbed by cooler 9 comes from the heat stored in the power battery 6.

[0104] like Figure 16 As shown, the crew cabin heat pump heating mode is a sub-mode that absorbs heat from the motor's waste heat. The cooler sub-circuit routing is the same as the sub-mode that absorbs heat from the ambient air. The difference is that the heat absorbed by cooler 9 comes from the waste heat of drive motor 15.

[0105] like Figure 17 As shown, the passenger compartment heat pump heating mode is a sub-mode that simultaneously absorbs heat from ambient air and waste heat from the motor. This sub-mode operates in urban conditions where the ambient temperature is between -20℃ and -10℃. The cooler sub-circuit routing is the same as the sub-mode that absorbs heat from ambient air. The difference is that the heat absorbed by cooler 9 comes successively from ambient air and waste heat from drive motor 15. The low-temperature coolant (at least 5℃ lower than the ambient temperature) cooled by heat absorption at cooler 9 passes through the second four-way valve 10 and the third water pump 11. At radiator 12, due to the gas-liquid temperature difference, it absorbs heat from the ambient air. The coolant that has absorbed heat passes through the third three-way valve 13, the fourth three-way valve 14, and the first four-way valve 8 before entering drive motor 15 to continue heat exchange and absorb waste heat from drive motor 15. Then it enters the power battery sub-circuit, passes through the second water pump 5 and the second three-way valve 7 (in bypass mode, the power battery is short-circuited), and returns to cooler 9 to complete the cycle.

[0106] like Figure 18The diagram shows the crew cabin heat pump dehumidification mode. In this mode, based on the crew cabin heat pump heating mode, the first electronic expansion valve 20 and evaporator 21 in the evaporator sub-circuit are opened, connected in parallel with the second electronic expansion valve 22 and the cooler 9 branch. The refrigerant releases heat in the internal condenser 19 and absorbs heat in the evaporator 21 to achieve dehumidification. The air first passes through the evaporator 21 for cooling and dehumidification, then passes through the internal condenser 19 for heating before entering the crew cabin.

[0107] like Figure 19 The diagram illustrates the principle of the electric heater heating mode for the passenger compartment and power battery. The coolant, heated by the electric heater 3, flows through the heating sub-circuit and the power battery electric heating sub-circuit. By adjusting the opening ratios of the first water pump 1, the second water pump 5, and the first three-way valve 4, the different heating demands of the passenger compartment and power battery 6 are regulated. In the power battery electric heating sub-circuit, the electric heater 3 and the first three-way valve 4 are connected in parallel with the cooler 9. By adjusting the opening ratio of the first three-way valve 4, the flow resistance of the two parallel branches is adjusted, thereby distributing the flow rate between the two branches and regulating the temperature of the heated water entering the power battery after mixing. When only the passenger compartment is heated, the passage from the first three-way valve 4 to the power battery sub-circuit is completely closed; when only the power battery is heated, the passage from the first three-way valve 4 to the heating sub-circuit is completely closed.

[0108] like Figure 20 The diagram shows the principle of the drive motor waste heat recovery mode for battery heating. The coolant passes through the drive motor 15, the second four-way valve 10, and the second water pump 5 in sequence, exchanges heat with the power battery 6, and then returns to the drive motor 15 after passing through the second three-way valve 7 and the first four-way valve 8 to complete the cycle.

[0109] In this embodiment, the relevant water valves can be integrated to reduce piping, weight, and costs. For example... Figure 21 As shown, the third three-way valve 13, the fourth three-way valve 14, the first four-way valve 8, and the second three-way valve 7 are integrated into a seven-way valve. Figure 22 As shown, the first three-way valve 4 and the second four-way valve 10 are integrated into a five-way valve.

[0110] In this embodiment, an electric vehicle employs a direct heat pump system with a water-cooled condenser as described in this embodiment.

[0111] The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments. Any changes, modifications, substitutions, combinations, or simplifications made without departing from the spirit and principle of the present invention shall be considered equivalent substitutions and shall be included within the protection scope of the present invention.

Claims

1. A direct heat pump system with water-cooled condenser, comprising a cooling liquid circuit and a refrigerant circuit, the cooling liquid circuit being provided with cooling liquid therein and the refrigerant circuit being provided with refrigerant therein; characterized in that: The cooling liquid circuit comprises a first water pump (1), a warm air core (2), an electric heater (3), a second water pump (5), a power battery (6), a cooler (9), a third water pump (11), a radiator (12), a driving motor (15), a water-cooled condenser (16), a first valve assembly and a second valve assembly, wherein: the first water pump (1), the warm air core (2), the electric heater (3) and the first valve assembly are connected in series to form a heating sub-circuit; the second water pump (5), the power battery (6), the second valve assembly, the cooler (9) and the first valve assembly are connected in series to form a power battery sub-circuit; the electric heater (3), the second valve assembly, the power battery (6), the second water pump (5), the first valve assembly are connected in series to form a power battery electric heating sub-circuit; the third water pump (11), the radiator (12), the second valve assembly, the driving motor (15), the first valve assembly are connected in series to form a driving motor cooling sub-circuit; the third water pump (11), the radiator (12), the second valve assembly, the water-cooled condenser (16) are connected in series to form a water-cooled condenser cooling sub-circuit; The refrigerant circuit comprises a compressor (18), an internal condenser (19), a water-cooled condenser (16), a first electronic expansion valve (20), an evaporator (21), a second electronic expansion valve (22), a cooler (9) and a gas-liquid separator (23), wherein: the compressor (18), the internal condenser (19), the water-cooled condenser (16), the first electronic expansion valve (20), the evaporator (21), the gas-liquid separator (23) are connected in series to form an evaporator sub-circuit; the compressor (18), the internal condenser (19), the water-cooled condenser (16), the second electronic expansion valve (22), the cooler (9) and the gas-liquid separator (23) are connected in series to form a cooler sub-circuit; The water-cooled condenser cooling sub-circuit and the driving motor cooling sub-circuit are connected in parallel; The first valve assembly comprises a first three-way valve (4) and a second four-way valve (10); the second valve assembly comprises a first four-way valve (8), a second three-way valve (7), a third three-way valve (13) and a fourth three-way valve (14); The first water pump (1), the warm air core (2), the electric heater (3) and the first three-way valve (4) are connected in series to form the heating sub-circuit; The second water pump (5), the power battery (6), the second three-way valve (7), the first four-way valve (8), the cooler (9) and the second four-way valve (10) are connected in series to form the power battery sub-circuit; The third water pump (11), the radiator (12), the third three-way valve (13), the fourth three-way valve (14), the water-cooled condenser (16) are connected in series to form the water-cooled condenser cooling sub-circuit; The electric heater (3), the first four-way valve (8), the second three-way valve (7), the power battery (6), the second water pump (5), the second four-way valve (10), the first three-way valve (4) are connected in series to form the power battery electric heating sub-circuit; The third water pump (11), radiator (12), third three-way valve (13), fourth three-way valve (14), first four-way valve (8), drive motor (15), and second four-way valve (10) are sequentially connected in series to form a drive motor cooling sub-circuit.

2. The direct heat pump system with water cooled condenser according to claim 1, characterized in that: The first valve assembly adopts a five-way valve, and the second valve assembly adopts a seven-way valve.

3. The direct-expansion heat pump system with a water-cooled condenser of claim 1, wherein: A cooling fan (17) is further arranged behind the radiator (12).

4. The direct-expansion heat pump system with a water-cooled condenser of claim 1, wherein: The system has a passenger cabin refrigeration mode, which is realized by starting the evaporator sub-circuit and the water-cooled condenser cooling sub-circuit, and specifically: The refrigerant in the evaporator sub-circuit comes out of the compressor (18), passes through the internal condenser (19) and the water-cooled condenser (16), at this time the temperature damper of the internal condenser is partially closed or fully closed according to whether it is a multi-temperature zone control, and exchanges heat with the cooling liquid of the water-cooled condenser cooling sub-circuit at the water-cooled condenser (16), the refrigerant is condensed and releases heat, and then evaporates and absorbs heat through the evaporator (21) to cool the passenger cabin; The cooling liquid of the water-cooled condenser cooling sub-circuit absorbs the heat of the refrigerant, and then flows through the radiator (12) to dissipate heat, and the cooled cooling liquid flows into the water-cooled condenser (16) to exchange heat.

5. The direct-expansion heat pump system with water cooled condenser of claim 1, wherein: The system has a battery cooling mode through the radiator, which is realized by starting the power battery sub-circuit and the drive motor cooling sub-circuit in series, and specifically: The cooling liquid comes out of the power battery (6) in the power battery sub-circuit, enters the drive motor cooling sub-circuit, and sequentially passes through the drive motor (15), the third water pump (11), and the radiator (12), and is cooled at the radiator (12), and then enters the power battery sub-circuit, and passes through the cooler (9) and the second water pump (5), and then enters the power battery (6) to complete a cycle.

6. The direct-expansion heat pump system with a water-cooled condenser of claim 4, wherein: The system has a drive motor cooling mode, which is realized by the drive motor cooling sub-circuit, and specifically: The high-temperature cooling liquid coming out of the drive motor (15) sequentially passes through the third water pump (11) and the radiator (12), and is cooled at the radiator (12) to return to the drive motor (15) to cool the drive motor.

7. The direct-expansion heat pump system with a water-cooled condenser of claim 4, wherein: The system has a battery cooling mode through the refrigerant, which is realized by starting the cooler sub-circuit and the water-cooled condenser cooling sub-circuit, and the power battery sub-circuit is coupled, and specifically: The refrigerant in the cooler sub-circuit comes out of the compressor (18), passes through the internal condenser (19) and the water-cooled condenser (16), exchanges heat with the cooling liquid of the water-cooled condenser cooling sub-circuit at the water-cooled condenser (16), and the refrigerant is condensed and releases heat, and then evaporates and absorbs heat through the cooler (9) to cool the cooling liquid of the power battery sub-circuit; The cooling liquid of the water-cooled condenser cooling sub-circuit absorbs the heat of the refrigerant through the water-cooled condenser (16), and then flows through the radiator (12) to dissipate heat, and the cooled cooling liquid flows into the water-cooled condenser (16) to condense the refrigerant in the water-cooled condenser; The cooling liquid of the power battery sub-circuit is cooled by the cooler (9) after leaving the power battery (6), absorbs heat and is cooled by the evaporated refrigerant at the cooler (9), and then returns to the power battery (6) through the second water pump (5) to complete the cooling cycle.

8. The direct heat pump system with water cooled condenser according to claim 7, characterized in that: The system has a passenger cabin and battery refrigeration mode, that is, the passenger cabin refrigeration mode and the battery refrigeration mode are divided into two branches after the water-cooled condenser (16) of the refrigerant circuit through the refrigerant, and the two branches are used for the evaporator (21) for passenger cabin refrigeration and the cooler (9) for power battery refrigeration, respectively.

9. A direct expansion heat pump system with water cooled condenser according to any one of claims 1 to 7, characterized in that: The system has a passenger cabin heat pump heating mode, and in the passenger cabin heat pump heating mode, no cooling liquid flows in the water-cooled condenser (16), and the passenger cabin heat pump heating mode includes a heat absorption sub-mode from the ambient air, specifically: The refrigerant in the cooler sub-circuit flows through the internal condenser (19) after leaving the compressor (18), at this time the temperature damper is partially or fully opened, air flows through the internal condenser (19) to exchange heat, the refrigerant is condensed and heated to heat the passenger cabin, and the condensed refrigerant is evaporated and absorbs heat at the cooler (9) after passing through the water-cooled condenser (16), and then returns to the compressor (18) through the gas-liquid separator (23); The low-temperature cooling liquid cooled by heat absorption at the cooler (9) is cooled by the third water pump (11) after leaving the cooler (9), absorbs heat from the ambient air at the radiator (12), and the cooling liquid absorbing heat returns to the cooler (9) to complete the cycle.

10. The direct-expansion heat pump system with a water-cooled condenser of claim 9, wherein: The passenger cabin heat pump heating mode also includes a heat absorption sub-mode from battery heat storage, specifically: The refrigerant in the cooler sub-circuit flows through the internal condenser (19) after leaving the compressor (18), at this time the temperature damper is partially or fully opened, air flows through the internal condenser (19) to exchange heat, the refrigerant is condensed and heated to heat the passenger cabin, and the condensed refrigerant is evaporated and absorbs heat at the cooler (9) after passing through the water-cooled condenser (16), and then returns to the compressor (18) through the gas-liquid separator (23); The heat absorbed by the cooler (9) comes from the battery heat storage.

11. The direct-expansion heat pump system with a water-cooled condenser of claim 10, wherein: The passenger cabin heat pump heating mode also includes a heat absorption sub-mode from motor waste heat, specifically: The refrigerant in the cooler sub-circuit flows through the internal condenser (19) after leaving the compressor (18), at this time the temperature damper is partially or fully opened, air flows through the internal condenser (19) to exchange heat, the refrigerant is condensed and heated to heat the passenger cabin, and the condensed refrigerant is evaporated and absorbs heat at the cooler (9) after passing through the water-cooled condenser (16), and then returns to the compressor (18) through the gas-liquid separator (23); The heat absorbed by the cooler (9) comes from the drive motor waste heat.

12. The direct-expansion heat pump system with a water-cooled condenser of claim 11, wherein: The passenger cabin heat pump heating mode also includes a heat absorption sub-mode from ambient air and motor waste heat, specifically: The refrigerant in the cooler sub-circuit flows through the internal condenser (19) after coming out of the compressor (18), at this time the temperature damper is partially or fully opened, the internal condenser (19) is in air flow and heat exchange occurs, the refrigerant releases heat and condenses at this point to heat the passenger cabin, the condensed refrigerant passes through the water-cooled condenser (16) and then evaporates at the cooler (9) to absorb heat, and then returns to the compressor (18) through the gas-liquid separator (23); wherein the heat absorbed by the cooler (9) comes from the ambient air and the waste heat of the drive motor in turn; The low-temperature cooling liquid cooled by absorbing heat at the cooler (9) passes through the third water pump (11) in turn and absorbs heat from the ambient air at the radiator (12), the cooling liquid that has absorbed heat enters the drive motor (15) to continue heat exchange and absorb the waste heat of the drive motor (15), and then enters the power battery sub-circuit, passes through the second water pump (5) and returns to the cooler (9) to complete the cycle.

13. A direct expansion heat pump system with a water cooled condenser as set forth in any of claims 10 to 12, further comprising: The system has a passenger cabin heat pump dehumidification mode, specifically: On the basis of the passenger cabin heat pump heating mode, the first electronic expansion valve (20) and the evaporator (21) in the evaporator sub-circuit are opened, and the second electronic expansion valve (22) and the cooler (9) branch are connected in parallel; the refrigerant releases heat in the internal condenser (19) and absorbs heat in the evaporator (21) to dehumidify, the air is first cooled and dehumidified by the evaporator (21) and then heated by the internal condenser (19) to enter the passenger cabin.

14. The direct-expansion heat pump system with a water-cooled condenser of claim 8, wherein: The system has a passenger cabin and power battery electric heater (3) heating mode, specifically: The cooling liquid heated by the electric heater (3) passes through the heating sub-circuit and the power battery electric heating sub-circuit, and by adjusting the opening ratio of the first water pump (1), the second water pump (5) and the first valve assembly, the demand adjustment of different heating capacity for the passenger cabin and the power battery is realized; in the power battery electric heating sub-circuit, the electric heater (3) is connected in parallel with the cooler (9), the opening ratio of the first valve assembly is adjusted to adjust the flow resistance of the two parallel branches to realize the flow distribution of the two branches, so as to realize the adjustment of the heating water temperature of the mixed two branches entering the power battery; when only the passenger cabin is heated, the channel of the first valve assembly leading to the power battery sub-circuit is completely closed; when only the power battery is heated, the channel of the first valve assembly leading to the heating sub-circuit is completely closed.

15. The direct-expansion heat pump system with a water-cooled condenser of claim 8, wherein: The system has a drive motor waste heat recovery to battery heating mode, specifically: The drive motor (15), the second water pump (5) and the power battery (6) are connected in series, the cooling liquid passes through the drive motor (15) and the second water pump (5), exchanges heat with the power battery (6), and then returns to the drive motor (15) to complete the cycle.

16. An electric vehicle, characterized by: The direct heat pump system with a water-cooled condenser as claimed in any one of claims 1 to 15.

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