Whole-vehicle heat pump integrated direct cooling and direct heating system of pure electric vehicle and control method

Abstract

The invention relates to the technical field of whole vehicle heat management, in particular to a pure electric vehicle whole vehicle heat pump integrated direct cooling and direct heating system and a control method, a positive temperature coefficient thermistor heater is omitted, part cooperation is optimized to efficiently absorb heat, a cooler is removed during refrigeration, heat exchange is improved, electric energy consumption is reduced, and the endurance is improved by 20%. Cost is effectively controlled, installation and maintenance processes are simplified, corresponding cost is reduced by 40%, and economical efficiency is improved. The system reliability is improved, two fault sources of a positive temperature coefficient thermistor heater and a cooler are reduced, the maintenance work is simplified, the difficulty and time are reduced, and the vehicle use efficiency is improved. The space in the vehicle is optimized, the weight is reduced, the space occupied by parts is released, layout flexibility is provided, loads are reduced, energy consumption is reduced, control is facilitated, the service life of the parts is prolonged, and therefore the problem that an existing whole vehicle heat pump integrated direct cooling and direct heating system is high in energy consumption is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle thermal management, and in particular to a pure electric vehicle heat pump integrated direct cooling and heating system and a control method. Background Art

[0002] In the current new energy vehicle air-conditioning heat pump architecture, common designs include PTC (positive temperature coefficient thermistor heater) and chiller (cooler). The heat pump system generally has components such as compressor, evaporator, condenser, four-way reversing valve, etc. PTC starts to assist when heating at low temperatures, and chiller cools key components such as batteries when cooling. The evaporator absorbs heat, the condenser releases heat, the compressor provides power, and the four-way reversing valve switches the flow direction of the refrigerant.

[0003] However, this technology has many shortcomings: First, there is the energy consumption problem. PTC heating relies on resistance heating, and the efficiency of converting electricity into heat is low. The energy consumption of long-term heating at low temperatures is high, which greatly shortens the cruising range. The operation of the chiller also has unnecessary energy loss, which increases the overall energy consumption. Second, there is the cost problem. The procurement, installation and maintenance costs of PTC are high, and the design and manufacturing of the chiller are complex. In addition, the auxiliary equipment is costly and there are additional costs for maintenance and replacement. Third, there is the problem of system complexity and reliability. PTC and chiller make the architecture more complex, increase the connection points, control lines and fault points, and increase the difficulty of design, assembly, maintenance and troubleshooting. In addition, PTC has problems such as aging after long-term use, and the chiller has faults such as coolant leakage, which reduces the reliability of the system. Fourth, there is the problem of space occupation and weight. PTC and chiller occupy installation space, affecting the interior layout of the vehicle and the installation and upgrade space of other equipment. Their own weight increases the vehicle load, indirectly reducing the cruising range and energy efficiency. Summary of the invention

[0004] The purpose of the present invention is to provide a pure electric vehicle whole vehicle heat pump integrated direct cooling and heating system and a control method, aiming to solve the problem of high energy consumption of the existing whole vehicle heat pump integrated direct cooling and heating system.

[0005] To achieve the above-mentioned purpose, in a first aspect, the present invention provides a pure electric vehicle heat pump integrated direct cooling and direct heating system including a coolant circuit, a refrigerant circuit, an electronic expansion valve three, a sensor three, a liquid cooling plate, a battery pack, a temperature sensor two, an electronic expansion valve four, a gas-liquid separator, a compressor, a sensor one, an electronic expansion valve one, an indoor evaporator, a temperature sensor one, a water pump two and a radiator;

[0006] The refrigerant circuit is connected to the coolant circuit, the electronic expansion valve three, the sensor three, the liquid cooling plate, the temperature sensor two, the electronic expansion valve four, the gas-liquid separator, the compressor, and the sensor one are connected in sequence, the battery pack is connected to the liquid cooling plate, the electronic expansion valve one, the indoor evaporator, and the temperature sensor one are connected in sequence, the water pump two is connected to the refrigerant circuit, and the radiator is connected to the water pump two and the coolant circuit.

[0007] Wherein, the coolant circuit includes a three-way valve, a water pump 1, an expansion water tank, an electronic control and a motor, and the three-way valve, the water pump 1, the expansion water tank, the electronic control and the motor are connected in sequence.

[0008] Among them, the refrigerant circuit includes a water-cooled condenser, an outdoor heat exchanger, an electronic expansion valve 2, an indoor condenser, a solenoid valve 3, a solenoid valve 1 and a solenoid valve 2. The water-cooled condenser is connected to the tee, and the water-cooled condenser, the outdoor heat exchanger, the electronic expansion valve 2, the indoor condenser, the solenoid valve 3 and the solenoid valve 1 are connected in sequence. The solenoid valve 1 is connected to the water-cooled condenser, the solenoid valve 2 is connected to the water-cooled condenser, and is also connected to the gas-liquid separator.

[0009] Among them, the refrigerant circuit also includes sensor four and sensor two, the sensor four is installed on one side of the outdoor heat exchanger, and the sensor two is installed on one side of the indoor condenser.

[0010] In a second aspect, a method for controlling direct cooling and heating of a heat pump integrated in a pure electric vehicle is provided, which is used in the direct cooling and heating system of a heat pump integrated in a pure electric vehicle according to the first aspect, and comprises the following steps:

[0011] When the outside environment temperature is low, water pump 2 starts the coolant in the coolant circuit of the working motor and starts to circulate automatically;

[0012] After the high-temperature and high-pressure refrigerant has completed the heat release process in the indoor heat exchanger, it is throttled by the expansion valve and converted into a low-temperature and low-pressure state;

[0013] The waste heat generated during the operation of the motor and electronic control allows the refrigerant to directly absorb this heat to increase the temperature and pressurization.

[0014] A pure electric vehicle heat pump integrated direct cooling and direct heating system of the present invention comprises a coolant circuit, a refrigerant circuit, an electronic expansion valve three, a sensor three, a liquid cooling plate, a battery pack, a temperature sensor two, an electronic expansion valve four, a gas-liquid separator, a compressor, a sensor one, an electronic expansion valve one, an indoor evaporator, a temperature sensor one, a water pump two and a radiator; the refrigerant circuit is connected to the coolant circuit, the electronic expansion valve three, the sensor three, the liquid cooling plate, the temperature sensor two, the electronic expansion valve four, the gas-liquid separator, the compressor, and the sensor one are connected in sequence, the battery pack is connected to the liquid cooling plate, the electronic expansion valve one, the indoor evaporator, and the temperature sensor one are connected in sequence, the water pump two is connected to the refrigerant circuit, and the radiator is connected to the water pump two and the coolant circuit. The present invention cancels the positive temperature coefficient thermistor heater and optimizes the coordination of components to efficiently absorb heat, removes the cooler during cooling and improves heat exchange, reduces power consumption and increases endurance by 20%. Effectively control costs, simplify installation and maintenance processes, reduce corresponding costs by 40%, and improve economy. Improve system reliability, reduce the two fault sources of positive temperature coefficient thermistor heater and cooler, simplify maintenance work, reduce difficulty and time, and improve vehicle efficiency. Optimize the space inside the vehicle and reduce weight, release the space occupied by components to provide layout flexibility, reduce load and reduce energy consumption, which is beneficial to control and component life, thereby solving the problem of high energy consumption of existing vehicle heat pump integrated direct cooling and direct heating systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 It is a schematic diagram of a pure electric vehicle heat pump integrated direct cooling and direct heating system provided by the present invention.

[0017] Figure 2 It is a schematic diagram of single motor / electronic control heat dissipation.

[0018] Figure 3 It is a schematic diagram of the single cab cooling mode.

[0019] Figure 4 It is a schematic diagram of single battery cooling.

[0020] Figure 5 This is a schematic diagram of the cab & battery cooling.

[0021] Figure 6 It is a schematic diagram of single cab heating (heat pump).

[0022] Figure 7 It is a schematic diagram of single cab heating (heat pump + waste heat recovery 1).

[0023] Figure 8 It is a schematic diagram of single cab heating (heat pump + waste heat recovery 2).

[0024] Fig. 9 It is a schematic diagram of single cab heating (heat pump + cooling).

[0025] Fig.10 It is a schematic diagram of single battery heating (heat pump).

[0026] Fig.11 It is a schematic diagram of single-battery heating (heat pump + motor waste heat without wind).

[0027] Fig.12 This is a schematic diagram of single-battery heating (heat pump + motor waste heat with wind).

[0028] Fig.13 It is a schematic diagram of the cab & battery heating (heat pump) 1.

[0029] Fig.14 It is a schematic diagram of the cab & battery heating (heat pump) 2.

[0030] Fig.15 This is a schematic diagram of the cab & battery heating (heat pump + heat dissipation).

[0031] Fig.16 It is a schematic diagram of heating and dehumidification.

[0032] Fig.17 It is a schematic diagram of the defrost mode.

[0033] Fig.18 The invention is a flow chart of a method for controlling direct cooling and direct heating of a heat pump integrated in a pure electric vehicle.

[0034] In the figure: 1-electronic expansion valve three, 2-sensor three, 3-liquid cooling plate, 4-battery pack, 5-temperature sensor two, 6-electronic expansion valve four, 7-gas-liquid separator, 8-compressor, 9-sensor one, 10-electronic expansion valve one, 11-indoor evaporator, 12-temperature sensor one, 13-water pump two, 14-radiator, 15-three-way valve, 16-water pump one, 17-expansion water tank, 18-electronic control, 19-motor, 20-water-cooled condenser, 21-outdoor heat exchanger, 22-electronic expansion valve two, 23-indoor condenser, 24-solenoid valve three, 25-solenoid valve one, 26-solenoid valve two, 27-sensor four, 28-sensor two. DETAILED DESCRIPTION

[0035] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0036] See also Figures 1 to 17 In the first aspect, the present invention provides a pure electric vehicle heat pump integrated direct cooling and direct heating system including a coolant circuit, a refrigerant circuit, an electronic expansion valve three 1, a sensor three 2, a liquid cooling plate 3, a battery pack 4, a temperature sensor two 5, an electronic expansion valve four 6, a gas-liquid separator 7, a compressor 8, a sensor one 9, an electronic expansion valve one 10, an indoor evaporator 11, a temperature sensor one 12, a water pump two 13 and a radiator 14;

[0037] The refrigerant circuit is connected to the coolant circuit, the electronic expansion valve three 1, the sensor three 2, the liquid cooling plate 3, the temperature sensor two 5, the electronic expansion valve four 6, the gas-liquid separator 7, the compressor 8, and the sensor one 9 are connected in sequence, the battery pack 4 is connected to the liquid cooling plate 3, the electronic expansion valve one 10, the indoor evaporator 11, and the temperature sensor one 12 are connected in sequence, the water pump two 13 is connected to the refrigerant circuit, and the radiator 14 is connected to the water pump two 13 and the coolant circuit.

[0038] The coolant circuit includes a three-way valve 15, a water pump 16, an expansion water tank 17, an electric control 18 and a motor 19, and the three-way valve 15, the water pump 16, the expansion water tank 17, the electric control 18 and the motor 19 are connected in sequence.

[0039] The refrigerant circuit includes a water-cooled condenser 20, an outdoor heat exchanger 21, an electronic expansion valve 22, an indoor condenser 23, a solenoid valve 3 24, a solenoid valve 1 25 and a solenoid valve 2 26. The water-cooled condenser 20 is connected to the three-way connection. The water-cooled condenser 20, the outdoor heat exchanger 21, the electronic expansion valve 22, the indoor condenser 23, the solenoid valve 3 24 and the solenoid valve 1 25 are connected in sequence. The solenoid valve 1 25 is connected to the water-cooled condenser 20, the solenoid valve 2 26 is connected to the water-cooled condenser 20, and is also connected to the gas-liquid separator 7.

[0040] The refrigerant circuit also includes a sensor four 27 and a sensor two 28, wherein the sensor four 27 is installed on one side of the outdoor heat exchanger 21, and the sensor two 28 is installed on one side of the indoor condenser 23.

[0041] In this embodiment, water pump 1 16 is used for the circulation of coolant in the coolant circuit, water pump 2 13 is used for the circulation of coolant in the motor 19 circuit, temperature sensor (T1) measures the refrigerant temperature at the outlet of indoor evaporator 11, and can calculate the superheat at the outlet of indoor evaporator 11 together with pressure sensor P; temperature sensor (T2) measures the refrigerant temperature at the outlet of Chiller during cooling, and calculates the superheat at the outlet of Chiller together with pressure sensor P; pressure sensor (P) measures the refrigerant pressure at the outlet of indoor evaporator 11 and Chiller, and calculates the superheat with the corresponding temperature sensor. Temperature sensor (T3) measures the inlet and outlet temperatures of the coolant in the battery pack 4, and calculates the battery cooling / heating power through the temperature difference between the two sensors. The pressure and temperature sensor (PT1) measures the exhaust temperature and exhaust pressure of the compressor 8 as the control index of the compressor 8; the pressure and temperature sensor (PT2) measures the refrigerant pressure and refrigerant temperature of the outlet of the indoor condenser 23, which is used to calculate the refrigerant supercooling degree of the outlet of the indoor condenser 23; the pressure and temperature sensor (PT3) measures the outlet temperature and pressure of EXV3; the pressure and temperature sensor (PT4) measures the outlet temperature and pressure of the outdoor heat exchanger 21; the electronic expansion valve (EXV1, EXV2, EXV3) controls the refrigerant flow of the refrigeration device by adjusting the opening. The solenoid valve (SOV1, SOV2, SOV3, SOV4) realizes the switching of different circuits of the heat pump air conditioner by reasonably controlling the solenoid valve to realize the cooling and heating functions. The refrigerant in the indoor evaporator 11 expands and vaporizes in the indoor evaporator 11 to absorb heat, thereby cooling the intake air of the cockpit. The refrigerant in the indoor condenser 23 condenses and liquefies in the indoor condenser 23 to release heat, thereby heating the intake air of the low cab. 1. In summer, the outdoor heat exchanger 21 condenses the high-temperature and high-pressure gaseous refrigerant into a medium-temperature and high-pressure liquid refrigerant. 2. In winter, the electronic expansion valve (EXV1, EXV2, EXV3) is used to throttle the low-temperature and low-pressure liquid refrigerant to absorb heat from the air. The fan forces air to flow through the condenser and the surface of the front radiator 14 to cool the refrigerant and the coolant; the electronic compressor 8 compresses the low-temperature and low-pressure gaseous refrigerant into a high-temperature and high-pressure gaseous refrigerant; the blower coolant reaches the warm air tank and exchanges heat with the wind blown by the blower through heat radiation and convection. The blower forces air to flow through the surface of the warm air tank and enters the cab to achieve heating. The three-way valve 15 switches the LCC circuit and the motor 19 radiator 14 circuit through the three-way valve 15 to achieve the switching of the heat dissipation of the drive motor 19 and the waste heat recovery function of the motor 19. The gas-liquid separator 7 absorbs the liquid in the refrigerant to prevent the liquid from entering the compressor 8. The expansion tank 17 replenishes the coolant in the front radiator 14 and the warm air tank. The water-cooled condenser 20 (LCC) is used to absorb high-temperature coolant in the water circuit, dissipate heat and recover waste heat from the motor 19 or battery; the motor 19 (M) / electronic control 18 (MCU) generates heat during operation, which requires the radiator 14 to dissipate heat.

[0042] 1. Single motor / electronic control heat dissipation: When the temperature of the motor and electronic control is too high, water pump 1, water pump 2 and fan of the motor cooling circuit are turned on to remove the heat of the motor through the circulation flow and then discharged to the outside through the motor circuit radiator.

[0043] 2. Single cab cooling mode: When the air conditioner is turned on for cooling and the battery has no cooling or heating demand, the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, and then changes to a low-temperature and low-pressure state through the electronic expansion valve, absorbing heat from the indoor evaporator to achieve the cooling function.

[0044] 3. Single battery cooling: When the air conditioner is turned off and the battery needs cooling, the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, and then changes to a low-temperature and low-pressure state through the electronic expansion valve, and the coolant cools the battery.

[0045] 4. Cab & battery cooling: When the air conditioner is turned on for cooling and the battery needs cooling, the two electronic expansion valves are turned on, and the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, and then simultaneously passes through the electronic expansion valve of the indoor evaporator circuit to become a low-temperature and low-pressure state, absorbing heat in the passenger compartment from the indoor evaporator to achieve the cab and battery cooling function.

[0046] 5. Single cab heating (heat pump): The air conditioner is turned on for heating, and the battery has no cooling or heating demand. When the temperature difference between the water temperature and the ambient temperature is insufficient, the refrigerant absorbs heat from the environment through the outdoor evaporator and the temperature rises. The temperature difference with the water temperature is very small, so the water pump is turned off and only heat is absorbed from the outdoor environment: the heat source is the environment + compressor.

[0047] 6. Single cab heating (heat pump + waste heat recovery 1): The air conditioner is turned on for heating, the battery has no cooling or heating demand, the ambient temperature is too low or the water temperature is high enough, the fan is turned off, and the refrigerant does not absorb heat through the outdoor heat exchanger, but only absorbs heat from the coolant: the heat source is the motor waste heat + compressor.

[0048] 7. Single cab heating (heat pump + waste heat recovery 2): The air conditioner is turned on for heating, the battery has no cooling or heating requirements, there is a certain temperature difference between the water temperature and the environment, and the ambient temperature is sufficient, the fan is turned on, and the refrigerant first absorbs heat from the environment through the outdoor heat exchanger and then absorbs heat from the coolant through the water-cooled condenser; the heat source is the environment + motor waste heat + compressor.

[0049] 8. Single cab heating (heat pump + cooling): The air conditioner is turned on for heating, the battery has no cooling or heating requirements, there is a certain temperature difference between the water temperature and the environment, and the ambient temperature is sufficient, the fan is turned on, and the refrigerant first absorbs heat from the environment through the outdoor heat exchanger and then absorbs heat from the coolant through the water-cooled condenser. The motor cooling circuit water pump 1 is turned on, the water pump 2 is turned on, and the fan is turned on. The motor heat is taken away by circulating flow and then discharged to the outside through the motor circuit radiator. The heat source is the environment + motor waste heat + compressor.

[0050] 9. Single battery heating (heat pump): When the air conditioner is turned off and the battery has a heating demand, when the ambient temperature is too low, the fan is turned off and the refrigerant obtains the motor waste heat from the coolant through LLC; the heat source is the motor + compressor.

[0051] 10. Single battery heating (heat pump + motor waste heat without wind): When the air conditioner is turned off and the battery has a heating demand and the ambient temperature is moderate, this mode turns off the fan and refrigerant, first obtains heat from the environment through the outdoor heat exchanger, and then obtains the motor waste heat from the coolant through LLC; the heat source is the environment + motor + compressor.

[0052] 11. Single battery heating (heat pump + motor waste heat with wind): When the air conditioner is turned off and the battery has a heating demand and the ambient temperature is moderate, this mode turns on the fan and refrigerant. It first obtains heat from the environment through the outdoor heat exchanger, and then obtains the motor waste heat from the coolant through the LLC. The heat source is the environment + motor + compressor.

[0053] 12. Cab & Battery Heating (Heat Pump) 1: When the air conditioner is turned on for heating, the battery needs to be heated, and the ambient temperature is too low, if the temperature difference between the motor water temperature and the battery water temperature is too small, the coolant will circulate independently. If the temperature difference between the motor water temperature and the battery water temperature is large, the coolant will start a large circulation. Turn off the fan, do not absorb heat from the environment, release the heat of the motor and the compressor to the refrigerant through LLC, and then supply the cab and battery heating at the same time; the heat source is the motor + compressor

[0054] 13. Cab & Battery Heating (Heat Pump) 2: When the air conditioner is turned on for heating, the battery needs to be heated, and the ambient temperature is moderate, if the temperature difference between the motor water temperature and the battery water temperature is too small, the coolant will circulate independently. If the temperature difference between the motor water temperature and the battery water temperature is large, the coolant will start a large circulation. Turn on the fan, absorb heat from the ambient temperature through the outdoor heat exchanger, and then release the motor heat and compressor heat to the refrigerant through the LLC, while supplying heating to the cab and battery; the heat source is the environment + motor + compressor.

[0055] 14. Cab & battery heating (heat pump + heat dissipation): When the air conditioner is turned on for heating and the battery has a heating demand, and there is a sufficient temperature difference between the water temperature and the battery, the coolant starts a large circulation, EXV3 is turned on, water pump 2 is turned on, and the battery directly absorbs heat from the motor through the coolant; when the fan is turned on, the refrigerant absorbs heat from the coolant through water cooling, the water pump starts the circulation, the refrigerant obtains the waste heat of the motor through the radiator, and the radiator is turned on to dissipate the excess heat.

[0056] 15. Heating and dehumidification: When the dehumidification switch is turned on, the indoor evaporator and indoor condenser are turned on at the same time. The air with high humidity is first cooled through the evaporator, the water is condensed and discharged, and then passes through the indoor condenser to absorb heat and heat up to become dry air. The only heat source is the compressor.

[0057] 16. Defrosting mode: When defrosting is detected (such as when the outdoor heat exchanger is frosted to a certain degree), the defrosting program is started. At this time, by changing the flow direction of the refrigerant in the system, the outdoor heat exchanger that originally served as an evaporator becomes a condenser, and the high-temperature refrigerant generated by the compressor is used as a heat source. The high-temperature refrigerant flows into the outdoor heat exchanger, releasing heat to melt the frost layer, and the original condenser function is suspended or its operating state is changed during the defrosting process to cooperate with the defrosting operation. During the entire defrosting process, the heat source is mainly the high-temperature refrigerant generated by the operation of the compressor.

[0058] See also Fig.18 In a second aspect, a method for controlling direct cooling and direct heating of a heat pump integrated in a pure electric vehicle is provided, which is used in the direct cooling and direct heating system of a heat pump integrated in a pure electric vehicle according to the first aspect, and comprises the following steps:

[0059] S1 When the ambient temperature is low, the water pump 2 13 starts the working motor 19 and the coolant in the coolant circuit begins to circulate automatically;

[0060] Specifically, when the external environment temperature is low, the traditional chiller loses its function because it cannot effectively utilize the external low temperature environment for heat exchange. At this time, the coolant temperature is relatively high and cannot absorb heat from the outside, so the connection holes 2 and 3 of the three-way valve 15 are connected, the water pump 2 starts to work, and the coolant in the motor 19 electronic control 18 circuit begins to circulate.

[0061] After the high-temperature and high-pressure refrigerant S2 completes the heat release process in the indoor heat exchanger, it is throttled by the expansion valve and converted into a low-temperature and low-pressure state;

[0062] Specifically, after the high-temperature and high-pressure refrigerant completes the heat release process in the indoor heat exchanger, it is throttled by the expansion valve and converted into a low-temperature and low-pressure state.

[0063] The waste heat generated during the operation of S3 motor 19 and electronic control 18 allows the refrigerant to directly absorb this heat to increase temperature and pressurize.

[0064] Specifically, the waste heat generated during the operation of the motor 19 and the electronic control 18 is utilized so that the refrigerant directly absorbs this heat to increase the temperature and pressurize the refrigerant, thereby meeting the heat requirements for the normal startup and subsequent stable operation of the compressor 8.

[0065] Beneficial effects:

[0066] 1. Cancel PTC and optimize component coordination to efficiently absorb heat, remove chiller and improve heat exchange during cooling, reduce power consumption and increase battery life by 20%.

[0067] 2. Effectively control costs, eliminate expensive PTC and chiller to reduce component procurement costs, simplify installation and maintenance processes to reduce corresponding costs by 40%, and improve economic efficiency.

[0068] 3. Improve system reliability, reduce the two fault sources of PTC and chiller, simplify maintenance work, reduce difficulty and time, and improve vehicle utilization efficiency.

[0069] 4. Optimize the space inside the vehicle and reduce the weight, free up the space occupied by components to provide layout flexibility, reduce the load and reduce energy consumption, which is beneficial to control and component life.

[0070] The above disclosure is only a preferred embodiment of a pure electric vehicle heat pump integrated direct cooling and heating system and control method of the present invention. Of course, this cannot be used to limit the scope of rights of the present invention. Ordinary technicians in this field can understand that all or part of the processes of the above embodiments and equivalent changes made according to the claims of the present invention still fall within the scope of the invention.

Claims

1. A pure electric vehicle heat pump integrated direct cooling and direct heating system, characterized by: It includes a coolant circuit, a refrigerant circuit, an electronic expansion valve three, a sensor three, a liquid cooling plate, a battery pack, a temperature sensor two, an electronic expansion valve four, a gas-liquid separator, a compressor, a sensor one, an electronic expansion valve one, an indoor evaporator, a temperature sensor one, a water pump two and a radiator; The refrigerant circuit is connected to the coolant circuit, the electronic expansion valve three, the sensor three, the liquid cooling plate, the temperature sensor two, the electronic expansion valve four, the gas-liquid separator, the compressor, and the sensor one are connected in sequence, the battery pack is connected to the liquid cooling plate, the electronic expansion valve one, the indoor evaporator, and the temperature sensor one are connected in sequence, the water pump two is connected to the refrigerant circuit, and the radiator is connected to the water pump two and the coolant circuit.

2. The pure electric vehicle heat pump integrated direct cooling and direct heating system according to claim 1, characterized in that: The coolant circuit includes a three-way valve, a water pump 1, an expansion water tank, an electronic control and a motor, and the three-way valve, the water pump 1, the expansion water tank, the electronic control and the motor are connected in sequence.

3. The pure electric vehicle heat pump integrated direct cooling and direct heating system as claimed in claim 2, characterized in that: The refrigerant circuit includes a water-cooled condenser, an outdoor heat exchanger, an electronic expansion valve 2, an indoor condenser, a solenoid valve 3, a solenoid valve 1 and a solenoid valve 2. The water-cooled condenser is connected to the tee, and the water-cooled condenser, the outdoor heat exchanger, the electronic expansion valve 2, the indoor condenser, the solenoid valve 3 and the solenoid valve 1 are connected in sequence. The solenoid valve 1 is connected to the water-cooled condenser, the solenoid valve 2 is connected to the water-cooled condenser, and is also connected to the gas-liquid separator.

4. The pure electric vehicle heat pump integrated direct cooling and direct heating system as claimed in claim 3, characterized in that: The refrigerant circuit also includes sensor four and sensor two, wherein sensor four is installed on one side of the outdoor heat exchanger, and sensor two is installed on one side of the indoor condenser.

5. A method for controlling direct cooling and heating of a heat pump integrated in a pure electric vehicle, used in the direct cooling and heating system of a heat pump integrated in a pure electric vehicle according to any one of claims 1 to 4, characterized in that: The following steps are involved: When the outside environment temperature is low, water pump 2 starts the coolant in the coolant circuit of the working motor and starts to circulate automatically; After the high-temperature and high-pressure refrigerant has completed the heat release process in the indoor heat exchanger, it is throttled by the expansion valve and converted into a low-temperature and low-pressure state; The waste heat generated during the operation of the motor and electronic control allows the refrigerant to directly absorb this heat to increase the temperature and pressurization.

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