A pure electric vehicle whole vehicle heat pump integrated direct cooling and direct heating system and control method

Abstract

The present application 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, the present application cancels the positive temperature coefficient thermistor heater and optimizes the cooperation of components to efficiently absorb heat, removes the cooler during refrigeration and improves heat exchange, reduces power consumption and improves 20% endurance. Effectively control the cost, simplify the installation and maintenance process and reduce the corresponding cost by 40%, improve the 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 use efficiency. Optimize the space in the vehicle and reduce the weight, release the space occupied by the components to provide flexibility in layout, reduce the load and energy consumption, facilitate operation and component life, thereby solving the problem of high energy consumption of the existing whole vehicle heat pump integrated direct cooling and direct heating system.

Description

Technical Field

[0001] The present invention relates to the field of vehicle thermal management technology, and in particular to a heat pump integrated direct cooling and heating system and a control method for a pure electric vehicle. 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, and four-way reversing valve. 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 refrigerant flow direction.

[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 chiller operation also has unnecessary energy loss, increasing 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. Combined with auxiliary equipment, the cost is high and there are additional costs for maintenance and replacement; third, there is the system complexity and reliability problem. PTC and chiller make the architecture more complex, increase 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 chiller has faults such as coolant leakage, which reduces system reliability; fourth, there is the space occupation and weight problem. PTC and chiller occupy installation space, affecting the interior layout of the vehicle and the space for installation and upgrade of other equipment. Their own weight increases the vehicle load, indirectly reducing cruising range and energy efficiency. Summary of the Invention

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

[0005] To achieve the above objectives, in a first aspect, the present invention provides a pure electric vehicle heat pump integrated direct cooling and direct heating system comprising a coolant circuit, a refrigerant circuit, a third electronic expansion valve, a third sensor, a liquid cooling plate, a battery pack, a second temperature sensor, a fourth electronic expansion valve, a gas-liquid separator, a compressor, a first sensor, a first electronic expansion valve, an indoor evaporator, a first temperature sensor, a second water pump, 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] Among them, 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] The refrigerant circuit further 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.

[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 described in the first aspect, and comprises the following steps:

[0011] When the external ambient temperature is low, water pump 2 starts working and the coolant in the motor coolant circuit begins to circulate automatically;

[0012] 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;

[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] The present invention provides a pure electric vehicle integrated heat pump direct cooling and heating system, comprising a coolant circuit, a refrigerant circuit, a third electronic expansion valve, a third sensor, a liquid cooling plate, a battery pack, a second temperature sensor, a fourth electronic expansion valve, a gas-liquid separator, a compressor, a first sensor, a first electronic expansion valve, an indoor evaporator, a first temperature sensor, a second water pump, and a radiator. The refrigerant circuit is connected to the coolant circuit, while the third electronic expansion valve, the third sensor, the liquid cooling plate, the second temperature sensor, the fourth electronic expansion valve, the gas-liquid separator, the compressor, and the first sensor are connected in sequence. The battery pack is connected to the liquid cooling plate, the first electronic expansion valve, the indoor evaporator, and the first temperature sensor are connected in sequence. The second water pump is connected to the refrigerant circuit, and the radiator is connected to the second water pump and the coolant circuit. This system eliminates the positive temperature coefficient thermistor heater and optimizes component coordination for efficient heat absorption. During cooling, the cooler is eliminated and heat exchange is improved, reducing energy consumption by 20% and increasing battery life. This system effectively controls costs, simplifies installation and maintenance processes, and reduces corresponding costs by 40%, improving economic efficiency. Improve system reliability, reduce the two main sources of failure – the positive temperature coefficient thermistor heater and cooler – simplify maintenance, reduce difficulty and time, and improve vehicle efficiency. Optimize interior space and reduce weight, freeing up space for components and providing layout flexibility. This reduces load and energy consumption, improves control and component lifespan, and addresses the high energy consumption of existing direct cooling and heating systems integrated with heat pumps. 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. 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 any creative work.

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

[0017] Figure 2 This 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 and battery cooling.

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

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

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

[0024] Figure 9 This is a schematic diagram of single cab heating (heat pump + heat dissipation).

[0025] Figure 10 This is a schematic diagram of a single-cell heating system (heat pump).

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

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

[0028] Figure 13 This is a schematic diagram of the cab and battery heating (heat pump) 1.

[0029] Figure 14 This is a schematic diagram of the cab and battery heating (heat pump) 2.

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

[0031] Figure 16 This is a schematic diagram of heating and dehumidification.

[0032] Figure 17 This is a schematic diagram of the defrost mode.

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

[0034] In the figure: 1-Electronic Expansion Valve 3, 2-Sensor 3, 3-Liquid Cold Plate, 4-Battery Pack, 5-Temperature Sensor 2, 6-Electronic Expansion Valve 4, 7-Gas-Liquid Separator, 8-Compressor, 9-Sensor 1, 10-Electronic Expansion Valve 1, 11-Indoor Evaporator, 12-Temperature Sensor 1, 13-Water Pump 2, 14-Radiator, 15-Three-way Valve, 16-Water Pump 1, 17-Expansion Water Tank, 18-Electronic Control, 19-Motor, 20-Water-Cooled Condenser, 21-Outdoor Heat Exchanger, 22-Electronic Expansion Valve 2, 23-Indoor Condenser, 24-Solenoid Valve 3, 25-Solenoid Valve 1, 26-Solenoid Valve 2, 27-Sensor 4, 28-Sensor 2 DETAILED DESCRIPTION

[0035] The following describes embodiments of the present invention in detail, 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 are not to be construed as limiting the present invention.

[0036] See also Figures 1 to 17 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 3 1, a sensor 3 2, a liquid cooling plate 3, a battery pack 4, a temperature sensor 2 5, an electronic expansion valve 4 6, a gas-liquid separator 7, a compressor 8, a sensor 1 9, an electronic expansion valve 10, an indoor evaporator 11, a temperature sensor 12, a water pump 2 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 electronic control 18 and a motor 19. The three-way valve 15, the water pump 16, the expansion water tank 17, the electronic 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 valve. 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 4 27 and a sensor 2 28 . The sensor 4 27 is installed on one side of the outdoor heat exchanger 21 , and the sensor 2 28 is installed on one side of the indoor condenser 23 .

[0041] In this embodiment, water pump 1 16 is used to circulate the coolant in the coolant circuit, and water pump 2 13 is used to circulate the coolant in the motor 19 circuit. Temperature sensor (T1) measures the refrigerant temperature at the outlet of indoor evaporator 11 and can be used together with pressure sensor P to calculate the superheat at the outlet of indoor evaporator 11. When cooling, temperature sensor (T2) measures the refrigerant temperature at the chiller outlet and can be used together with pressure sensor P to calculate the superheat at the chiller outlet. Pressure sensor (P) measures the refrigerant pressure at the indoor evaporator 11 and chiller outlet 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 the temperature difference between the two sensors is used to calculate the battery cooling / heating power. The pressure and temperature sensor (PT1) measures the exhaust temperature and pressure of compressor 8, which serve as control indicators for compressor 8. The pressure and temperature sensor (PT2) measures the refrigerant pressure and temperature at the outlet of the indoor condenser 23, which are used to calculate the refrigerant subcooling at 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 valves (EXV1, EXV2, and EXV3) control the refrigerant flow rate of the refrigeration unit by adjusting their opening. The solenoid valves (SOV1, SOV2, SOV3, and SOV4) switch between the different circuits of the heat pump air conditioner by properly controlling the solenoid valves, achieving cooling and heating functions. The refrigerant in the indoor evaporator 11 expands and vaporizes within the evaporator 11, absorbing heat and cooling the cabin intake air. The refrigerant in the indoor condenser 23 condenses and liquefies within the condenser 23, releasing heat and heating the cabin intake air. In summer, the outdoor heat exchanger 21 condenses high-temperature, high-pressure gaseous refrigerant into medium-temperature, high-pressure liquid refrigerant. In winter, electronic expansion valves (EXV1, EXV2, and EXV3) throttle the flow, allowing the low-temperature, low-pressure liquid refrigerant to absorb heat into the air. A fan forces air through the condenser and front-end radiator 14, cooling the refrigerant and coolant. The electronic compressor 8 compresses the low-temperature, low-pressure gaseous refrigerant into high-temperature, high-pressure gaseous refrigerant. The blower coolant reaches the heater tank, exchanging heat with the air from the blower through radiation and convection. The blower forces air through the heater tank and into the cab, heating it. The three-way valve 15 switches the LCC circuit with the motor 19 radiator 14 circuit, switching between heat dissipation for the drive motor 19 and waste heat recovery for the motor 19. The gas-liquid separator 7 absorbs liquid from the refrigerant, preventing it from entering the compressor 8. The expansion tank 17 replenishes the coolant in the front-end radiator 14 and heater tank. The water-cooled condenser 20 (LCC) is used to absorb high-temperature coolant in the water circuit, dissipate heat while reducing the waste heat of the motor 19 or the battery for recycling; the motor 19 (M) / electronic control 18 (MCU) motor 19 (M) / electronic control 18 (MCU) will generate heat during operation, and the radiator 14 is required to dissipate heat for it.

[0042] 1. Single motor / electronic control heat dissipation: If the temperature of the motor and electronic control is too high, water pump 1 and water pump 2 in the motor cooling circuit will be turned on, and the fan will be turned on to remove the heat from 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 needs, the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger, 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. The coolant then cools the battery.

[0045] 4. Cab and battery cooling: When the air conditioner is turned on for cooling and the battery needs cooling, the two electronic expansion valves are opened, and the high-temperature and high-pressure refrigerant releases heat through the outdoor heat exchanger. At the same time, it is converted to a low-temperature and low-pressure state through the electronic expansion valve of the indoor evaporator circuit, 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 already very small, so the water pump is turned off and only heat is absorbed from the outdoor environment: the heat source is the environment + the 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 needs, 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, water pump 2 is turned on, and the fan is turned on. The motor heat is removed through the 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 the LLC; the heat source is the motor + compressor.

[0051] 10. Single-battery heating (heat pump + motor waste heat, no wind): When the air conditioner is turned off and the battery needs to heat, 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 motor waste heat from the coolant through the 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 needs to heat, and the ambient temperature is moderate, this mode turns on the fan and refrigerant, first obtaining heat from the environment through the outdoor heat exchanger, and then obtaining motor waste heat from the coolant through the LLC; the heat source is the environment + motor + compressor.

[0053] 12. Cabin & 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 and battery water temperatures is too small, the coolant will circulate independently. If the temperature difference between the motor and battery water temperatures is large, the coolant will start a large circulation. The fan is turned off, and no heat is absorbed from the environment. The heat from the motor and compressor is released to the refrigerant through the LLC, and then supplied to the cab and battery for heating at the same time; the heat source is the motor + compressor

[0054] 13. Cabin & Battery Heating (Heat Pump) 2: When the air conditioner is on, the battery needs to be heated, and the ambient temperature is moderate, if the temperature difference between the motor and battery water temperatures is small, the coolant circulates independently. If the temperature difference between the motor and battery water temperatures is large, the coolant enters a full cycle. The fan is turned on, absorbing heat from the ambient temperature through the outdoor heat exchanger. The heat from the motor and compressor is then released to the refrigerant through the LLC, simultaneously heating the cab and battery. The heat source is the ambient temperature, the motor, and the compressor.

[0055] 14. Cab & Battery Heating (Heat Pump + Cooling): When the air conditioner is turned on for heating and the battery needs to be heated, 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 circulating, and the refrigerant obtains the waste heat of the motor through the radiator. 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, and the water is condensed and discharged, and then passes through the indoor condenser to absorb heat and heat up into dry air; the only heat source is the compressor.

[0057] 16. Defrost Mode: When defrosting is detected (e.g., when frost on the outdoor heat exchanger reaches a certain level), the defrost process is initiated. At this point, the refrigerant flow within the system is redirected, turning the outdoor heat exchanger, which originally served as an evaporator, into a condenser, utilizing the high-temperature refrigerant generated by the compressor as a heat source. The high-temperature refrigerant flows into the outdoor heat exchanger, releasing heat to melt the frost. The original condenser function is suspended or altered during the defrost process to accommodate the defrost operation. Throughout the defrost process, the primary heat source is the high-temperature refrigerant generated by the compressor.

[0058] See also Figure 18 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:

[0059] S1 When the external environment 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 ambient temperature is low, a conventional chiller loses its effectiveness because it cannot effectively utilize the low ambient temperature for heat exchange. At this point, the coolant temperature is relatively high and cannot absorb heat from the outside. Therefore, connections 2 and 3 of three-way valve 15 are connected, water pump 2 starts, and the coolant in circuit 18 of motor 19 begins to circulate automatically.

[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 the S3 motor 19 and the electronic control 18 is directly absorbed by the refrigerant to increase the temperature and pressurization.

[0064] Specifically, the waste heat generated during the operation of the motor 19 and the electronic control 18 is used to allow the refrigerant to directly absorb this heat to increase the temperature and pressurize it, so as to meet the heat requirements for the normal startup and subsequent stable operation of the compressor 8.

[0065] Beneficial effects:

[0066] 1. Eliminate PTC and optimize component collaboration for efficient heat absorption. Remove chiller and improve heat exchange during cooling, reducing power consumption and increasing battery life by 20%.

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

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

[0069] 4. Optimize interior space and reduce weight, free up space occupied by components to provide layout flexibility, reduce load and reduce energy consumption, and benefit handling 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 in accordance with the claims of the present invention are still within the scope of the invention.

Claims

1. A heat pump integrated direct cooling and heating system for a pure electric vehicle, characterized by: Including coolant circuit, refrigerant circuit, electronic expansion valve 3, sensor 3, liquid cooling plate, battery pack, temperature sensor 2, electronic expansion valve 4, gas-liquid separator, compressor, sensor 1, electronic expansion valve 1, indoor evaporator, temperature sensor 1, water pump 2 and radiator; The refrigerant circuit is connected to the coolant circuit, the electronic expansion valve 3, the sensor 3, the liquid cooling plate, the temperature sensor 2, the electronic expansion valve 4, the gas-liquid separator, the compressor, and the sensor 1 are connected in sequence, the battery pack is connected to the liquid cooling plate, the electronic expansion valve 1, the indoor evaporator, and the temperature sensor 1 are connected in sequence, the water pump 2 is connected to the refrigerant circuit, and the radiator is connected to the water pump 2 and the coolant circuit; The coolant circuit includes a three-way valve, a water pump, an expansion water tank, an electronic control and a motor, wherein the three-way valve, the water pump, the expansion water tank, the electronic control and the motor are connected in sequence; 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. 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.

2. A method for controlling direct cooling and heating of a heat pump integrated in a pure electric vehicle, used in the heat pump integrated direct cooling and heating system of a pure electric vehicle according to claim 1, characterized in that: The following steps are involved: When the external ambient temperature is low, water pump 2 starts working and the coolant in the motor coolant circuit begins to circulate automatically; 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; 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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