Integrated heat pump heat management system of pure electric vehicle and working method of integrated heat pump heat management system

Abstract

The invention discloses an integrated heat pump heat management system for a pure electric vehicle. The integrated heat pump heat management system comprises a refrigerant loop and a cooling liquid loop which are used for cooling, heating or preserving heat of a battery module of the pure electric vehicle; the refrigerant loop comprises a compressor, a cabin external heat exchanger, a cabin internal heat exchanger, a first PTC heater, an ejector, a gas-liquid separator, a chiller heat exchanger and a direct cooling plate mounted at one end of the battery module; the cooling liquid loop comprises a first water pump, a chiller heat exchanger, a liquid cooling plate installed at the end, away from the direct cooling plate, of the battery module, a motor, an electric control water jacket, a radiator and a second water pump. Refrigerant and cooling liquid double loops are adopted for simultaneous cooling or heating, rapid cooling or heating of the battery module is achieved, the air suction pressure of the compressor is improved through the ejector, and the energy efficiency of the heat pump system at the low temperature is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management of pure electric vehicles, and in particular to an integrated heat pump thermal management system for pure electric vehicles and a working method thereof. Background Art

[0002] With the rapid popularization of electric vehicles, battery safety issues have received widespread attention. The ideal operating temperature for lithium-ion power batteries is 25-40°C. Too low a temperature will cause a decrease in battery charging and discharging power and irreversible capacity decay, while too high a temperature will cause battery performance decay and a reduction in cycle life. In particular, batteries operating at high temperatures are prone to thermal runaway and battery fires. At the same time, in order to ensure the consistency of the performance of each battery cell in the battery pack, the maximum temperature difference should be less than 5°C.

[0003] Battery fast charging technology can significantly shorten the time it takes to recharge electric vehicles and alleviate range anxiety, but battery fast charging will also increase heat generation. How to deal with the thermal shock of battery fast charging, control the battery temperature within an appropriate range and ensure battery temperature uniformity, puts higher demands on the battery thermal management system.

[0004] In addition to batteries, cabins, motors and electronic controls also require thermal management. Multiple thermal management systems inevitably lead to complex structures, which not only fail to fully utilize the energy of each part and maximize system performance, but also increase costs and weight.

[0005] As an important component to ensure passenger comfort, the air conditioning system of electric vehicles plays an indispensable role in cabin thermal management, so the integrated thermal management system must be combined with the air conditioning system. At present, there is an integrated system structure that uses a chiller (refrigerant / coolant-heat exchanger) to combine the air conditioning with the battery liquid cooling thermal management system, but the system has a large heat capacity and slow response to thermal shock, and cannot cope well with battery fast charging conditions.

[0006] Some researchers have proposed using refrigerants to directly cool (directly cool) batteries. The direct cooling method uses the latent heat of the refrigerant to exchange heat, which has a larger heat transfer coefficient and therefore responds quickly to thermal shock. However, further research shows that compared to liquid cooling, direct cooling not only has a larger heat exchange temperature difference, but also because it needs to maintain a certain outlet superheat, it will cause a greater temperature difference between battery cells near the flow channel inlet and outlet.

[0007] In winter, electric vehicles cannot use the waste heat from the internal combustion engine for heating, and heating requires a large amount of battery power. Improving the system's heating efficiency and reducing the energy consumption of the thermal management system are of great significance to improving the winter endurance of electric vehicles. Summary of the invention

[0008] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, one purpose of the present invention is to propose an integrated heat pump thermal management system for pure electric vehicles, build an integrated heat pump thermal management system based on the heat pump air conditioning system, perform comprehensive thermal management on the cabin, battery module, motor and electronic control, improve the system integration, use an ejector to pre-compress the gas, increase the suction pressure, reduce the compressor pressure ratio at low temperatures, thereby reducing the power consumption of the compressor, improving the system energy efficiency ratio COP at low temperatures, and improving the problem of shortened winter endurance.

[0009] In a first aspect, the present invention proposes an integrated heat pump thermal management system for a pure electric vehicle, including a refrigerant circuit and a coolant circuit for cooling, heating or heat preservation of a battery module of the pure electric vehicle;

[0010] The refrigerant circuit includes a compressor, an external heat exchanger for the cabin, an internal heat exchanger for the cabin, a first PTC heater, an ejector, a gas-liquid separator, a chiller heat exchanger and a direct cooling plate installed at one end of the battery module, the outlet of the compressor is connected to the A port of the four-way reversing valve through a pipeline S1, the B port of the four-way reversing valve is connected to the inlet of the external heat exchanger for the cabin through a pipeline S2, the outlet of the external heat exchanger for the cabin is connected to the first port of the three-way pipe through a pipeline S3, the second port of the three-way pipe is connected to the inlet of the direct cooling plate through a second electronic expansion valve, and the The C port of the four-way reversing valve is connected to the first port of the three-way pipe six through the pipeline S7, the second port of the three-way pipe six is ​​connected to the low-pressure air inlet L of the ejector, the air outlet of the ejector is connected to the first port of the three-way pipe eleven, the second port of the three-way pipe eleven is connected to the inlet of the gas-liquid separator, the outlet of the gas-liquid separator is connected to the inlet of the compressor, the third port of the three-way pipe eleven is connected to the third port of the three-way pipe six through the pipeline M4, the D port of the four-way reversing valve is connected to the first port of the three-way pipe five through the pipeline S6, the second port of the three-way pipe five is connected to the cabin The inlet of the indoor heat exchanger is connected, the outlet of the cabin internal heat exchanger is connected to the first port of the three-way pipe four through the first electronic expansion valve, the second port of the three-way pipe four is connected to the third port of the three-way pipe through the pipeline S4, the outlet of the direct cooling plate is connected to the first port of the three-way pipe seven, the second port of the three-way pipe seven is connected to the first port of the three-way pipe eight through the pipeline S5, the second port of the three-way pipe eight is connected to the first port of the three-way pipe nine through the electromagnetic valve six, the second port of the three-way pipe nine is connected to the first port of the three-way pipe ten through the electromagnetic valve seven, and the three-way pipe ten is The second port is connected to the inlet of the first PTC heater through the solenoid valve 8, the outlet of the first PTC heater is connected to the high-pressure air inlet H of the ejector, the third port of the three-way pipe 7 is connected to the refrigerant side inlet of the chiller heat exchanger through the pipeline M5, the refrigerant side outlet of the chiller heat exchanger is connected to the third port of the three-way pipe 10 through the pipeline M6, the third port of the three-way pipe 8 is connected to the third port of the three-way pipe 5 through the pipeline M3, and the three-way pipe 9 is connected to the third port of the three-way pipe 4 through the pipeline M2;

[0011] The coolant circuit includes a first water pump, a chiller heat exchanger, a liquid cooling plate installed at one end of the battery module away from the direct cooling plate, a motor and an electronically controlled water jacket, a radiator, and a second water pump. The outlet of the first water pump is connected to the coolant side inlet of the chiller heat exchanger, and the coolant side outlet of the chiller heat exchanger is connected to the inlet of the liquid cooling plate. The outlet of the liquid cooling plate is connected to the first port of the tee pipe seventeen, and the second port of the tee pipe seventeen is connected to the first port of the tee pipe fifteen through a pipeline M9, and the second port of the tee pipe fifteen is connected to the inlet of the second water pump. The outlet of the second water pump is connected to the first port of the tee pipe fourteen through a pipeline S12, and the second port of the tee pipe fourteen is connected to the first port connected to the tee pipe thirteen through a pipeline M7. The second port of the three-way pipe thirteen is connected to the inlet of the first water pump through the pipeline S9, the third port of the three-way pipe seventeen is connected to the first port of the three-way pipe twelve through the electromagnetic valve ten, the second port of the three-way pipe twelve is connected to the inlet of the second PTC heater, the second PTC heater is connected to the third port of the three-way pipe thirteen through the pipeline S10, the third port of the three-way pipe fifteen is connected to the inlet of the motor and the electronically controlled water jacket, the outlet of the motor and the electronically controlled water jacket is connected to the first port of the three-way pipe sixteen, the second port of the three-way pipe sixteen is connected to the inlet of the radiator through the electromagnetic valve thirteen, the outlet of the radiator is connected to the third port of the three-way pipe fourteen through the pipeline S11, and the third port of the three-way pipe twelve is connected to the third port of the three-way pipe sixteen through the pipeline M8.

[0012] Preferably, a one-way valve and a capillary tube are provided on the pipeline S3, the outlet of the cabin external heat exchanger is connected to the first port of the three-way pipe one, the first port of the three-way pipe one is connected to the inlet of the one-way valve, the outlet of the one-way valve is connected to the first port of the three-way pipe two, the second port of the three-way pipe two is connected to the first port of the three-way pipe three, the third port of the three-way pipe one is connected to the third port of the three-way pipe two through the pipeline M1, and the pipeline M1 is provided with a capillary tube;

[0013] The pipeline S4 is provided with a solenoid valve 1; the pipeline S5 is provided with a solenoid valve 5; the pipeline S12 is provided with a solenoid valve 12; the pipeline M2 is provided with a solenoid valve 2; the pipeline M3 is provided with a solenoid valve 3; the pipeline M4 is provided with a solenoid valve 4; the pipeline M5 is provided with a solenoid valve 9; the pipeline M6 is provided with a third electronic expansion valve; the pipeline M7 is provided with a solenoid valve 11; the pipeline M8 is provided with a solenoid valve 14; the pipeline M9 is provided with a solenoid valve 15.

[0014] In a second aspect, the present invention proposes a working method of an integrated heat pump thermal management system for a pure electric vehicle, including a working method of a refrigerant cooling cabin and a coolant cooling battery module mode, wherein the method steps are as follows:

[0015] The compressor starts, the first water pump is turned on, the second water pump is turned off, the first PTC heater and the second PTC heater are turned off, the first valve port A of the four-way reversing valve is connected with the second valve port B, the third valve port C is connected with the fourth valve port D, solenoid valve 1, solenoid valve 4, solenoid valve 11, solenoid valve 13 and solenoid valve 15 are opened, and the remaining solenoid valves are closed, the first electronic expansion valve is opened, the second electronic expansion valve and the third electronic expansion valve are closed, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0016] Preferably, a working method of a battery module rapid cooling mode is included, and the method steps are as follows:

[0017] The compressor starts, the first water pump is turned on, the second water pump is turned off, the first PTC heater and the second PTC heater are turned off, the first valve port A of the four-way reversing valve is connected with the second valve port B, the third valve port C is connected with the fourth valve port D, solenoid valve three, solenoid valve four, solenoid valve five, solenoid valve eleven, solenoid valve thirteen and solenoid valve fifteen are opened, and the remaining solenoid valves are closed, the second electronic expansion valve is opened, the first electronic expansion valve and the third electronic expansion valve are closed, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0018] Preferably, a working method of a battery module cooling and temperature equalization mode is included, and the method steps are as follows:

[0019] The compressor starts, the first water pump and the second water pump are turned on, the first PTC heater and the second PTC heater are turned off, the first valve port A of the four-way reversing valve is connected with the second valve port B, the third valve port C is connected with the fourth valve port D, solenoid valve three, solenoid valve four, solenoid valve six, solenoid valve seven, solenoid valve nine, solenoid valve ten, solenoid valve twelve and solenoid valve thirteen are opened, the remaining solenoid valves are closed, the second electronic expansion valve and the third electronic expansion valve are opened, the first electronic expansion valve is closed, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0020] Preferably, a working method comprising a refrigerant and a coolant cooling the cabin and the battery module simultaneously comprises the following steps:

[0021] The compressor starts, the first water pump is turned on, the second water pump is turned off, the first PTC heater and the second PTC heater are turned off, the first valve port A of the four-way reversing valve is connected with the second valve port B, the third valve port C is connected with the fourth valve port D, solenoid valve 1, solenoid valve 8, solenoid valve 9, solenoid valve 10, solenoid valve 11, solenoid valve 13 and solenoid valve 15 are opened, and the remaining solenoid valves are closed, the first electronic expansion valve, the second electronic expansion valve and the third electronic expansion valve are all opened, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0022] Preferably, the working method including the cabin heating and battery module insulation or cooling mode comprises the following steps:

[0023] The compressor starts, the first water pump is turned on, the second water pump is turned off, the first PTC heater and the second PTC heater are turned on, the first valve port A of the four-way reversing valve is connected with the fourth valve port D, the second valve port B is connected with the third valve port C, solenoid valve 1, solenoid valve 2, solenoid valve 5, solenoid valve 6, solenoid valve 8, solenoid valve 9, solenoid valve 14 and solenoid valve 15 are opened, and the remaining solenoid valves are closed, the first electronic expansion valve and the third electronic expansion valve are opened, the second electronic expansion valve is closed, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0024] Preferably, a working method of a battery module rapid heating mode is included, and the method steps are as follows:

[0025] The compressor starts, the first water pump is turned on, the second water pump is turned off, the first PTC heater and the second PTC heater are turned on, the first valve port A of the four-way reversing valve is connected with the fourth valve port D, the second valve port B is connected with the third valve port C, solenoid valve three, solenoid valve five, solenoid valve eight, solenoid valve nine and solenoid valve ten are opened, the remaining solenoid valves are closed, the first electronic expansion valve is closed, the second electronic expansion valve and the third electronic expansion valve are opened, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0026] Preferably, a working method including a mode of heating the cabin and the battery module simultaneously comprises the following steps:

[0027] The compressor starts, the first water pump is turned on, the second water pump is turned off, the first PTC heater and the second PTC heater are turned on, the first valve port A of the four-way reversing valve is connected with the fourth valve port D, the second valve port B is connected with the third valve port C, solenoid valve two, solenoid valve three, solenoid valve five, solenoid valve seven, solenoid valve eight, solenoid valve fourteen and solenoid valve fifteen are turned on, and the remaining solenoid valves are closed, the first electronic expansion valve and the second electronic expansion valve are turned on, the third electronic expansion valve is closed, the refrigerant circulates along the refrigerant circuit, and the coolant circulates along the coolant circuit.

[0028] Preferably, a working method of the defrost mode is included, and the method steps are as follows:

[0029] The compressor starts, the first water pump starts, the second water pump stops, the first PTC heater stops, the second PTC heater starts, the first valve port A of the four-way reversing valve is connected with the second valve port B, the third valve port C is connected with the fourth valve port D, solenoid valve one, solenoid valve two, solenoid valve three, solenoid valve four, solenoid valve five, solenoid valve seven, solenoid valve nine, solenoid valve fourteen and solenoid valve fifteen are opened, the remaining solenoid valves are closed, the first electronic expansion valve and the second electronic expansion valve are closed, the third electronic expansion valve is opened, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

[0030] The beneficial effects of the present invention are:

[0031] (1) An integrated heat pump thermal management system is built based on the heat pump air conditioning system to perform comprehensive thermal management on the cabin, battery module, motor and electronic control, thereby improving system integration and reducing costs by increasing the coupling degree of the thermal management system and reducing redundant system components. The refrigerant and coolant dual circuits are used for simultaneous cooling or heating to achieve rapid cooling or heating of the battery module.

[0032] (2) The ejector is used to distinguish the high pressure of the direct cooling plate branch from the low pressure of the other branch, thereby increasing the evaporation temperature in the direct cooling plate, increasing the flow rate and reducing the heat exchange temperature difference to improve the temperature uniformity. In addition, the direct cooling plate and the liquid cooling plate are arranged in an upper and lower structure to perform dual-circuit cooling at the same time, further improving the temperature uniformity of the battery module. In addition, an operating mode for improving the temperature uniformity of the battery module is designed for fast charging conditions. Through a variety of effective working mode settings, different thermal management purposes can be achieved, especially in various heating modes in winter, making full use of the heat pump cycle to improve the system energy efficiency and achieve efficiency increase.

[0033] (3) By increasing the evaporation temperature in the direct cooling plate, the flow rate is increased while reducing the heat exchange temperature difference, the response speed to the fast charging thermal shock and the temperature uniformity of the battery module are improved, which is beneficial to improving the consistency of the battery cells, extending the battery life, and preventing the occurrence of thermal runaway; using an ejector to increase the compressor suction pressure and improve the compressor suction state at low temperatures, so that the heat pump cycle can operate normally at low temperatures, avoiding the problem of severe shortening of winter endurance caused by direct heating using only an electric heater (PTC) with a COP lower than that of the heat pump cycle. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In the attached picture:

[0035] Figure 1 This is a structural block diagram of an integrated heat pump thermal management system for a pure electric vehicle proposed by the present invention;

[0036] Figure 2 This is a schematic diagram of the assembly structure of the direct cooling plate, liquid cooling plate and battery module proposed in the present invention;

[0037] Figure 3 This is a schematic diagram of the operation of the refrigerant cooling cabin and the coolant cooling battery module mode proposed by the present invention;

[0038] Figure 4 This is a schematic diagram of the operation of the battery module rapid cooling mode proposed by the present invention;

[0039] Figure 5 This is a schematic diagram of the battery module cooling and temperature equalization mode operation proposed by the present invention;

[0040] Figure 6 This is a schematic diagram of the operation mode of the refrigerant and coolant simultaneously cooling the cabin and the battery module proposed by the present invention;

[0041] Figure 7 This is a schematic diagram of the operation of the cabin heating and battery module insulation or cooling mode proposed by the present invention;

[0042] Figure 8 This is a schematic diagram of the operation of the battery module rapid heating mode proposed by the present invention;

[0043] Fig. 9 This is a schematic diagram of the operation of the cabin and battery module simultaneous heating mode proposed by the present invention;

[0044] Fig.10 This is a schematic diagram of the defrost mode operation proposed by the present invention.

[0045] In the figure: 101-compressor, 102-four-way reversing valve, 103-cabin external heat exchanger, 104-check valve, 105-capillary tube, 106-first electronic expansion valve, 107-cabin internal heat exchanger, 108-second electronic expansion valve, 109-direct cooling plate, 110-third electronic expansion valve, 111-first PTC heater, 112-ejector, 113-gas-liquid separator, 114-first water pump, 115-chiller heat exchanger, 116-liquid cooling plate, 117-second PTC heater, 118-motor and electronically controlled water jacket, 119-radiator, 120-second water pump, 121-battery module;

[0046] 1- three-way pipe one, 2- three-way pipe two, 3- three-way pipe three, 4- electromagnetic valve one, 5- three-way pipe four, 6- three-way pipe five, 7- electromagnetic valve two, 8- electromagnetic valve three, 9- three-way pipe six, 10- electromagnetic valve four, 11- three-way pipe seven, 12- electromagnetic valve five, 13- three-way pipe eight, 14- electromagnetic valve six, 15- three-way pipe nine, 16- electromagnetic valve seven, 17- three-way pipe ten, 18- electromagnetic valve eight, 19- three-way pipe eleven, 20- electromagnetic valve nine, 21- electromagnetic valve ten, 22- three-way pipe twelve, 23- three-way pipe thirteen, 24- electromagnetic valve eleven, 25- three-way pipe fourteen, 26- electromagnetic valve twelve, 27- three-way pipe fifteen, 28- three-way pipe sixteen, 29- electromagnetic valve thirteen, 30- electromagnetic valve fourteen, 31- electromagnetic valve fifteen, 32- three-way pipe seventeen. DETAILED DESCRIPTION

[0047] Reference Figure 1 The present invention proposes an integrated heat pump thermal management system for a pure electric vehicle, including a refrigerant circuit and a coolant circuit for cooling, heating or heat preservation of a battery module 121 of the pure electric vehicle. Figure 1 In the figure, the refrigerant circuit is represented by a solid line, and the coolant circuit is represented by a dashed line;

[0048] The refrigerant circuit includes a compressor 101, an external cabin heat exchanger 103, an internal cabin heat exchanger 107, a first PTC heater 111, an ejector 112, a gas-liquid separator 113, a chiller heat exchanger 115 and a direct cooling plate 109 installed at one end of a battery module 121. The outlet of the compressor 101 is connected to the A port of the four-way reversing valve 102 through a pipeline S1, the B port of the four-way reversing valve 102 is connected to the inlet of the external cabin heat exchanger 103 through a pipeline S2, the outlet of the external cabin heat exchanger 103 is connected to the first port of the three-way pipe three 3 through a pipeline S3, and the second port of the three-way pipe three 3 is connected to the second electronic expansion valve 108 is connected to the inlet of the direct cooling plate 109, the C port of the four-way reversing valve 102 is connected to the first port of the three-way pipe six 9 through the pipeline S7, the second port of the three-way pipe six 9 is connected to the low-pressure air inlet L of the ejector 112, the air outlet of the ejector 112 is connected to the first port of the three-way pipe eleven 19, the second port of the three-way pipe eleven 19 is connected to the inlet of the gas-liquid separator 113, the outlet of the gas-liquid separator 113 is connected to the inlet of the compressor 101, the third port of the three-way pipe eleven 19 is connected to the third port of the three-way pipe six 9 through the pipeline M4, the D port of the four-way reversing valve 102 is connected to the first port of the three-way pipe five 6 through the pipeline S6, the three-way The second port of the pipe 56 is connected to the inlet of the cabin internal heat exchanger 107, the outlet of the cabin internal heat exchanger 107 is connected to the first port of the three-way pipe 45 through the first electronic expansion valve 106, the second port of the three-way pipe 45 is connected to the third port of the three-way pipe 33 through the pipeline S4, the outlet of the direct cooling plate 109 is connected to the first port of the three-way pipe 711, the second port of the three-way pipe 711 is connected to the first port of the three-way pipe 813 through the pipeline S5, the second port of the three-way pipe 813 is connected to the first port of the three-way pipe 915 through the electromagnetic valve 614, and the second port of the three-way pipe 915 is connected to the three-way pipe 1017 through the electromagnetic valve 716 The first port of the three-way pipe 10 17 is connected to the inlet of the first PTC heater 111 through the solenoid valve 8 18, the outlet of the first PTC heater 111 is connected to the high-pressure air inlet H of the ejector 112, the third port of the three-way pipe 7 11 is connected to the refrigerant side inlet of the chiller heat exchanger 115 through the pipeline M5, the refrigerant side outlet of the chiller heat exchanger 115 is connected to the third port of the three-way pipe 10 17 through the pipeline M6, the third port of the three-way pipe 8 13 is connected to the third port of the three-way pipe 5 6 through the pipeline M3, and the three-way pipe 9 15 is connected to the third port of the three-way pipe 4 5 through the pipeline M2;

[0049] The coolant circuit includes a first water pump 114, a chiller heat exchanger 115, a liquid cooling plate 116 installed at an end of the battery module 121 away from the direct cooling plate 109, a motor and an electronically controlled water jacket 118, a radiator 119, and a second water pump 120. The outlet of the first water pump 114 is connected to the coolant side inlet of the chiller heat exchanger 115, the coolant side outlet of the chiller heat exchanger 115 is connected to the inlet of the liquid cooling plate 116, the outlet of the liquid cooling plate 116 is connected to the first port of the tee pipe 17 32, the second port of the tee pipe 17 32 is connected to the first port of the tee pipe 15 27 through a pipeline M9, the second port of the tee pipe 15 27 is connected to the inlet of the second water pump 120, the outlet of the second water pump 120 is connected to the first port of the tee pipe 14 25 through a pipeline S12, the second port of the tee pipe 14 25 is connected to the tee pipe 13 through a pipeline M7 The first port of the three-way pipe 23 is connected, the second port of the three-way pipe 23 is connected to the inlet of the first water pump 114 through the pipeline S9, the third port of the three-way pipe 32 is connected to the first port of the three-way pipe 22 through the solenoid valve 10 21, the second port of the three-way pipe 22 is connected to the inlet of the second PTC heater 117, the second PTC heater 117 is connected to the third port of the three-way pipe 23 through the pipeline S10, the third port of the three-way pipe 15 27 is connected to the inlet of the motor and the electric control water jacket 118, the outlet of the motor and the electric control water jacket 118 is connected to the first port of the three-way pipe 16 28, the second port of the three-way pipe 16 28 is connected to the inlet of the radiator 119 through the solenoid valve 13 29, the outlet of the radiator 119 is connected to the third port of the three-way pipe 14 25 through the pipeline S11, and the third port of the three-way pipe 12 22 is connected to the third port of the three-way pipe 16 28 through the pipeline M8.

[0050] Reference Figure 2 The direct cooling plate 109 is located above the battery module 121 , and the liquid cooling plate 116 is located below the battery module 121 . Both the direct cooling plate 109 and the liquid cooling plate 116 are used to control the temperature of the battery module 121 .

[0051] Obviously, based on the above, the vehicle thermal management system based on the heat pump air conditioning system of this embodiment can realize independent cooling and heating control of the cabin, battery module 121, motor and electronic control, and can meet the thermal management requirements of the cabin, battery module 121, motor and electronic control of pure electric vehicles under various conventional operating conditions. At the same time, it is coupled with the coolant circuit, which can make full use of the large thermal capacity of the liquid cooling system to store cold or heat, thereby coping with the thermal shock of fast charging and using the waste heat of the battery module 121, motor and electronic control for heating. By increasing the degree of coupling of the thermal management system, this system can not only improve the system energy efficiency, but also reduce the redundant components of the system, thereby reducing costs and increasing efficiency.

[0052] It should be noted that the functions of some three-way pipes and adjacent solenoid valves can be replaced by three-way valves. However, for the sake of convenience of expression, this simplification is not made. The system of this application is only simplified by using a three-way valve or other multi-way valve, which should fall within the scope of this application.

[0053] In this embodiment, the working fluid used in the refrigerant circuit may be Freon, and the working fluid used in the coolant circuit may be ethylene glycol solution;

[0054] Obviously, based on the above, the heat exchange of the refrigerant circuit is achieved by circulating Freon in the refrigerant circuit, and the heat exchange of the coolant circuit is achieved by circulating the ethylene glycol solution in the coolant circuit.

[0055] In this embodiment, refer to Figure 1 , a one-way valve 104 and a capillary tube 105 are provided on the pipeline S3, the outlet of the cabin external heat exchanger 103 is connected to the first port of the three-way pipe 1, the first port of the three-way pipe 1 is connected to the inlet of the one-way valve 104, the outlet of the one-way valve 104 is connected to the first port of the three-way pipe 2, the second port of the three-way pipe 2 is connected to the first port of the three-way pipe 3, the third port of the three-way pipe 1 is connected to the third port of the three-way pipe 2 through the pipeline M1, and the capillary tube 105 is provided on the pipeline M1;

[0056] A solenoid valve 14 is provided on the pipeline S4; a solenoid valve 5 12 is provided on the pipeline S5; a solenoid valve 12 26 is provided on the pipeline S12; a solenoid valve 27 is provided on the pipeline M2; a solenoid valve 3 8 is provided on the pipeline M3; a solenoid valve 4 10 is provided on the pipeline M4; a solenoid valve 9 20 is provided on the pipeline M5; a third electronic expansion valve 110 is provided on the pipeline M6; a solenoid valve 11 24 is provided on the pipeline M7; a solenoid valve 14 30 is provided on the pipeline M8; and a solenoid valve 15 31 is provided on the pipeline M9.

[0057] Obviously, based on the above, by setting a solenoid valve in each pipeline, the flow and closing of each pipeline can be further controlled.

[0058] In the second aspect, the present invention proposes a working method of an integrated heat pump thermal management system for a pure electric vehicle, referring to Figure 3 , including a working method of a refrigerant cooling chamber and a coolant cooling battery module 121 mode, the method steps are as follows:

[0059] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 and the second PTC heater 117 are turned off, the first valve port A of the four-way reversing valve 102 is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve 14, the solenoid valve 410, the solenoid valve 1124, the solenoid valve 1329 and the solenoid valve 1531 are turned on, and the other solenoid valves are turned off, the first electronic expansion valve 106 is turned on, the second electronic expansion valve 108 and the third electronic expansion valve 110 are turned off, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Figure 3 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0060] Obviously, based on the above, the high-temperature and high-pressure refrigerant vapor discharged by the compressor 101 is cooled by the cabin external heat exchanger 103, condensed into a high-pressure liquid, throttled and depressurized by the first electronic expansion valve 106, and enters the cabin internal heat exchanger 107 to absorb heat and evaporate, thereby cooling the cabin, and finally returns to the compressor 101 through the gas-liquid separator 113. The first water pump 114 pumps the coolant into the liquid cold plate 116 to absorb heat from the battery module 121, and then flows into the motor and electronic control water jacket 118 to cool the motor and electronic control, and finally releases heat to the outside through the radiator 119 and returns to the first water pump 114. This mode is suitable for when the cabin needs to be cooled and the battery module 121 is not highly loaded. At this time, the coolant circuit is used to cool the battery module 121, which can improve the uniformity of the battery temperature module and achieve energy-saving operation.

[0061] In this embodiment, refer to Figure 4 , including a working method of the battery module 121 rapid cooling mode, the method steps are as follows:

[0062] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 and the second PTC heater 117 are turned off, the first valve port A of the four-way reversing valve 102 is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve three 8, the solenoid valve four 10, the solenoid valve five 12, the solenoid valve eleven 24, the solenoid valve thirteen 29 and the solenoid valve fifteen 31 are turned on, the other solenoid valves are turned off, the second electronic expansion valve 108 is turned on, the first electronic expansion valve 106 and the third electronic expansion valve 110 are turned off, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Figure 4 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0063] Obviously, based on the above, the high-temperature and high-pressure refrigerant vapor discharged by the compressor 101 is cooled by the cabin external heat exchanger 103, condensed into a high-pressure liquid, throttled and reduced in pressure by the second electronic expansion valve 108, and enters the direct cooling plate 109 to absorb heat and evaporate, thereby cooling the battery module 121, and finally returns to the compressor 101 through the gas-liquid separator 113. The first water pump 114 pumps the coolant into the liquid cooling plate 116 to absorb heat from the battery module 121, and then flows into the motor and electronic control water jacket 118 to cool the motor and electronic control, and finally releases heat to the outside through the radiator 119 and returns to the first water pump 114. This mode is suitable for fast charging or fast discharging of the battery module 121, using a dual circuit to quickly cool the battery module 121.

[0064] In this embodiment, refer to Figure 5 , including a working method of the battery module 121 cooling and temperature equalization mode, the method steps are as follows:

[0065] The compressor 101 is started, the first water pump 114 and the second water pump 120 are turned on, the first PTC heater 111 and the second PTC heater 117 are turned off, the first valve port A of the four-way reversing valve 102 is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve three 8, the solenoid valve four 10, the solenoid valve six 14, the solenoid valve seven 16, the solenoid valve nine 20, the solenoid valve ten 21, the solenoid valve twelve 26 and the solenoid valve thirteen 29 are turned on, and the other solenoid valves are turned off, the second electronic expansion valve 108 and the third electronic expansion valve 110 are turned on, and the first electronic expansion valve 106 is turned off, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Figure 5 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0066] Obviously, based on the above, the high-temperature and high-pressure refrigerant vapor discharged by the compressor 101 is cooled by the cabin external heat exchanger 103, condensed into a high-pressure liquid, throttled and depressurized by the second electronic expansion valve 108, enters the direct cooling plate 109 to absorb heat and evaporate, thereby cooling the battery module 121, and finally returns to the compressor 101 through the gas-liquid separator 113. The first water pump 114 pumps the coolant into the chiller heat exchanger 115, releases heat to the refrigerant circuit, and the cooled liquid flows into the liquid cooling plate 116 to absorb heat from the battery module 121, and finally returns to the first water pump 114. The second water pump 120 drives the coolant to enter the motor and electronic control water jacket 118 and the radiator 119 in turn to cool the motor and electronic control. This mode is designed to improve the temperature uniformity of the battery module 121 when the battery module 121 is fast charged or discharged. The refrigerant is used to cool the coolant to reduce the temperature difference between the coolant and the refrigerant. The coolant is then used to cool the battery, thereby reducing the temperature difference between the upper and lower parts of the battery module 121. Moreover, since the refrigerant and the coolant flow in opposite directions, the temperature difference between battery cells can also be reduced.

[0067] In this embodiment, refer to Figure 6 , including a working method of a mode in which a refrigerant and a coolant cool a cabin and a battery module 121 at the same time, the method steps are as follows:

[0068] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 and the second PTC heater 117 are turned off, the first valve port A of the four-way reversing valve 102 is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve 14, the solenoid valve 818, the solenoid valve 920, the solenoid valve 1021, the solenoid valve 1124, the solenoid valve 1329 and the solenoid valve 1531 are turned on, and the other solenoid valves are turned off. The first electronic expansion valve 106, the second electronic expansion valve 108 and the third electronic expansion valve 110 are all turned on, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Figure 6 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0069] Obviously, based on the above, the high-temperature and high-pressure refrigerant vapor discharged by the compressor 101 is cooled by the cabin external heat exchanger 103, condensed into a high-pressure liquid and then divided into two paths. One path is throttled and reduced in pressure by the first electronic expansion valve 106, enters the cabin internal heat exchanger 107 to absorb heat and evaporate, and the low-pressure refrigerant vapor generated after cooling the cabin enters the low-pressure air inlet L of the ejector 112; the other path is throttled and reduced in pressure by the second electronic expansion valve 108, enters the direct cooling plate 109 and the chiller heat exchanger 115 in turn to absorb heat and evaporate to cool the battery module 121 and the coolant, forming a higher-pressure gas, and then enters the high-pressure air inlet H of the ejector 112. The two vapors are mixed in the ejector and finally return to the compressor 101 through the gas-liquid separator 113. The coolant cooled by the radiator 119 is pumped into the chiller heat exchanger 115 by the first water pump 114 for further cooling, flows into the liquid cooling plate 116 to absorb heat from the battery module 121, then flows into the motor and electric control water jacket 118 to cool the motor and electric control, and finally returns to the radiator 119 to release heat to the outside. This mode is suitable for when the cabin and the battery module 121 need to be cooled at the same time, making full use of the cooling capacity that the coolant circuit can provide to cool the battery module 121, reducing the heat load of the refrigerant circuit, so as to achieve uniform temperature and energy saving.

[0070] In this embodiment, refer to Figure 7 , including a working method of cabin heating and battery module 121 insulation or cooling mode, the method steps are as follows:

[0071] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 and the second PTC heater 117 are turned on, the first valve port A of the four-way reversing valve 102 is connected to the fourth valve port D, the second valve port B is connected to the third valve port C, the solenoid valve 14, the solenoid valve 27, the solenoid valve 512, the solenoid valve 614, the solenoid valve 818, the solenoid valve 920, the solenoid valve 1430 and the solenoid valve 1531 are turned on, and the other solenoid valves are turned off, the first electronic expansion valve 106 and the third electronic expansion valve 110 are turned on, and the second electronic expansion valve 108 is turned off, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Figure 7 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0072] Obviously, based on the above, the compressor 101 discharges high-temperature and high-pressure refrigerant vapor, which enters the heat exchanger 107 inside the cabin to release heat and condense to form a high-pressure liquid, thereby heating the cabin, and is then throttled and reduced in pressure by the first electronic expansion valve 106 to be divided into two paths. One path enters the heat exchanger 103 outside the cabin to absorb heat and evaporate to form a low-pressure gas after secondary throttling and reduction in pressure by the capillary tube 105, and then enters the low-pressure air inlet L of the ejector 112. The other path enters the chiller heat exchanger 115 and the first PTC heater 111 in turn to absorb heat and evaporate to form a higher-pressure gas, and then enters the high-pressure air inlet H of the ejector 112. The two vapors are mixed in the ejector and finally return to the compressor 101 through the gas-liquid separator 113. The first water pump 114 pumps the coolant into the chiller heat exchanger 115, releasing heat to the refrigerant circuit. The cooled liquid flows into the liquid cooling plate 116 to absorb heat from the battery module 121, and then flows into the motor and electronic control water jacket 118 to cool the motor and electronic control. Then, it is heated by the second PTC heater 117 to maintain a moderate temperature of the coolant circuit, and finally returns to the first water pump 114. This mode is suitable for driving in winter, when the battery module 121 generates heat by itself during operation and does not need to be heated. When the cabin needs to be heated, the battery module 121 and the residual heat of the motor and electronic control are fully utilized to heat the cabin, thereby improving system efficiency and extending the driving range of the car in winter.

[0073] In this embodiment, refer to Figure 8 , including a working method of the battery module 121 rapid heating mode, the method steps are as follows:

[0074] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 and the second PTC heater 117 are turned on, the first valve port A of the four-way reversing valve 102 is connected to the fourth valve port D, the second valve port B is connected to the third valve port C, the solenoid valve three 8, the solenoid valve five 12, the solenoid valve eight 18, the solenoid valve nine 20 and the solenoid valve ten 21 are turned on, the other solenoid valves are turned off, the first electronic expansion valve 106 is turned off, the second electronic expansion valve 108 and the third electronic expansion valve 110 are turned on, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Figure 8 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0075] Obviously, based on the above, the high-temperature and high-pressure steam discharged from the compressor 101 is divided into two paths. One path enters the direct cooling plate 109 to release heat, condense and heat the battery module 121 to form a high-pressure liquid. After secondary throttling and cooling through the second electronic expansion valve 108 and the capillary tube 105, it enters the external heat exchanger 103 of the cabin to absorb heat and evaporate, forming a low-pressure gas that enters the low-pressure air inlet L of the ejector 112. The other path enters the chiller heat exchanger 115 to condense and release heat to the coolant circuit to form a medium-temperature and high-pressure liquid. After throttling and reducing the pressure through the third electronic expansion valve 110, it enters the first PTC heater 111 to absorb heat and evaporate to form a higher-pressure gas, and then enters the high-pressure air inlet H of the ejector 112. The two streams of steam mix in the ejector and finally return to the compressor 101 through the gas-liquid separator 113. The coolant heated by the second PTC heater 117 is pumped into the chiller heat exchanger 115 by the first water pump 114 for further heating, flows into the liquid cooling plate 116 to heat the battery module 121, and finally returns to the second PTC heater 117. This mode is suitable for cold starting of electric vehicles in winter, using dual circuits to quickly heat the battery module 121.

[0076] In this embodiment, refer to Fig. 9 , including a working method of a cabin and a battery module 121 simultaneous heating mode, the method steps are as follows:

[0077] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 and the second PTC heater 117 are turned on, the first valve port A of the four-way reversing valve 102 is connected to the fourth valve port D, the second valve port B is connected to the third valve port C, the solenoid valve 2 7, the solenoid valve 3 8, the solenoid valve 5 12, the solenoid valve 7 16, the solenoid valve 8 18, the solenoid valve 14 30 and the solenoid valve 15 31 are turned on, and the other solenoid valves are turned off, the first electronic expansion valve 106 and the second electronic expansion valve 108 are turned on, and the third electronic expansion valve 110 is turned off, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as follows: Fig. 9The solid line shows the flow direction, and the arrow indicates the flow direction.

[0078] Obviously, based on the above, the high-temperature and high-pressure refrigerant vapor discharged from the compressor 101 is divided into two paths. One path enters the direct cooling plate 109 to release heat, condense and heat the battery module 121, forming a high-pressure liquid, which is throttled and depressurized twice by the second electronic expansion valve 108 and the capillary tube 105, enters the cabin external heat exchanger 103 to absorb heat and evaporate, and forms a low-pressure gas that enters the low-pressure air inlet L of the ejector 112. The other path enters the first PTC heater 111 to absorb heat and evaporate to form a higher-pressure gas, which enters the high-pressure air inlet H of the ejector 112. The two streams of steam are mixed in the ejector 112, and finally return to the compressor 101 through the gas-liquid separator 113. The coolant heated by the second PTC heater 117 is pumped into the liquid cooling plate 116 by the first water pump 114 to heat the battery module 121. The cooled liquid then flows into the motor and electric control water jacket 118 to cool the motor and electric control, absorbs the heat generated by the motor and electric control, and finally returns to the second PTC heater 117 for further heating. This mode is suitable for when both the cabin and the battery module 121 need to be heated under low external temperature. The ejector is used to increase the suction pressure of the compressor so that the heat pump cycle can operate normally, giving full play to the dual-circuit efficiency and heating the cabin and the battery module 121 at the same time.

[0079] In this embodiment, refer to Fig.10 , including the working method of the defrost mode, the method steps are as follows:

[0080] The compressor 101 is started, the first water pump 114 is turned on, the second water pump 120 is turned off, the first PTC heater 111 is turned off, the second PTC heater 117 is turned on, the first valve port A of the four-way reversing valve 102 is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve 14, the solenoid valve 27, the solenoid valve 38, the solenoid valve 410, the solenoid valve 512, the solenoid valve 716, the solenoid valve 920, the solenoid valve 1430 and the solenoid valve 1531 are turned on, the other solenoid valves are turned off, the first electronic expansion valve 106 and the second electronic expansion valve 108 are turned off, the third electronic expansion valve 110 is turned on, the refrigerant flows along the refrigerant circuit, the coolant flows along the coolant circuit, and the working medium flow paths of the refrigerant circuit and the coolant circuit are as shown in FIG. Fig.10 The solid line shows the flow direction, and the arrow indicates the flow direction.

[0081] Obviously, based on the above, the compressor 101 discharges high-temperature and high-pressure refrigerant vapor, enters the cabin external heat exchanger 103 to release heat and condense, and forms high-pressure liquid after heating and defrosting. It is throttled and depressurized by the third electronic expansion valve 110, enters the chiller heat exchanger 115 to absorb heat from the coolant circuit and evaporate, and finally returns to the compressor 101 through the gas-liquid separator 113. The first water pump 114 pumps the coolant into the chiller heat exchanger 115, releases heat to the refrigerant circuit, and the cooled liquid flows into the liquid cold plate 116 to absorb heat from the battery module 121, and then flows into the motor and electric control water jacket 118 to cool the motor and electric control, and then is heated by the second PTC heater 117 to maintain the coolant circuit temperature at a moderate level, and finally returns to the first water pump 114. The heat transfer deteriorates after the external heat exchanger is frosted, which will seriously reduce the energy efficiency of the heat pump system. This mode is designed for defrosting. It draws heat from the coolant circuit to heat the external heat exchanger, avoiding the comfort problems caused by switching between hot and cold working modes of the heat exchanger inside the cabin. At the same time, it utilizes the large heat capacity of the coolant circuit to avoid large fluctuations in the operating temperature of the battery module 121, allowing the heat pump cycle to operate normally at low temperatures, thereby improving the energy efficiency of the thermal management system in winter.

Claims

1. An integrated heat pump thermal management system for a pure electric vehicle, characterized in that: It includes a refrigerant circuit and a coolant circuit for cooling, heating or heat preservation of a battery module (121) of a pure electric vehicle; The refrigerant circuit comprises a compressor (101), an external cabin heat exchanger (103), an internal cabin heat exchanger (107), a first PTC heater (111), an ejector (112), a gas-liquid separator (113), a chiller heat exchanger (115), and a direct cooling plate (109) installed at one end of the battery module (121); the outlet of the compressor (101) is connected to the A port of the four-way reversing valve (102) through a pipeline S1; the B port of the four-way reversing valve (102) is connected to the inlet of the external cabin heat exchanger (103) through a pipeline S2; the outlet of the external cabin heat exchanger (103) is connected to the first port of a three-way pipe (3) through a pipeline S3; the three-way pipe (3) is connected to the first port of a three-way pipe (3) through a pipeline S4. The second port is connected to the inlet of the direct cooling plate (109) through the second electronic expansion valve (108); the C port of the four-way reversing valve (102) is connected to the first port of the three-way pipe six (9) through the pipeline S7; the second port of the three-way pipe six (9) is connected to the low-pressure air inlet L of the ejector (112); the air outlet of the ejector (112) is connected to the first port of the three-way pipe eleven (19); the second port of the three-way pipe eleven (19) is connected to the inlet of the gas-liquid separator (113); the outlet of the gas-liquid separator (113) is connected to the inlet of the compressor (101); the third port of the three-way pipe eleven (19) is connected to the third port of the three-way pipe six (9) through the pipeline M4; The D port of the reversing valve (102) is connected to the first port of the three-way pipe (5) through the pipeline S6, the second port of the three-way pipe (5) is connected to the inlet of the cabin internal heat exchanger (107), the outlet of the cabin internal heat exchanger (107) is connected to the first port of the three-way pipe (4) through the first electronic expansion valve (106), the second port of the three-way pipe (4) is connected to the third port of the three-way pipe (3) through the pipeline S4, the outlet of the direct cooling plate (109) is connected to the first port of the three-way pipe (7) (11), the second port of the three-way pipe (7) (11) is connected to the first port of the three-way pipe (8) (13) through the pipeline S5, and the second port of the three-way pipe (8) (13) is connected to the third port of the three-way pipe (3) through the electromagnetic valve (6) (14). The first port of the three-way pipe (15) is connected to the first port of the three-way pipe (17) through the electromagnetic valve (16), the second port of the three-way pipe (17) is connected to the inlet of the first PTC heater (111) through the electromagnetic valve (18), the outlet of the first PTC heater (111) is connected to the high-pressure air inlet H of the ejector (112), the third port of the three-way pipe (11) is connected to the refrigerant side inlet of the chiller heat exchanger (115) through the pipeline M5, and the refrigerant side outlet of the chiller heat exchanger (115) is connected to the third port of the three-way pipe (17) through the pipeline M6,The third port of the three-way pipe eight (13) is connected to the third port of the three-way pipe five (6) through the pipeline M3, and the three-way pipe nine (15) is connected to the third port of the three-way pipe four (5) through the pipeline M2; The cooling liquid circuit includes a first water pump (114), a chiller heat exchanger (115), a liquid cooling plate (116) installed at one end of the battery module (121) away from the direct cooling plate (109), a motor and an electronically controlled water jacket (118), a radiator (119) and a second water pump (120), wherein the outlet of the first water pump (114) is connected to the cooling liquid side inlet of the chiller heat exchanger (115), and the cooling liquid side outlet of the chiller heat exchanger (115) is connected to the inlet of the liquid cooling plate (116). The outlet of the liquid cooling plate (116) is connected to the first port of the three-way pipe seventeen (32), the second port of the three-way pipe seventeen (32) is connected to the first port of the three-way pipe fifteen (27) through a pipeline M9, the second port of the three-way pipe fifteen (27) is connected to the inlet of the second water pump (120), the outlet of the second water pump (120) is connected to the first port of the three-way pipe fourteen (25) through a pipeline S12, the second port of the three-way pipe fourteen (25) is connected to the three-way pipe thirteen (23) through a pipeline M7. ), the second port of the three-way pipe thirteen (23) is connected to the inlet of the first water pump (114) through a pipeline S9, the third port of the three-way pipe seventeen (32) is connected to the first port of the three-way pipe twelve (22) through a solenoid valve ten (21), the second port of the three-way pipe twelve (22) is connected to the inlet of the second PTC heater (117), the second PTC heater (117) is connected to the third port of the three-way pipe thirteen (23) through a pipeline S10, the third port of the three-way pipe fifteen (27) is connected to the first port of the three-way pipe twelve (22) through a solenoid valve ten (21), the second port of the three-way pipe twelve (22) is connected to the inlet of the second PTC heater (117), the second PTC heater (117) is connected to the third port of the three-way pipe thirteen (23) through a pipeline S10, The third port is connected to the inlet of the motor and the electric control water jacket (118); the outlet of the motor and the electric control water jacket (118) is connected to the first port of the three-way pipe sixteen (28); the second port of the three-way pipe sixteen (28) is connected to the inlet of the radiator (119) through the solenoid valve thirteen (29); the outlet of the radiator (119) is connected to the third port of the three-way pipe fourteen (25) through the pipeline S11; the third port of the three-way pipe twelve (22) is connected to the third port of the three-way pipe sixteen (28) through the pipeline M8.

2. The integrated heat pump thermal management system for a pure electric vehicle according to claim 1, characterized in that: The pipeline S3 is provided with a one-way valve (104) and a capillary tube (105); the outlet of the cabin external heat exchanger (103) is connected to the first port of the three-way pipe (1); the first port of the three-way pipe (1) is connected to the inlet of the one-way valve (104); the outlet of the one-way valve (104) is connected to the first port of the three-way pipe (2); the second port of the three-way pipe (2) is connected to the first port of the three-way pipe (3); the third port of the three-way pipe (1) is connected to the third port of the three-way pipe (2) through the pipeline M1; the capillary tube (105) is provided on the pipeline M1; The pipeline S4 is provided with a solenoid valve one (4); the pipeline S5 is provided with a solenoid valve five (12); the pipeline S12 is provided with a solenoid valve twelve (26); the pipeline M2 is provided with a solenoid valve two (7); the pipeline M3 is provided with a solenoid valve three (8); the pipeline M4 is provided with a solenoid valve four (10); the pipeline M5 is provided with a solenoid valve nine (20); the pipeline M6 is provided with a third electronic expansion valve (110); the pipeline M7 is provided with a solenoid valve eleven (24); the pipeline M8 is provided with a solenoid valve fourteen (30); the pipeline M9 is provided with a solenoid valve fifteen (31).

3. A working method of an integrated heat pump thermal management system for a pure electric vehicle according to any one of claims 1-2, characterized in that: A working method comprising a refrigerant cooling chamber and a coolant cooling battery module (121) mode, wherein the method steps are as follows: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) and the second PTC heater (117) are turned off, the first valve port A of the four-way reversing valve (102) is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve one (4), the solenoid valve four (10), the solenoid valve eleven (24), the solenoid valve thirteen (29) and the solenoid valve fifteen (31) are opened, the remaining solenoid valves are closed, the first electronic expansion valve (106) is opened, the second electronic expansion valve (108) and the third electronic expansion valve (110) are closed, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

4. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: A working method comprising a battery module (121) rapid cooling mode, the method comprising the following steps: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) and the second PTC heater (117) are turned off, the first valve port A of the four-way reversing valve (102) is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve three (8), the solenoid valve four (10), the solenoid valve five (12), the solenoid valve eleven (24), the solenoid valve thirteen (29) and the solenoid valve fifteen (31) are opened, the remaining solenoid valves are closed, the second electronic expansion valve (108) is opened, the first electronic expansion valve (106) and the third electronic expansion valve (110) are closed, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

5. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: A working method for a battery module (121) cooling and temperature equalization mode, the method steps are as follows: The compressor (101) is started, the first water pump (114) and the second water pump (120) are turned on, the first PTC heater (111) and the second PTC heater (117) are turned off, the first valve port A of the four-way reversing valve (102) is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve three (8), the solenoid valve four (10), the solenoid valve six (14), the solenoid valve seven (16), the solenoid valve nine (20), the solenoid valve ten (21), the solenoid valve twelve (26) and the solenoid valve thirteen (29) are turned on, the remaining solenoid valves are turned off, the second electronic expansion valve (108) and the third electronic expansion valve (110) are turned on, the first electronic expansion valve (106) is turned off, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

6. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: A working method comprising a mode in which a refrigerant and a coolant cool a cabin and the battery module (121) at the same time, the method steps being as follows: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) and the second PTC heater (117) are turned off, the first valve port A of the four-way reversing valve (102) is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve one (4), the solenoid valve eight (18), the solenoid valve nine (20), the solenoid valve ten (21), the solenoid valve eleven (24), the solenoid valve thirteen (29) and the solenoid valve fifteen (31) are opened, the remaining solenoid valves are closed, the first electronic expansion valve (106), the second electronic expansion valve (108) and the third electronic expansion valve (110) are all opened, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

7. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: A working method including cabin heating and battery module (121) heat preservation or cooling mode, the method steps are as follows: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) and the second PTC heater (117) are turned on, the first valve port A of the four-way reversing valve (102) is connected to the fourth valve port D, the second valve port B is connected to the third valve port C, the solenoid valve 1 (4), the solenoid valve 2 (7), the solenoid valve 5 (12), the solenoid valve 6 (14), the solenoid valve 8 (18), the solenoid valve 9 (20), the solenoid valve 14 (30) and the solenoid valve 15 (31) are turned on, the remaining solenoid valves are turned off, the first electronic expansion valve (106) and the third electronic expansion valve (110) are turned on, the second electronic expansion valve (108) is turned off, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

8. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: A method for operating a battery module (121) in a rapid heating mode, the method comprising the following steps: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) and the second PTC heater (117) are turned on, the first valve port A of the four-way reversing valve (102) is connected to the fourth valve port D, the second valve port B is connected to the third valve port C, the solenoid valve three (8), the solenoid valve five (12), the solenoid valve eight (18), the solenoid valve nine (20) and the solenoid valve ten (21) are turned on, the remaining solenoid valves are turned off, the first electronic expansion valve (106) is turned off, the second electronic expansion valve (108) and the third electronic expansion valve (110) are turned on, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

9. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: A working method comprising a mode of heating the cabin and the battery module (121) simultaneously, the method comprising the following steps: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) and the second PTC heater (117) are turned on, the first valve port A of the four-way reversing valve (102) is connected to the fourth valve port D, the second valve port B is connected to the third valve port C, the solenoid valve 2 (7), the solenoid valve 3 (8), the solenoid valve 5 (12), the solenoid valve 7 (16), the solenoid valve 8 (18), the solenoid valve 14 (30) and the solenoid valve 15 (31) are turned on, the remaining solenoid valves are turned off, the first electronic expansion valve (106) and the second electronic expansion valve (108) are turned on, the third electronic expansion valve (110) is turned off, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

10. The working method of the integrated heat pump thermal management system for a pure electric vehicle according to claim 3, characterized in that: The working method of the defrost mode is as follows: The compressor (101) is started, the first water pump (114) is turned on, the second water pump (120) is turned off, the first PTC heater (111) is turned off, the second PTC heater (117) is turned on, the first valve port A of the four-way reversing valve (102) is connected to the second valve port B, the third valve port C is connected to the fourth valve port D, the solenoid valve one (4), the solenoid valve two (7), the solenoid valve three (8), the solenoid valve four (10), the solenoid valve five (12), the solenoid valve seven (16), the solenoid valve nine (20), the solenoid valve fourteen (30) and the solenoid valve fifteen (31) are turned on, the remaining solenoid valves are turned off, the first electronic expansion valve (106) and the second electronic expansion valve (108) are turned off, the third electronic expansion valve (110) is turned on, the refrigerant flows along the refrigerant circuit, and the coolant flows along the coolant circuit.

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