Direct-cooling and direct-heating heat pump heat management system

Abstract

The invention belongs to the technical field of new energy vehicle heat pumps, and discloses a direct-cooling and direct-heating heat pump heat management system which comprises a refrigerating loop, a heating loop and a cooling liquid loop, and the refrigerating loop comprises a compressor, a water-cooling heat exchanger and an evaporator; the heating loop comprises a condenser, a communication branch and a battery cooling assembly, the communication branch and the battery cooling assembly are connected in parallel, the communication branch is provided with a second electromagnetic valve and a second expansion valve which are connected in series, the condenser and the second electromagnetic valve are connected in parallel, and a third electromagnetic valve is arranged on a pipeline between the input end of the condenser and the second electromagnetic valve; the two ends of the battery cooling assembly are respectively connected with a third expansion valve; and the cooling liquid loop is connected with the water-cooling heat exchanger to refrigerate or heat a refrigerant in the refrigerating loop. By arranging the communication branch, the refrigerant firstly releases heat through the condenser and then is throttled through the third expansion valve, so that the superheat degree of the refrigerant at the inlet of the battery cooling assembly is greatly reduced, the potential safety hazard of a battery pack is eliminated, and the service life of a battery cell is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of heat pumps for new energy vehicles, and in particular to a direct cooling and direct heating heat pump thermal management system. Background Art

[0002] With the technological advancement of new energy vehicles, the thermal management systems for batteries and passenger compartments within the vehicle are also being updated. Currently, direct cooling and heating systems with refrigerant are being adopted on the market, replacing traditional indirect heat pump systems that use refrigerant as a refrigerant. To heat the batteries, direct cooling and heating systems direct the refrigerant from the compressor outlet to the battery pack cold plate to heat the batteries. However, the refrigerant from the compressor is significantly overheated, resulting in a large temperature difference between the battery inlet and outlet in heating mode. If the passenger compartment also requires heating at the same time, the required condensing pressure in the passenger compartment (typically exceeding 20 bar depending on the outlet air temperature) is higher than the required condensing pressure of the battery pack (typically at 40°C). This leads to a greater overheating of the refrigerant exhaust entering the battery pack cold plate, resulting in a sharp increase in the battery inlet and outlet temperature difference. This large temperature difference in the battery inlet and outlet leads to uneven heating of the battery cells, resulting in excessive temperature uniformity, posing a safety hazard and shortening the battery cell life. Summary of the Invention

[0003] The purpose of the present invention is to provide a direct cooling and direct heating heat pump thermal management system that can effectively reduce the temperature difference between the refrigerant inlet and outlet of the battery cooling assembly during battery heating and extend the battery life.

[0004] To achieve this purpose, the present invention adopts the following technical solutions: a direct cooling and direct heating heat pump thermal management system, including a refrigeration circuit, a heating circuit and a coolant circuit, the refrigeration circuit includes a compressor, a water-cooled heat exchanger and an evaporator, the compressor, the water-cooled heat exchanger and the evaporator are connected end to end in sequence, a first solenoid valve is connected between the compressor and the water-cooled heat exchanger, and the input end of the evaporator is connected to a first expansion valve; one end of the heating circuit is connected between the compressor and the water-cooled heat exchanger, and the other end is connected between the water-cooled heat exchanger and the first expansion valve, the heating circuit includes a condenser, a connecting branch and a battery cooling assembly, the condenser and the evaporator are Installed in the passenger compartment, the connecting branch and the battery cooling assembly are connected in parallel, the connecting branch is provided with a second solenoid valve and a second expansion valve connected in series, the condenser and the second solenoid valve are connected in parallel and are located on the side of the connecting branch close to the compressor, a third solenoid valve is provided on the pipe between the input end of the condenser and the second solenoid valve, and the two ends of the battery cooling assembly are respectively connected to the third expansion valve, one end of the water-cooled heat exchanger close to the compressor and one end of the battery cooling assembly close to the compressor are respectively connected to the input end of the compressor through a return pipe; the coolant circuit is connected to the water-cooled heat exchanger to cool or heat the refrigerant in the refrigeration circuit.

[0005] Preferably, the discharge end of the evaporator is connected to the input end of the compressor through a return pipe connected to the water-cooled heat exchanger.

[0006] Preferably, a first pressure and temperature sensor is provided on the return pipe between the discharge end of the evaporator and the input end of the compressor.

[0007] Preferably, each of the return pipes is provided with a fourth solenoid valve.

[0008] Preferably, a gas-liquid separator is provided at the input end of the compressor.

[0009] Preferably, a second pressure and temperature sensor is provided between both ends of the battery cooling assembly and the corresponding third expansion valve.

[0010] Preferably, a third pressure and temperature sensor is provided between the first expansion valve and the water-cooled heat exchanger.

[0011] Preferably, a blower is further provided in the passenger compartment, and the evaporator and the condenser are both arranged toward the blower.

[0012] Preferably, the coolant circuit includes an electric drive assembly, a pump body and a heat dissipation component connected end to end, and the water-cooled heat exchanger is connected between the electric drive assembly and the heat dissipation component.

[0013] Preferably, the heat dissipation assembly includes a radiator and a heat dissipation fan, and the radiator and the heat dissipation fan are arranged opposite to each other.

[0014] The beneficial effects of the present invention are as follows: the compressor can be connected to one or both of the evaporator and the battery cooling assembly through a heating circuit to achieve cooling, and the compressor can also be connected to one of the condenser and the battery cooling assembly through a heating circuit to achieve heating. The discharge end of the condenser can be selectively connected to one end of the battery cooling assembly, so that the compressor can be connected to the condenser and the battery cooling assembly in sequence to achieve dual heating or dehumidification heating / cooling. By setting a connecting branch, when the condenser is connected in series with the battery cooling assembly through the second solenoid valve, the direct cooling and direct heating heat pump thermal management system performs dual heating or dehumidification heating on the passenger compartment and the battery cooling assembly. At this time, the refrigerant first releases heat through the condenser, and then enters the battery cooling assembly after throttling through the third expansion valve to heat the battery, greatly reducing the overheating of the refrigerant imported from the battery cooling assembly, which can meet the normal heating needs of the air conditioner and reduce the temperature difference between the refrigerant imported from the battery, eliminating the safety hazards of the battery pack and extending the service life of the battery cell. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 This is a schematic structural diagram of a direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention;

[0016] Figure 2 Schematic diagram of the cooling system of the direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention;

[0017] Figure 3 This is a schematic diagram of single-battery heating in a direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention;

[0018] Figure 4 Schematic diagram of passenger compartment heating of a direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention;

[0019] Figure 5 Schematic diagram of dual heating of a direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention;

[0020] Figure 6 Schematic diagram of dehumidification and cooling of a direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention;

[0021] Figure 7 It is a schematic diagram of dehumidification and heating of the direct cooling and direct heating heat pump thermal management system according to an embodiment of the present invention.

[0022] In the picture:

[0023] 1. Refrigeration circuit; 11. Compressor; 111. Gas-liquid separator; 12. Water-cooled heat exchanger; 13. Evaporator; 131. First expansion valve; 14. First solenoid valve; 15. Third pressure and temperature sensor;

[0024] 2. Heating circuit; 21. Condenser; 22. Connecting branch; 221. Second solenoid valve; 222. Second expansion valve; 23. Battery cooling assembly; 231. Third expansion valve; 232. Second pressure and temperature sensor; 24. Third solenoid valve; 25. Return pipe; 251. First pressure and temperature sensor; 252. Fourth solenoid valve;

[0025] 3. Crew compartment; 31. Blower;

[0026] 4. Coolant circuit; 41. Electric drive assembly; 42. Pump body; 43. Heat dissipation component; 431. Radiator; 432. Cooling fan. DETAILED DESCRIPTION

[0027] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0028] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0029] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0030] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0031] Reference Figures 1 to 7 As shown, a direct cooling and direct heating heat pump thermal management system provided according to an embodiment of the present application includes a refrigeration circuit 1, a heating circuit 2 and a coolant circuit 4. The refrigeration circuit 1 includes a compressor 11, a water-cooled heat exchanger 12 and an evaporator 13. A first heat exchange channel and a second heat exchange channel are provided in the water-cooled heat exchanger 12. The compressor 11, the first heat exchange channel of the water-cooled heat exchanger 12 and the evaporator 13 are connected end to end in sequence. A first solenoid valve 14 is connected between the compressor 11 and the water-cooled heat exchanger 12, and the input end of the evaporator 13 is connected to a first expansion valve 131.

[0032] One end of the heating circuit 2 is connected between the compressor 11 and the water-cooled heat exchanger 12, and the other end is connected between the water-cooled heat exchanger 12 and the first expansion valve 131. At this time, the heating circuit 2 and the water-cooled heat exchanger 12 are connected in parallel. The heating circuit 2 includes a condenser 21, a connecting branch 22 and a battery cooling assembly 23. The battery cooling assembly 23 is a refrigeration device such as a cold plate and a cold row attached to the battery pack, which will not be described here. The condenser 21 and the evaporator 13 are both installed in the passenger compartment 3. The connecting branch 22 and the battery cooling assembly 23 are connected in parallel. The connecting branch 22 is provided with a second solenoid valve 221 and a second expansion valve 222 connected in series. The condenser 21 and the second solenoid valve 221 are connected in parallel and are located on the side of the connecting branch 22 close to the compressor 11. At this time, the liquid inlet end of the condenser 21 is directly connected to the liquid outlet end of the compressor 11. A third solenoid valve 24 is provided on the pipeline between the liquid discharge end of the condenser 21 and the second solenoid valve 221. Through the second solenoid valve 22 1 and the second expansion valve 222, the discharge end of the condenser 21 can be closed or selectively connected to one of the two ends of the battery cooling assembly 23. A third expansion valve 231 is connected to each end of the battery cooling assembly 23. The end of the water-cooled heat exchanger 12 near the compressor 11 and the end of the battery cooling assembly 23 near the compressor 11 are connected to the input end of the compressor 11 via a return pipe 25. The coolant circuit 4 is connected to the second heat exchange channel of the water-cooled heat exchanger 12 to cool or heat the refrigerant in the refrigeration circuit 1. In this application, the second expansion valve 222 and the third expansion valve 231 are both large-diameter electronic expansion valves. When fully open, they function as solenoid valves, effectively functioning as both electronic expansion valves and solenoid valves. For convenience and for subsequent explanation, the end of the battery cooling assembly 23 near the compressor 11 is defined as the front end, the other end as the rear end, the side where the compressor 11 connects to the water-cooled heat exchanger 12 as the left side, and the other side as the right side. This is specifically noted to avoid misunderstanding.

[0033] It should be noted that the compressor 11 and each valve body in the system are communicatively connected or electrically connected to the control assembly in the vehicle computer, thereby realizing automatic control of the direct cooling and direct heating heat pump thermal management system, which will not be repeated here.

[0034] It is understood that the compressor 11 can achieve cooling by connecting to one or both of the evaporator 13 and the battery cooling assembly 23 through the heating circuit 2. The compressor 11 can also achieve heating by connecting to one of the condenser 21 and the battery cooling assembly 23 through the heating circuit 2. The discharge end of the condenser 21 can be selectively connected to one end of the battery cooling assembly 23, so that the compressor 11 can be connected to the condenser 21 and the battery cooling assembly 23 in sequence to achieve dual heating or dehumidification heating / cooling. Specifically, the compressor 11 includes the following heating or cooling modes:

[0035] Cooling mode: The first solenoid valve 14 is open, the second solenoid valve 221, the second expansion valve 222 and the third solenoid valve 24 are closed. When the cab needs to be cooled alone, the first expansion valve 131 is opened, and the third expansion valve 231 at the rear end of the battery cooling assembly 23 is closed. At this time, the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 11 passes through the first solenoid valve 14 and enters the water-cooled heat exchanger 12. The gaseous refrigerant condenses and dissipates heat in the water-cooled heat exchanger 12 and becomes liquid refrigerant. The liquid refrigerant enters the evaporator 13 after being throttled by the first expansion valve 131. The refrigerant evaporates and absorbs heat in the evaporator 13 and becomes gaseous. The cooled refrigerant returns to the compressor 11 through the return pipe 25, completing the refrigeration cycle for the passenger compartment 3. When the battery pack needs to be cooled alone, the first expansion valve 131 is closed, the third expansion valve 231 at the rear end of the battery cooling assembly 23 is opened, and the liquid refrigerant enters the battery cooling assembly 23 after being throttled by the third expansion valve 231. The refrigerant evaporates within the battery cooling assembly 23, absorbing heat and transforming into a gaseous state. The cooled refrigerant then returns to the compressor 11 via the return pipe 25, completing the battery pack cooling cycle. When both the passenger compartment 3 and the battery pack require cooling, the first expansion valve 131 and the third expansion valve 231 at the rear end of the battery cooling assembly 23 are both opened. Liquid refrigerant passes through the first expansion valve 131 and the third expansion valve 231, respectively, and then enters the evaporator 13 and the battery cooling assembly 23 after throttling. The refrigerant evaporates within the evaporator 13 and the battery cooling assembly 23, absorbing heat and transforming into a gaseous state. The cooled refrigerant then rejoins the compressor 11 via the return pipe 25, completing a dual cooling cycle for both the passenger compartment 3 and the battery pack. In cooling mode, the coolant circuit 4 dissipates heat into the air.

[0036] Single-battery heating mode: The third solenoid valve 24 and both third expansion valves 231 are open, while the first solenoid valve 14, second solenoid valve 221, and second expansion valve 222 are closed. The high-temperature, high-pressure gaseous refrigerant discharged from the electric compressor 11 passes through the third solenoid valve 24 and third expansion valve 231 before entering the battery cooling assembly 23 for condensation. The condensed liquid refrigerant is throttled by the third expansion valve 231 and then enters the water-cooled heat exchanger 12. After absorbing heat in the water-cooled heat exchanger 12, the refrigerant returns to the compressor 11 through the return pipe 25, completing the single-battery heating cycle. In single-battery heating mode, the coolant circuit 4 acts as a low-temperature heat source, providing heat for the refrigerant in the water-cooled heat exchanger 12.

[0037] Single passenger compartment heating mode: Second expansion valve 222 is open, while first solenoid valve 14, second solenoid valve 221, third solenoid valve 24, first expansion valve 131, and third expansion valve 231 are all closed. High-temperature, high-pressure gaseous refrigerant discharged from electric compressor 11 enters condenser 21 directly to heat passenger compartment 3. The condensed liquid refrigerant passes through throttling by second expansion valve 222 and enters water-cooled heat exchanger 12. After absorbing heat in water-cooled heat exchanger 12, the refrigerant returns to compressor 11 through return pipe 25, completing the heating cycle for single passenger compartment 3. In single passenger compartment heating mode, coolant circuit 4 acts as a low-temperature heat source, providing heat for the refrigerant in water-cooled heat exchanger 12.

[0038] In dual heating mode, the second solenoid valve 221 and the third expansion valve 231 are both open, while the first solenoid valve 14, the third solenoid valve 24, the first expansion valve 131, and the second expansion valve 222 are all closed. The high-temperature, high-pressure gaseous refrigerant discharged from the electric compressor 11 first enters the condenser 21 for cooling, where it becomes a lower-temperature gaseous refrigerant or a gas-liquid two-phase state. The refrigerant then passes through the third expansion valve 231 at both ends of the second solenoid valve 221 and the battery cooling assembly 23. The refrigerant undergoes isenthalpic throttling at the front third expansion valve 231, becoming a medium-temperature, medium-pressure refrigerant before entering the battery cooling assembly 23. There, it condenses. The condensed liquid refrigerant passes through the rear third expansion valve 231 and enters the water-cooled heat exchanger 12. After absorbing heat in the water-cooled heat exchanger 12, it returns to the compressor 11 through the return pipe 25, completing a dual heating cycle. In dual heating mode, the coolant circuit 4 acts as a low-temperature heat source, providing heat for the refrigerant in the water-cooled heat exchanger 12.

[0039] Passenger compartment dehumidification battery cooling mode: the first solenoid valve 14, the third solenoid valve 24, the first expansion valve 131, the second expansion valve 222 and the two third expansion valves 231 are all open, and the second expansion valve 222 is in full open mode, the second solenoid valve 221 is closed, and the high-temperature and high-pressure gaseous refrigerant discharged from the electric compressor 11 enters the water-cooled heat exchanger 12 and the condenser 21 respectively. The gaseous refrigerant condenses and dissipates heat in the water-cooled heat exchanger 12 and becomes liquid refrigerant. The liquid refrigerant enters the evaporator 1 after throttling by the first expansion valve 131 3. Meanwhile, the high-temperature, high-pressure gaseous refrigerant discharged from electric compressor 11 enters condenser 21 for condensation. Condenser 21 and evaporator 13 work together to heat and dehumidify passenger compartment 3. The evaporated refrigerant returns to compressor 11. The condensed liquid refrigerant passes directly through second expansion valve 222 and enters the rear-end third expansion valve 231 for throttling. The throttled refrigerant enters battery cooling assembly 23, where it evaporates, absorbs heat, and becomes gaseous. The cooled refrigerant then returns to compressor 11 through return pipe 25, completing the dehumidification and battery cooling cycle for passenger compartment 3. In the passenger compartment dehumidification and battery cooling mode, coolant circuit 4 dissipates heat to the air.

[0040] Passenger compartment dehumidification battery heating mode: the first expansion valve 131, the second solenoid valve 221 and the two third expansion valves 231 are open, the first solenoid valve 14, the third solenoid valve 24 and the second expansion valve 222 are closed, and the high-temperature and high-pressure gaseous refrigerant discharged from the compressor 11 first enters the condenser 21 for cooling, and after cooling, it becomes a gaseous refrigerant with a lower temperature or a gas-liquid two-phase state, and then passes through the second solenoid valve 221 and the third expansion valve 231 at both ends of the battery cooling assembly 23 in sequence, and the third expansion valve 231 at the front end is closed. After isenthalpic throttling at valve 231 to a medium-temperature, medium-pressure refrigerant, it enters the battery cooling assembly 23, where it condenses. The condensed liquid refrigerant is throttled by the rear-end third expansion valve 231 and splits into two paths: one path enters the water-cooled heat exchanger 12, and the other enters the evaporator 13 through the first expansion valve 131. The evaporator 13 and condenser 21 work together to heat and dehumidify the passenger compartment 3. Both refrigerant paths ultimately return to the compressor 11, completing the dehumidification and battery heating cycle for the passenger compartment 3. In the passenger compartment dehumidification and battery heating mode, the coolant circuit 4 acts as a low-temperature heat source, providing heat for the refrigerant in the water-cooled heat exchanger 12.

[0041] In the single-battery heating mode, the system can directly control the inlet superheat of the battery cooling assembly 23 by controlling the opening of the front third expansion valve 231.

[0042] By providing a connecting branch 22, when condenser 21 is connected in series with battery cooling assembly 23 via second solenoid valve 221 (i.e., when the system is in dual heating mode or passenger compartment dehumidification and battery heating mode), the refrigerant first passes through condenser 21 to release heat, then, after throttling through third expansion valve 231, enters battery cooling assembly 23 to heat the batteries. Specifically, when condenser 21 and battery cooling assembly 23 are connected in series, the front-end third expansion valve 231 primarily regulates the intermediate condensing pressure, while compressor 11 controls the condensing pressure of condenser 21. The high-temperature, high-pressure gaseous refrigerant discharged from compressor 11 first enters condenser 21 for cooling, thereby satisfying the heating requirements of passenger compartment 3 and reducing refrigerant overheating. When the target condensing pressure required by the condenser 21 of the passenger compartment 3 is higher than the target intermediate pressure of the battery cooling assembly 23, the opening of the third expansion valve 231 at the front end is adjusted according to the intermediate pressure of the refrigerant inside the battery cooling assembly 23 to meet the heating demand of the battery cooling assembly 23, and the compressor 11 controls the condensing pressure of the condenser 21 to meet the heating demand of the passenger compartment 3; when the target condensing pressure required by the condenser 21 of the passenger compartment 3 is less than or equal to the target intermediate pressure of the battery cooling assembly 23, the third expansion valve 231 at the front end is fully opened, and the compressor 11 controls the intermediate pressure of the battery cooling assembly 23 to meet the heating demand of the battery pack, and the air outlet temperature of the air conditioner in the passenger compartment 3 is adjusted by the temperature damper of the air conditioner box to meet the heating demand of the passenger compartment 3.

[0043] Through the above steps, the overheating of the inlet refrigerant of the battery cooling assembly 23 can be greatly reduced, which can meet the normal heating needs of air conditioning and reduce the temperature difference between the inlet and outlet refrigerants of the battery, eliminate the safety hazards of the battery pack, and extend the service life of the battery cell.

[0044] Furthermore, a gas-liquid separator 111 is provided at the input end of the compressor 11, and both the two return pipes 25 and the discharge end of the evaporator 13 are connected to the inlet of the gas-liquid separator 111. Optionally, in other embodiments, the discharge end of the evaporator 13 can also be connected to any one of the return pipes 25 via a tee.

[0045] By setting up a gas-liquid separator 111, liquid or oil droplets entrained in the gaseous refrigerant are separated to prevent the liquid from impacting the internal mechanical parts of the compressor 11 or the lubricating oil in the compressor 11 from being diluted by the liquid refrigerant, thereby ensuring the lubrication efficiency of the compressor 11 and extending the service life of the compressor 11.

[0046] Reference Figure 1 As shown, it can be understood that each return pipe 25 is provided with a fourth solenoid valve 252 .

[0047] When the system is cooling or heating, the fourth solenoid valves 252 of the two return pipes 25 are selectively closed to prevent part of the gaseous refrigerant flowing out of the compressor 11 from being directly sucked back into the compressor 11 through the return pipe 25 . Specifically, when the system is in single cooling mode or dual cooling mode, the fourth solenoid valve 252 on the return pipe 25 (i.e., the return pipe 25 on the left) connected to the water-cooled heat exchanger 12 is closed to prevent part of the refrigerant from being directly sucked back to the compressor 11 through the return pipe 25 on the left when the refrigerant enters the water-cooled heat exchanger 12; when the system is in single heating mode or dual heating mode, the fourth solenoid valve 252 on the return pipe 25 (i.e., the return pipe 25 on the right) connected to the battery cooling assembly 23 is closed to prevent part of the refrigerant from being directly sucked back to the compressor 11 through the return pipe 25 on the right when the refrigerant enters the heating circuit 2; when the system is in the passenger compartment dehumidification battery heating mode, the fourth solenoid valve 252 on the return pipe 25 on the right is closed to prevent part of the refrigerant from being directly sucked back to the compressor 11 through the return pipe 25 on the right when the refrigerant enters the battery heating assembly.

[0048] By providing the fourth solenoid valve 252 , the refrigerant is prevented from flowing directly back to the compressor 11 through the return pipe 25 after flowing out of the compressor 11 when the system is working, thereby reducing the impact of refrigerant loss and improving the operating efficiency of the system.

[0049] Furthermore, the discharge end of the evaporator 13 is connected to the input end of the compressor 11 through the return pipe 25 connected to the water-cooled heat exchanger 12. That is, the discharge end of the evaporator 13 is connected to the end of the left return pipe 25 near the gas-liquid separator 111 through a tee.

[0050] The discharge end of the evaporator 13 is connected to the return pipe 25 on the left side to facilitate line layout and subsequent detection of the refrigerant flowing out of the evaporator 13.

[0051] Reference Figures 2 to 7 As shown, it can be understood that a first pressure and temperature sensor 251 is provided on the return pipe 25 between the discharge end of the evaporator 13 and the input end of the compressor 11 .

[0052] When the system is in passenger compartment cooling mode, the first pressure and temperature sensor 251 can detect the pressure and temperature of the refrigerant entering the gas-liquid separator 111 in refrigeration circuit 1. When the system is in heating mode or dual heating mode, the first pressure and temperature sensor 251 can detect the pressure and temperature of the refrigerant entering the gas-liquid separator 111 in heating circuit 2. When the system is in passenger compartment dehumidification battery heating mode, the first pressure and temperature sensor 251 can detect the pressure and temperature of the refrigerant entering the gas-liquid separator 111 throughout the entire circuit. By providing the first pressure and temperature sensor 251, when the second solenoid valve 221 is connected in series with the battery cooling assembly 23, the first pressure and temperature sensor 251 can monitor the pressure and temperature of the refrigerant entering the gas-liquid separator 111 (i.e., the refrigerant at the liquid inlet of the compressor 11) in real time. This facilitates the real-time adjustment of the total system pressure by the compressor 11, ensuring a balanced air flow between the compressor 11 and its outlet, further improving the operating efficiency and stability of the compressor 11.

[0053] Furthermore, a third pressure and temperature sensor 15 is provided between the first expansion valve 131 and the water-cooled heat exchanger 12 .

[0054] By setting the third pressure and temperature sensor 15, when the system is in the single passenger compartment cooling mode, the first pressure and temperature sensor 251 can detect the pressure and temperature of the refrigerant flowing out of the water-cooled heat exchanger 12 in the refrigeration circuit 1 in real time, which facilitates the system to judge whether the working state of the water-cooled heat exchanger 12 is stable.

[0055] Reference Figures 5 to 7 As shown, it can be understood that a second pressure and temperature sensor 232 is provided between both ends of the battery cooling assembly 23 and the corresponding third expansion valve 231 .

[0056] By setting a second pressure and temperature sensor 232, when the refrigerant flows through the battery cooling assembly 23, especially when the system is in dual heating or passenger compartment dehumidification battery heating mode, the second pressure and temperature sensor 232 can detect the pressure and temperature of the refrigerant at the inlet and outlet of the battery cooling assembly 23 in real time, making it convenient for the compressor 11 to timely adjust the intermediate pressure of the battery cooling assembly 23, thereby improving the controllability and control accuracy of the system and further improving the working stability of the system.

[0057] Reference Figure 1As shown, it can be understood that a blower 31 is further provided in the passenger compartment 3 , and the evaporator 13 and the condenser 21 are both arranged toward the blower 31 .

[0058] By setting up the blower 31, when the evaporator 13 cools the passenger compartment 3 or the condenser 21 heats the passenger compartment 3, or the evaporator 13 and the condenser 21 work together to dehumidify the passenger compartment 3, the blower 31 can help the evaporator 13 and the condenser 21 to quickly exchange heat, thereby enhancing the cooling and heating effect, that is, the dehumidification effect, of the system.

[0059] Furthermore, coolant circuit 4 includes an electric drive assembly 41, a pump body 42, and a heat sink assembly 43, connected end to end. Electric drive assembly 41 is the core power unit of the new energy vehicle, used to convert electrical energy into mechanical energy to drive the vehicle. Because electric drive assembly 41 is technologically mature and diverse, and is not the focus of this application, it will not be described in detail here. A water-cooled heat exchanger 12 is connected between electric drive assembly 41 and heat sink assembly 43.

[0060] The coolant coming out of the pump body 42 enters the electric drive assembly 41 to cool and dissipate the heat for the electric drive assembly 41. The coolant coming out of the electric drive assembly 41 then enters the water-cooled heat exchanger 12 to dissipate the heat for the refrigerant in the first heat exchange channel or provide a heat source. The coolant then enters the heat dissipation component 43 to dissipate the heat, and finally returns to the pump body 42 to realize a refrigeration cycle or a heating cycle. In particular, when the coolant circuit 4 structure needs to heat the refrigerant, the heat dissipation component 43 absorbs heat from the air, and the electric drive assembly 41 supplements the heat by means of stalling, etc., thereby improving the heat exchange efficiency of the water-cooled heat exchanger 12. By integrating the electric drive assembly 41 into the coolant circuit 4, the structure of the coolant circuit 4 can be simplified while utilizing the heat of the electric drive assembly 41 to supplement the heat, thereby improving the working efficiency of the coolant circuit 4.

[0061] Furthermore, the heat dissipation assembly 43 includes a radiator 431 and a heat dissipation fan 432. The radiator 431 and the heat dissipation fan 432 are arranged opposite to each other. In this embodiment, the radiator 431 is set as a conventional cold radiator 431, which will not be described in detail here.

[0062] By providing the radiator 431 and the cooling fan 432 , the structure of the cooling component 43 can be simplified, the layout cost of the cooling component 43 can be reduced, and the heat exchange of the cooling component 43 can be facilitated.

[0063] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. Direct cooling and direct heating heat pump thermal management system, characterized by: include: A refrigeration circuit (1) comprises a compressor (11), a water-cooled heat exchanger (12) and an evaporator (13), wherein the compressor (11), the water-cooled heat exchanger (12) and the evaporator (13) are connected end to end in sequence, a first solenoid valve (14) is connected between the compressor (11) and the water-cooled heat exchanger (12), and an input end of the evaporator (13) is connected to a first expansion valve (131); A heating circuit (2), one end of the heating circuit (2) is connected between the compressor (11) and the water-cooled heat exchanger (12), and the other end is connected between the water-cooled heat exchanger (12) and the first expansion valve (131). The heating circuit (2) includes a condenser (21), a connecting branch (22) and a battery cooling assembly (23). The condenser (21) and the evaporator (13) are both installed in the passenger compartment (3). The connecting branch (22) and the battery cooling assembly (23) are connected in parallel. The connecting branch (22) is provided with a second solenoid valve (221) and a second expansion valve (221) connected in series. 2), the condenser (21) and the second solenoid valve (221) are connected in parallel and are located on a side of the communication branch (22) close to the compressor (11), a third solenoid valve (24) is provided on the pipeline between the input end of the condenser (21) and the second solenoid valve (221), and the two ends of the battery cooling assembly (23) are respectively connected to a third expansion valve (231), and one end of the water-cooled heat exchanger (12) close to the compressor (11) and one end of the battery cooling assembly (23) close to the compressor (11) are respectively connected to the input end of the compressor (11) through a return pipe (25); The cooling liquid circuit (4) is connected to the water-cooled heat exchanger (12) to cool or heat the refrigerant in the refrigeration circuit (1).

2. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that: The discharge end of the evaporator (13) is connected to the input end of the compressor (11) through the return pipe (25) connected to the water-cooled heat exchanger (12).

3. The direct cooling and direct heating heat pump thermal management system according to claim 2, characterized in that: A first pressure and temperature sensor (251) is provided on the return pipe (25) between the discharge end of the evaporator (13) and the input end of the compressor (11).

4. The direct cooling and direct heating heat pump thermal management system according to claim 1 or 2, characterized in that: Each of the return pipes (25) is provided with a fourth electromagnetic valve (252).

5. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that: A gas-liquid separator (111) is provided at the input end of the compressor (11).

6. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that: A second pressure and temperature sensor (232) is provided between both ends of the battery cooling assembly (23) and the corresponding third expansion valve (231).

7. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that: A third pressure and temperature sensor (15) is provided between the first expansion valve (131) and the water-cooled heat exchanger (12).

8. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that: A blower (31) is also provided in the passenger compartment (3), and the evaporator (13) and the condenser (21) are both arranged toward the blower (31).

9. The direct cooling and direct heating heat pump thermal management system according to claim 1, characterized in that: The coolant circuit (4) comprises an electric drive assembly (41), a pump body (42) and a heat dissipation component (43) connected end to end in sequence, and the water-cooled heat exchanger (12) is connected between the electric drive assembly (41) and the heat dissipation component (43).

10. The direct cooling and direct heating heat pump thermal management system according to claim 9, characterized in that: The heat dissipation assembly (43) comprises a radiator (431) and a heat dissipation fan (432), and the radiator (431) and the heat dissipation fan (432) are arranged opposite to each other.

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