Pure electric vehicle thermal management system integrating agent side and water side

Abstract

The invention relates to an agent side and water side integrated battery electric vehicle heat management system, and belongs to the technical field of vehicle heat management, the agent side and water side integrated battery electric vehicle heat management system comprises an external heat exchanger, a plate heat exchanger, a gas-liquid separator, a compressor, a liquid storage tank, a battery, a motor and a five-way valve; the two ends of the outer heat exchanger are connected with an inner condenser arranged in the air outlet pipe sleeve through pipelines, and the two pipelines are set to be a first branch and a second branch respectively. In the system disclosed by the invention, a refrigerant loop and a water path are coupled together, a battery cooler and a waste heat recoverer share a plate heat exchanger, a refrigeration expansion valve adopts a throttling short pipe, and a second electronic expansion valve is a full-pass electronic expansion valve and can be throttled and fully opened, namely, the system is equivalent to a pipeline, so that refrigeration, heating, dehumidification and battery cooling of a passenger compartment are realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of automobile thermal management, and in particular relates to a thermal management system for a pure electric vehicle that integrates a reagent side and a water side. Background Art

[0002] The heat pump system is standard for mid- to high-end electric vehicles. In addition to heating in winter, the heat pump system also provides cooling in summer. The refrigerant circulation of previous systems made it impossible for the external heat exchanger to take both into account, so the external heat exchanger could not fully play its role.

[0003] Previous systems could not fully integrate motor thermal management, battery thermal management and heat pump systems, and could not coordinate thermal management.

[0004] Therefore, it is necessary to provide a new thermal management system for pure electric vehicles that integrates the agent side and the water side to solve the above technical problems. Summary of the invention

[0005] The purpose of the present disclosure is to provide a pure electric vehicle thermal management system that integrates the agent side and the water side in order to solve the above problems.

[0006] The present invention achieves the above-mentioned purpose through the following technical solutions:

[0007] A thermal management system for a pure electric vehicle with an integrated agent side and a water side, comprising an external heat exchanger, a plate heat exchanger, a gas-liquid separator, a compressor, a liquid storage tank, a battery, a motor and a five-way valve; both ends of the external heat exchanger are connected to an internal condenser arranged in an air outlet pipe sleeve through pipelines, and two pipelines are set as a first branch and a second branch respectively;

[0008] The plate heat exchanger is connected to the liquid storage tank through a pipeline, and the liquid storage tank is connected to the first branch through a pipeline; the plate heat exchanger is connected to the gas-liquid separator through a pipeline, and the gas-liquid separator is connected to the compressor through a pipeline, and the compressor is connected to the second branch through a pipeline;

[0009] The plate heat exchanger is connected to the battery through a pipeline, the battery is connected to the second interface of the five-way valve through a pipeline, the plate heat exchanger is connected to a battery water pump through a pipeline, and the water inlet of the battery water pump is connected to the first interface of the five-way valve; the third interface of the five-way valve is connected to the water inlet of the motor water pump, the water outlet of the motor water pump is connected to the motor through a pipeline, and the motor is connected to the fifth interface of the five-way valve through a pipeline; the pipeline between the fifth interface of the five-way valve and the motor is connected to a radiator through a pipeline, and the radiator is connected to the fourth interface of the five-way valve.

[0010] As a further optimization scheme of the present disclosure, a second electronic expansion valve and a one-way valve are provided on the first branch, and the one-way valve is located between the second electronic expansion valve and the internal condenser; the connection point between the liquid storage tank and the first branch through a pipeline is located between the one-way valve and the second electronic expansion valve.

[0011] As a further optimization scheme of the present disclosure, a first solenoid valve and a second solenoid valve are provided on the second branch, and the first solenoid valve is located between the second solenoid valve and the internal condenser; the connection point between the compressor and the second branch through a pipeline is located between the first solenoid valve and the second solenoid valve.

[0012] As a further optimization scheme of the present disclosure, the pipeline between the plate heat exchanger and the gas-liquid separator is connected to the second branch through a pipeline, and the pipeline is set as the third branch. The connection point between the third branch and the second branch is located between the external heat exchanger and the second solenoid valve; a third solenoid valve is arranged on the third branch.

[0013] As a further optimization solution of the present disclosure, a first electronic expansion valve is provided between the plate heat exchanger and the liquid storage tank.

[0014] As a further optimization scheme of the present disclosure, an evaporator is arranged in the air outlet pipe sleeve, and the evaporator is connected to the pipeline between the first electronic expansion valve and the liquid storage tank, and the pipeline between the plate heat exchanger and the gas-liquid separator through the fourth branch line and the fifth branch line respectively.

[0015] As a further optimization solution of the present disclosure, a fourth solenoid valve and a throttling short tube are provided on the fourth branch line, and the throttling short tube is located between the fourth solenoid valve and the evaporator.

[0016] As a further optimization solution of the present disclosure, a blower and a high-pressure PTC are also provided in the air outlet pipe sleeve, the evaporator is located between the blower and the internal condenser, and the internal condenser is located between the evaporator and the high-pressure PTC.

[0017] As a further optimization solution of the present disclosure, a three-way valve is provided on the pipeline between the battery and the five-way valve, and the pipeline between the plate heat exchanger and the battery is connected to the three-way valve through the pipeline.

[0018] As a further optimization solution of the present disclosure, a water temperature sensor is provided on the pipeline between the motor and the fifth interface on the five-way valve.

[0019] The beneficial effects of the present disclosure are:

[0020] The present disclosure allows the refrigerant flow direction of the external heat exchanger to be opposite in the two different working cycles of refrigeration and heat pump heating, so that the role of the heat exchanger can be fully exerted; the plate heat exchanger can absorb the waste heat of the motor and the excess heat of the battery, and transfer this heat to the passenger compartment, realizing the full integration and overall management of the motor thermal management, battery thermal management and heat pump system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 is a schematic diagram of the system structure in an embodiment of the present disclosure;

[0022] Figure 2 is a working principle diagram of system working mode 1 in an embodiment of the present disclosure;

[0023] Figure 3 is a working principle diagram of system working mode 2 in an embodiment of the present disclosure;

[0024] Figure 4 is a working principle diagram of system working mode 3 in an embodiment of the present disclosure;

[0025] Figure 5 is a working principle diagram of system working mode 4 in an embodiment of the present disclosure;

[0026] Figure 6 is a working principle diagram of system working mode 5 in an embodiment of the present disclosure;

[0027] Figure 7 is a working principle diagram of system working mode 6 in an embodiment of the present disclosure;

[0028] Figure 8 is a working principle diagram of system working mode 7 in an embodiment of the present disclosure;

[0029] Fig. 9 is a working principle diagram of system working mode eight in an embodiment of the present disclosure;

[0030] Fig.10 is a working principle diagram of system working mode nine in an embodiment of the present disclosure;

[0031] Fig.11 1 is a working principle diagram of system working mode 10 in an embodiment of the present disclosure.

[0032] In the figure: 1. external heat exchanger; 2. plate heat exchanger; 3. gas-liquid separator; 4. compressor; 5. liquid storage tank; 6. battery; 7. water temperature sensor; 8. motor; 9. five-way valve; 10. motor water pump; 11. radiator; 12. battery water pump; 13. three-way valve; 14. throttling short pipe; 15. blower; 16. evaporator; 17. internal condenser; 18. high-pressure PTC; 19. first solenoid valve; 20. second solenoid valve; 21. first electronic expansion valve; 22. one-way valve; 23. third solenoid valve; 24. second electronic expansion valve; 25. fourth solenoid valve. DETAILED DESCRIPTION

[0033] The present application is further described in detail below in conjunction with the accompanying drawings. It is necessary to point out here that the following specific implementation methods are only used to further illustrate the present application and cannot be understood as limiting the scope of protection of the present application. Technical personnel in this field can make some non-essential improvements and adjustments to the present application based on the above application content.

[0034] like Figure 1 As shown, a thermal management system for a pure electric vehicle with an integrated agent side and a water side includes an external heat exchanger 1, a plate heat exchanger 2, a gas-liquid separator 3, a compressor 4, a liquid storage tank 5, a battery 6, a motor 8 and a five-way valve 9; both ends of the external heat exchanger 1 are connected to an internal condenser 17 arranged in an air outlet pipe sleeve through pipelines, and two pipelines are set as a first branch and a second branch respectively; the external heat exchanger 1 may be a condenser or an evaporator as required;

[0035] The plate heat exchanger 2 is connected to the liquid storage tank 5 through a pipeline, and the liquid storage tank 5 is connected to the first branch through a pipeline; the plate heat exchanger 2 is connected to the gas-liquid separator 3 through a pipeline, and the gas-liquid separator 3 is connected to the compressor 4 through a pipeline, and the compressor 4 is connected to the second branch through a pipeline;

[0036] The plate heat exchanger 2 is connected to the battery 6 through a pipeline, and the battery 6 is connected to the second interface of the five-way valve 9 through a pipeline. The plate heat exchanger 2 is connected to a battery water pump 12 through a pipeline, and the water inlet of the battery water pump 12 is connected to the first interface of the five-way valve 9; the third interface of the five-way valve 9 is connected to the water inlet of the motor water pump 10, and the water outlet of the motor water pump 10 is connected to the motor 8 through a pipeline, and the motor 8 is connected to the fifth interface of the five-way valve 9 through a pipeline; the pipeline between the fifth interface of the five-way valve 9 and the motor 8 is connected to a radiator 11 through a pipeline, and the radiator 11 is connected to the fourth interface of the five-way valve 9.

[0037] A second electronic expansion valve 24 and a one-way valve 22 are provided on the first branch, and the one-way valve 22 is located between the second electronic expansion valve 24 and the internal condenser 17; the connection point between the liquid storage tank 5 and the first branch through a pipeline is located between the one-way valve 22 and the second electronic expansion valve 24.

[0038] The second branch is provided with a first solenoid valve 19 and a second solenoid valve 20, wherein the first solenoid valve 19 is located between the second solenoid valve 20 and the internal condenser 17; the connection point between the compressor 4 and the second branch through a pipeline is located between the first solenoid valve 19 and the second solenoid valve 20.

[0039] The pipeline between the plate heat exchanger 2 and the gas-liquid separator 3 is connected to the second branch through a pipeline, and the pipeline is set as the third branch. The connection point between the third branch and the second branch is located between the external heat exchanger 1 and the second solenoid valve 20; a third solenoid valve 23 is arranged on the third branch.

[0040] A first electronic expansion valve 21 is provided between the plate heat exchanger 2 and the liquid storage tank 5 .

[0041] An evaporator 16 is arranged in the air outlet pipe sleeve, and the evaporator 16 is connected to the pipeline between the first electronic expansion valve 21 and the liquid storage tank 5 and the pipeline between the plate heat exchanger 2 and the gas-liquid separator 3 through the fourth branch line and the fifth branch line respectively.

[0042] The fourth branch line is provided with a fourth solenoid valve 25 and a throttling short pipe 14 , and the throttling short pipe 14 is located between the fourth solenoid valve 25 and the evaporator 16 .

[0043] A blower 15 and a high-pressure PTC 18 are also provided in the air outlet pipe sleeve. The evaporator 16 is located between the blower 15 and the inner condenser 17 , and the inner condenser 17 is located between the evaporator 16 and the high-pressure PTC 18 .

[0044] A three-way valve 13 is provided on the pipeline between the battery 6 and the five-way valve 9 , and the pipeline between the plate heat exchanger 2 and the battery 6 is connected to the three-way valve 13 through the pipeline.

[0045] A water temperature sensor 7 is provided on the pipeline between the motor 8 and the fifth interface on the five-way valve 9 .

[0046] The five-way valve 9 has three modes:

[0047] Mode 1: the first interface and the second interface inside the five-way valve 9 are connected, the third interface and the fourth interface are connected, and the fifth interface is closed;

[0048] Mode 2: the second interface and the third interface inside the five-way valve 9 are connected, the first interface and the fifth interface are connected, and the fourth interface is closed;

[0049] Mode 3: the second interface and the third interface inside the five-way valve 9 are connected, the first interface and the fourth interface are connected, and the fifth interface is closed.

[0050] In this embodiment, the thermal management system of a pure electric vehicle integrated with the agent side and the water side has multiple working modes:

[0051] Mode 1: Refrigeration (air conditioning and battery cooling) / motor heat dissipation, such as Figure 2 As shown, the mode description:

[0052] The refrigerant is discharged from the compressor 4 as high-temperature and high-pressure refrigerant. After passing through the second solenoid valve 20, the refrigerant enters the external heat exchanger 1, condenses into high-pressure liquid refrigerant, and enters the second electronic expansion valve 24, which is now in the fully open state. The refrigerant enters the liquid storage tank 5, and then is divided into two paths. One path passes through the first electronic expansion valve 21 to throttle and reduce pressure, enters the plate heat exchanger 2 to evaporate and absorb heat, cools the antifreeze, and the low-temperature antifreeze cools the battery; the other path passes through the fourth solenoid valve 25 and the throttling short tube 14 to reduce pressure, enters the evaporator 16 to absorb air heat, and cools the passenger compartment. The two refrigerants merge into the gas-liquid separator 3 and finally return to the compressor 4.

[0053] Mode 2: Heating mode 1, heat pump heating solution when the ambient temperature is high, the external heat exchanger 1 is an evaporator, such as Figure 3 As shown, the mode description:

[0054] The refrigerant is discharged from the compressor 4 and enters the internal condenser 17, releasing heat to the passenger compartment. It continues to flow out through the one-way valve 22, throttles and reduces pressure through the second electronic expansion valve 24, and evaporates and absorbs air heat when passing through the external heat exchanger 1, passes through the third solenoid valve 23, the gas-liquid separator 3, and returns to the compressor.

[0055] Mode 3: Heating mode 2, heat pump heating solution when the ambient temperature is low, such as Figure 4 As shown, OHX is an evaporator, the plate heat exchanger 2 absorbs the heat of the motor, and the five-way valve 9 uses mode 3. Mode description:

[0056] The refrigerant is discharged from the compressor 4 and enters the internal condenser 17, releasing heat to the passenger compartment. It continues to flow out through the one-way valve 22, and the refrigerant is divided into two paths. One path passes through the second electronic expansion valve 24 to throttle and reduce the pressure. When passing through the external heat exchanger 1, it evaporates and absorbs the heat of the air, and passes through the third solenoid valve 23; the other path of refrigerant passes through the first electronic expansion valve 21 and enters the plate heat exchanger 2. The refrigerant evaporates and absorbs the heat of the antifreeze. The two paths of refrigerant merge and enter the gas-liquid separator 3 and return to the compressor. The heat absorbed by the plate heat exchanger 2 comes from the heat of the motor or the heat absorbed by the radiator from the air. Specifically, the antifreeze flows out from the motor water pump 10, passes through the motor 8, passes through the radiator 11, and then enters the five-way valve 9, and then passes through the battery water pump 12 and returns to the plate heat exchanger 22.

[0057] Mode 4: Heating mode 3, a heat pump heating solution when the ambient temperature is low but the motor 8 generates a lot of heat, the external heat exchanger 1 does not work, the plate heat exchanger 2 absorbs the heat of the motor 8, and the five-way valve 9 uses mode 2, such as Figure 5 As shown, the mode description:

[0058] The refrigerant is discharged from the compressor 4 and enters the internal condenser 17, releasing heat to the passenger compartment. It continues to flow out through the one-way valve 22, passes through the first electronic expansion valve 21, and enters the plate heat exchanger 2. The refrigerant evaporates and absorbs the heat of the antifreeze, enters the gas-liquid separator 3, and returns to the compressor 4. The heat absorbed by the plate heat exchanger 2 comes from the heat of the motor. Specifically, the antifreeze flows out from the motor water pump 10, passes through the motor 8, and then enters the five-way valve 9, then passes through the battery water pump 12, the plate heat exchanger 2, the three-way valve 13, enters the five-way valve 9 again, and returns to the motor water pump 10.

[0059] Mode 5: Heating mode 4, a heat pump heating solution when the ambient temperature is slightly low and the motor 8 generates more heat, the external heat exchanger 1 acts as an evaporator, the plate heat exchanger 2 absorbs the heat of the motor 8, and the five-way valve 9 uses mode 2, such as Figure 6 As shown, the mode description:

[0060] The refrigerant is discharged from the compressor 4 and enters the internal condenser 17, releasing heat to the passenger compartment. It continues to flow out through the one-way valve 22, and the refrigerant is divided into two paths. One path passes through the second electronic expansion valve 24 to throttle and reduce pressure. When passing through the external heat exchanger 1, it evaporates and absorbs the heat of the air, and passes through the third solenoid valve 23; the other path of refrigerant passes through the first electronic expansion valve 21 and enters the plate heat exchanger 2. The refrigerant evaporates and absorbs the heat of the antifreeze. The two paths of refrigerant merge and enter the gas-liquid separator 3 and return to the compressor 4. The heat absorbed by the plate heat exchanger 2 comes from the heat of the motor. Specifically, the antifreeze flows out from the motor water pump 10, passes through the motor 8, and then enters the five-way valve 9, then passes through the battery water pump 12, the plate heat exchanger 2, the three-way valve 13, and enters the five-way valve 9 again, and returns to the motor water pump 10.

[0061] Mode 6: Heating mode 5, a heat pump heating solution when the ambient temperature is low and the motor 8 and the battery 6 generate a lot of heat, the external heat exchanger 1 does not work, the plate heat exchanger 2 absorbs the heat from the motor 8 and the battery 6, and the five-way valve 9 uses mode 2, such as Figure 7 As shown, the mode description:

[0062] The refrigerant is discharged from the compressor 4 and enters the internal condenser 17, releasing heat to the passenger compartment. It continues to flow out through the one-way valve 22, passes through the first electronic expansion valve 21, and enters the plate heat exchanger 2. The refrigerant evaporates and absorbs the heat of the antifreeze, enters the gas-liquid separator 3, and returns to the compressor 4. The heat absorbed by the plate heat exchanger 2 comes from the heat of the motor. Specifically, the antifreeze flows out from the motor water pump 10, passes through the motor 8, and then enters the five-way valve 9, and then passes through the battery water pump 12, the plate heat exchanger 2, the battery 6. When charging and discharging at high rates, the battery releases more heat, the three-way valve 13, and enters the five-way valve 9 again, and returns to the motor water pump 10.

[0063] Mode 7: Heating mode 6, heat pump heating solution when the ambient temperature is low, the motor 8 generates less heat, and the battery 6 generates more heat. The external heat exchanger 1 does not work, the plate heat exchanger 2 absorbs the heat of the battery 6, and the five-way valve 9 uses mode 1. Figure 8 As shown, the mode description:

[0064] The refrigerant is discharged from the compressor 4 and enters the internal condenser 17, releasing heat to the passenger compartment. It continues to flow out through the one-way valve 22, passes through the first electronic expansion valve 21, and enters the plate heat exchanger 2. The refrigerant evaporates and absorbs the heat of the antifreeze, enters the gas-liquid separator 3, and returns to the compressor 4. The heat absorbed by the plate heat exchanger 2 comes from the heat of the battery. Specifically, the antifreeze flows out from the battery water pump 12, passes through the plate heat exchanger 2, the battery 6, and the battery releases more heat when it is charged and discharged at a high rate. The three-way valve 13, enters the five-way valve 9 again, and returns to the battery water pump 12. In another water route, the motor water pump 10 can be selectively opened, and the antifreeze passes through the discharge port of the motor water pump 10, passes through the motor 8, the five-way valve 9, and returns to the motor water pump 10.

[0065] Mode 8: Dehumidification mode, corresponding to heating modes 1 to 6, but with evaporator 16 turned on for cooling. Fig. 9 As shown, the mode description:

[0066] On the basis of heating modes 1 to 6, the refrigerant is discharged from the compressor 4, passes through the internal condenser 17, releases heat to heat the air, and the high-temperature air is blown to the windshield to reduce the probability of glass fogging. The refrigerant continues to pass through the one-way valve 22, the liquid storage tank 5, the fourth solenoid valve 25 and the throttling short pipe 14, throttling and reducing the pressure, cooling the air in the evaporator, condensing the moisture in the air, and then passing through the gas-liquid separator 3 and returning to the compressor 4.

[0067] Mode 9: Normal temperature dehumidification. In spring and autumn, when the environment is mild, normal temperature dehumidification is used. The refrigerant directly passes through the internal condenser 17 and the evaporator 16 and returns to the compressor 4. Fig.10 As shown, the mode description:

[0068] The refrigerant is discharged from the compressor 4, passes through the internal condenser 17, releases heat to heat the air, and the high-temperature air is blown to the windshield, reducing the probability of glass fogging. The refrigerant continues to pass through the one-way valve 22, the liquid storage tank 5, the fourth solenoid valve 25 and the throttling short pipe 14, throttling and reducing the pressure, cooling the air in the evaporator, condensing the moisture in the air, and then passing through the gas-liquid separator 3 and returning to the compressor 4. Compared with mode eight, the power consumption is lower.

[0069] Mode 10: When the temperature is high in summer, cooling and dehumidification can make the air outlet temperature lower, such as Fig.11 As shown, the mode description:

[0070] The refrigerant is discharged from the compressor 4 and is divided into two paths. One path of the refrigerant enters the external heat exchanger 1, where the high-temperature gaseous refrigerant is condensed into liquid refrigerant and continues to pass through the second electronic expansion valve 24, which is fully open at this time. The other path of the refrigerant passes through the internal condenser 17, releasing heat to heat the air in the passenger compartment. The high-temperature air is blown to the windshield to reduce the probability of fogging of the glass. The two paths of refrigerant merge, pass through the liquid storage tank 5, pass through the fourth solenoid valve 25 and the throttling short pipe 14, throttle and reduce the pressure, cool the air in the evaporator 16, condense the moisture in the air, and then pass through the gas-liquid separator 3 and return to the compressor 4.

[0071] The above-mentioned embodiments only express several implementation methods of the present disclosure, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present disclosure. It should be pointed out that, for ordinary technicians in this field, several variations and improvements can be made without departing from the concept of the present disclosure, and these all belong to the protection scope of the present disclosure.

Claims

1. A thermal management system for a pure electric vehicle with integrated agent side and water side, characterized in that: It comprises an external heat exchanger (1), a plate heat exchanger (2), a gas-liquid separator (3), a compressor (4), a liquid storage tank (5), a battery (6), a motor (8) and a five-way valve (9); both ends of the external heat exchanger (1) are connected to an internal condenser (17) arranged in an air outlet pipe sleeve through pipelines, and the two pipelines are respectively set as a first branch and a second branch; The plate heat exchanger (2) is connected to the liquid storage tank (5) via a pipeline, and the liquid storage tank (5) is connected to the first branch via a pipeline; the plate heat exchanger (2) is connected to the gas-liquid separator (3) via a pipeline, and the gas-liquid separator (3) is connected to the compressor (4) via a pipeline, and the compressor (4) is connected to the second branch via a pipeline; The plate heat exchanger (2) is connected to the battery (6) through a pipeline, the battery (6) is connected to the second interface of the five-way valve (9) through a pipeline, the plate heat exchanger (2) is connected to a battery water pump (12) through a pipeline, the water inlet of the battery water pump (12) is connected to the first interface of the five-way valve (9); the third interface of the five-way valve (9) is connected to the water inlet of a motor water pump (10), the water outlet of the motor water pump (10) is connected to the motor (8) through a pipeline, and the motor (8) is connected to the fifth interface of the five-way valve (9) through a pipeline; the pipeline between the fifth interface of the five-way valve (9) and the motor (8) is connected to a radiator (11) through a pipeline, and the radiator (11) is connected to the fourth interface of the five-way valve (9).

2. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 1, characterized in that: A second electronic expansion valve (24) and a one-way valve (22) are provided on the first branch, and the one-way valve (22) is located between the second electronic expansion valve (24) and the internal condenser (17); the connection point between the liquid storage tank (5) and the first branch through a pipeline is located between the one-way valve (22) and the second electronic expansion valve (24).

3. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 2, characterized in that: A first solenoid valve (19) and a second solenoid valve (20) are provided on the second branch, wherein the first solenoid valve (19) is located between the second solenoid valve (20) and the internal condenser (17); and a connection point between the compressor (4) and the second branch via a pipeline is located between the first solenoid valve (19) and the second solenoid valve (20).

4. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 3, characterized in that: The pipeline between the plate heat exchanger (2) and the gas-liquid separator (3) is connected to the second branch through a pipeline, and the pipeline is set as a third branch. The connection point between the third branch and the second branch is located between the external heat exchanger (1) and the second solenoid valve (20); a third solenoid valve (23) is provided on the third branch.

5. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 4, characterized in that: A first electronic expansion valve (21) is provided between the plate heat exchanger (2) and the liquid storage tank (5).

6. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 5, characterized in that: An evaporator (16) is arranged in the air outlet pipe sleeve, and the evaporator (16) is connected to the pipeline between the first electronic expansion valve (21) and the liquid storage tank (5), and the pipeline between the plate heat exchanger (2) and the gas-liquid separator (3) through a fourth branch line and a fifth branch line, respectively.

7. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 6, characterized in that: The fourth branch line is provided with a fourth solenoid valve (25) and a throttling short pipe (14), and the throttling short pipe (14) is located between the fourth solenoid valve (25) and the evaporator (16).

8. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 7, characterized in that: A blower (15) and a high-pressure PTC (18) are also provided in the air outlet pipe sleeve; the evaporator (16) is located between the blower (15) and the internal condenser (17); and the internal condenser (17) is located between the evaporator (16) and the high-pressure PTC (18).

9. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 8, characterized in that: A three-way valve (13) is provided on the pipeline between the battery (6) and the five-way valve (9), and the pipeline between the plate heat exchanger (2) and the battery (6) is connected to the three-way valve (13) via the pipeline.

10. A pure electric vehicle thermal management system with integrated agent side and water side according to claim 9, characterized in that: A water temperature sensor (7) is provided on the pipeline between the motor (8) and the fifth interface on the five-way valve (9).

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