Integrated thermal management system and control method and electric vehicle

Abstract

The application provides an integrated heat management system, a control method and an electric vehicle, the system comprising a heat pump refrigerant cycle, a cabin heating cycle, an electric drive cooling liquid cycle and a battery cooling liquid cycle. The heat pump refrigerant cycle comprises a compressor, a water condenser first electronic expansion valve, an outdoor heat exchanger, a fan, a second electronic expansion valve, an evaporator, a blower, a third electronic expansion valve and a gas-liquid separator. The cabin heating cycle comprises a first water pump, a three-way valve, a first heater and a heater core. The electric drive cooling cycle comprises a second water pump, an electric drive system, a radiator, a sub-water tank and a five-way valve. The battery cooling cycle comprises a third water pump, a power battery, a second heater, a switch valve and a water chiller. The application can recover waste heat in multiple levels at low temperature, simultaneously and sufficiently cool the battery, the electric drive and the cabin at medium and high temperature, and meet various heat management requirements at different environmental temperatures and vehicle operating conditions with low energy consumption.

Description

Technical Field

[0001] This invention belongs to the field of thermal management technology for new energy vehicles, and in particular relates to an integrated thermal management system and control method and electric vehicles. Background Technology

[0002] With the rapid development of electric vehicles, vehicle thermal management technology has received widespread attention. As an important component of electric vehicles, the thermal management system ensures that key components such as motors and batteries operate within suitable temperature ranges, guaranteeing safety, lifespan, and performance. Furthermore, it meets the comfort needs of the passenger compartment, including heating, cooling, defrosting, and defogging. Additionally, it minimizes thermal energy consumption, enabling efficient energy utilization to improve driving range and ensure energy efficiency.

[0003] However, the thermal management system of electric vehicles in the current technology cannot perform multi-level waste heat recovery at low temperatures, and cannot simultaneously and adequately cool the battery, electric drive and cabin at medium and high temperatures. It is difficult to meet various thermal management needs with low energy consumption under different ambient temperatures and vehicle operating conditions. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides an integrated thermal management system, including a heat pump refrigerant cycle, a cabin heating cycle, an electric drive coolant cycle, and a battery coolant cycle. The heat pump refrigerant cycle includes a compressor, a water-cooled condenser, a first electronic expansion valve, an outdoor heat exchanger, a fan, a second electronic expansion valve, an evaporator, a blower, a third electronic expansion valve, and a gas-liquid separator. The cabin heating cycle includes a first water pump, a three-way valve, a first heater, and a heater core. The electric drive cooling cycle includes a second water pump, an electric drive system, a radiator, an auxiliary water tank, and a five-way valve. The battery cooling cycle includes a third water pump, a power battery, a second heater, a switching valve, and a chiller. This efficient vehicle thermal management system can perform multi-level waste heat recovery at low temperatures, simultaneously and effectively cool the battery, electric drive, and cabin at medium and high temperatures, and meet various thermal management needs with low energy consumption under different ambient temperatures.

[0005] The present invention also provides a control method for an integrated thermal management system.

[0006] The present invention also provides an electric vehicle including the integrated thermal management system.

[0007] The present invention achieves the above-mentioned technical objectives through the following technical means.

[0008] An integrated electric vehicle thermal management system, comprising a heat pump refrigerant cycle, a cabin heating cycle, an electric drive coolant cycle, a battery coolant cycle, and a control module;

[0009] The heat pump refrigerant cycle includes a compressor, a water condenser, a first electronic expansion valve, an outdoor heat exchanger, a second electronic expansion valve, an evaporator, a third electronic expansion valve, and a gas-liquid separator; the cabin heating cycle includes a first water pump, a three-way valve, a first heater, and a heater core; the electric drive cooling cycle includes a second water pump, an electric drive system, a radiator, an auxiliary water tank, and a five-way valve; the battery cooling cycle includes a third water pump, a power battery, a second heater, a switching valve, and a chiller.

[0010] The compressor suction port is connected to the gas-liquid separator outlet; the second port of the water condenser is connected to the compressor discharge port; the first port of the water condenser is connected to the second port of the first electronic expansion valve; the first port of the first electronic expansion valve is connected to the second port of the outdoor heat exchanger; pipe node E is connected to the first port of the outdoor heat exchanger, the second port of the second electronic expansion valve, and the second port of the third electronic expansion valve respectively; the first port of the second electronic expansion valve is connected to the second port of the evaporator; pipe node D is connected to the first port of the evaporator, the third port of the chiller, and the gas-liquid separator inlet respectively; the first port of the third electronic expansion valve is connected to the fourth port of the chiller; the first water pump outlet is connected to the third port of the three-way valve; the second port of the three-way valve is connected to the second port of the first heater; pipe node A is connected to the first port of the three-way valve, the second port of the radiator, and pipe node F respectively; the first port of the first heater is connected to the first port of the heater core. The second port, pipe node C, and the fourth port of the water condenser are connected; the inlet of the first water pump and the third port of the water condenser are connected; pipe node F is connected to pipe node A, the first port of the electric drive system, and pipe node G respectively; pipe node C is connected to pipe node B, the first port of the radiator, the third port of the five-way valve, and the first port of the auxiliary water tank respectively; the second port of the auxiliary water tank and the third port of the radiator are connected; the outlet of the second water pump and the second port of the electric drive system are connected; the inlet of the second water pump and the second port of the five-way valve are connected; the inlet of the third water pump and the first port of the five-way valve are connected; the outlet of the third water pump and the second port of the power battery are connected; pipe node H is connected to the first port of the power battery, the second port of the switching valve, and the second port of the second heater respectively; the first port of the second heater and the fifth port of the five-way valve are connected; pipe node G is connected to pipe node F, the first port of the switching valve, and the inlet of the chiller respectively; the outlet of the chiller and the fourth port of the five-way valve are connected.

[0011] The above solution also includes a fan; the fan is used to provide the required airflow for the heat exchange between the coolant and air in the outdoor heat exchanger; it also provides the required airflow for the heat exchange between the coolant and air in the radiator.

[0012] The above scheme also includes a blower; the blower is used to provide the required airflow for the heat exchange between the refrigerant in the evaporator and the air, and also to provide the required airflow for the heat exchange between the coolant in the heater core and the air.

[0013] In the above scheme, the output interface of the control module is connected to the compressor, the first water pump, the first electronic expansion valve, the fan, the three-way valve, the blower, the second electronic expansion valve, the first heater, the second water pump, the five-way valve, the third electronic expansion valve, the second heater, the third water pump, and the switching valve.

[0014] An electric vehicle includes the aforementioned integrated thermal management system.

[0015] A control method according to the integrated thermal management system includes the following steps:

[0016] The control module controls the refrigerant flow rate by controlling the compressor, the coolant flow rate by controlling the first, second, and third water pumps, the heating power by controlling the first and second heaters, and the fluid connection, disconnection, or specified flow state by controlling the switching valves, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the three-way valve, and the five-way valve. It also controls the airflow by controlling the fan and blower. This enables the vehicle thermal management system to achieve the following modes: heat pump heating of the cabin and electric drive waste heat heating of the battery in low-temperature environments; heat pump heating of the cabin and electric drive waste heat recovery in low-temperature environments; battery and electric drive radiator cooling in medium-temperature environments; cabin cooling in high-temperature environments; and battery chiller cooling of the electric drive radiator.

[0017] In the above scheme, the control module controls the second heater, the second electronic expansion valve, the third port of the five-way valve and the first port of the three-way valve to close, controls the first electronic expansion valve, the third electronic expansion valve and the switching valve to open, controls the first port, the second port, the fourth port and the fifth port of the five-way valve to open, controls the second port and the third port of the three-way valve to open, controls the refrigerant flow of the compressor, controls the coolant flow of the first water pump, the second water pump and the third water pump, controls the air flow of the fan and the blower, and controls the heating power of the first heater, so as to realize the heat pump heating cabin and the electric drive waste heat heating battery mode in low temperature environment.

[0018] In the above scheme, the control module controls the second electronic expansion valve, the switching valve, the third port of the five-way valve and the first port of the three-way valve to close, controls the first electronic expansion valve and the third electronic expansion valve, controls the first port, the second port, the fourth port and the fifth port of the five-way valve to open, controls the second port and the third port of the three-way valve to open, controls the refrigerant flow of the compressor, controls the coolant flow of the first water pump, the second water pump and the third water pump, controls the air flow of the fan and the blower, and controls the heating power of the first heater and the second heater, so as to realize the heat pump heating cabin and electric drive waste heat recovery mode in low temperature environment.

[0019] The control module described in the above scheme controls the compressor, the first water pump, the first heater, the second heater, the blower, the first electronic expansion valve, the second electronic expansion valve, the third electronic expansion valve, the switching valve, the fourth port of the five-way valve, and the three-way valve to close; controls the first port, the second port, the third port, and the fifth port of the five-way valve to open; controls the coolant flow of the second and third water pumps; and controls the airflow of the fan, thereby achieving a cooling mode for the battery and electric drive radiator in a medium-temperature environment.

[0020] In the above scheme, the control module controls the first heater, the second heater, the first water pump, the fifth port of the five-way valve and the three-way valve to close; controls the switching valve, the first electronic expansion valve, the second electronic expansion valve and the third electronic expansion valve to open; controls the first port, the second port, the third port and the fourth port of the five-way valve to open; controls the first port and the third port of the three-way valve to open; controls the refrigerant flow rate of the compressor; controls the coolant flow rate of the first water pump and the third water pump; and controls the air flow rate of the fan and the blower, thereby realizing cabin cooling and battery chiller cooling electric drive radiator cooling modes in high-temperature environments.

[0021] Compared with the prior art, the beneficial effects of the present invention are:

[0022] This invention's vehicle thermal management system uses a five-way valve to connect the heat pump refrigerant circulation, cabin heating circulation, electric drive coolant circulation, and battery coolant circulation. It can also utilize waste heat from the electric drive to heat the cabin and battery. Through a simple topology, it provides multiple operating modes to meet different thermal management needs. These modes include heat pump heating of the cabin and electric drive waste heat heating of the battery, heat pump heating of the cabin and electric drive waste heat recovery, battery and electric drive radiator cooling, and cabin cooling and battery chiller cooling of the electric drive radiator. This covers various thermal management requirements under different ambient temperatures and reduces energy consumption through reasonable waste heat utilization. The connection relationships between the components in this invention's vehicle thermal management system are easy to implement, and the control logic is simple and clear.

[0023] Other features, advantages, and embodiments of the invention may be illustrated or become apparent from the following specific embodiments, drawings, and claims. Furthermore, the foregoing summary and the following specific embodiments are exemplary and intended to provide further explanation, without limiting the scope of the claimed invention. However, the specific embodiments and examples merely indicate preferred embodiments of the invention. Various changes and modifications within the scope of the invention will become apparent to those skilled in the art through these specific embodiments. Attached Figure Description

[0024] Figure 1 This is a system diagram of a vehicle thermal management system according to an embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the heat and mass transfer principle of each functional module of the vehicle thermal management system according to an embodiment of the present invention.

[0026] Figure 3 yes Figure 1 A schematic diagram showing the communication connection between the central control module and each actuator of the vehicle thermal management system;

[0027] Figure 4 yes Figure 3 The diagram shown illustrates the internal structure of the control module.

[0028] Figure 5 yes Figure 1 The diagram shows the vehicle thermal management system in both heat pump cabin heating and electric drive waste heat battery heating modes in low-temperature environments.

[0029] Figure 6 yes Figure 1 The diagram shows the vehicle thermal management system in both heat pump-heated cabin and electric drive waste heat recovery modes under low-temperature conditions.

[0030] Figure 7 yes Figure 1 The diagram shows the vehicle thermal management system under the battery and electric drive radiator cooling modes in a medium-temperature environment.

[0031] Figure 8 yes Figure 1 The diagram shows the vehicle thermal management system under high-temperature conditions, with cabin cooling and battery chiller cooling modes for electric drive radiator cooling.

[0032] Among them, 100, vehicle thermal management system; 101, compressor; 102, first water pump; 103, water condenser; 104, first electronic expansion valve; 105, fan; 106, outdoor heat exchanger; 107, radiator; 108, auxiliary water tank; 109, three-way valve; 110, heater core; 111, gas-liquid separator; 112, evaporator; 113, blower; 204, second electronic expansion valve; first heater; 115, electric drive system; 202, second water pump; 304, third electronic expansion valve; 116, five-way valve; 117, chiller; 214, second heater; 118, power battery; 302, third water pump; 119, on / off valve; 1011, compressor exhaust port; 1012 1021 Compressor suction port; 1022 First water pump outlet; 1023 First water pump inlet; 1034 Water condenser first port; 1035 Water condenser second port; 1036 Water condenser third port; 1037 Water condenser fourth port; 1048 First port of first electronic expansion valve; 1062 First port of first electronic expansion valve; 1071 Outdoor heat exchanger first port; 1072 Outdoor heat exchanger second port; 1081 Radiator first port; 1092 Three-way valve second port; 1093 Three-way valve second port; 1094 Water condenser fourth port; 1095 Compressor suction port; 1026 First port of first electronic expansion valve; 1094 First port of first electronic expansion valve; 1095 Second port of first electronic expansion valve; 1096 Second port of first electronic expansion valve; 1097 Second port of first electronic expansion valve; 1098 Second port of first electronic expansion valve; 109 ... 3. Three-way valve third port; 1101, heater core first port; 1102, heater core first and second ports; 1111, gas-liquid separator outlet; 1112, gas-liquid separator inlet; 2041, second electronic expansion valve first port; 2042, second electronic expansion valve second port; 1141, first heater first port; 1142, first heater second port; 1151, electric drive system first port; 1152, electric drive system second port; 1161, five-way valve first port; 1162, five-way valve second port; 1163, five-way valve third port; 1164, five-way valve fourth port; 1165, five-way valve fifth port; 1171, chiller first port; 1172, chiller second port; Two-port; 1173, Chiller third port; 1174, Chiller fourth port; 1181, Power battery first port; 1182, Power battery second port; 1191, Switch valve first port; 1192, Switch valve second port; 8000, Control module; 8001, Bus; 8002, Input interface; 8003, Memory; 8004, Processor; 8005, Output interface; 8101, First output interface; 8102, Second output interface; 8103, Third output interface; 8104, Fourth output interface; 8105, Fifth output interface; 8106, Sixth output interface; 8107, Seventh output interface; 8108, Eighth output interface; 8109, Ninth output interface;8110, Tenth Output Interface; 8111, Eleventh Output Interface; 8112, Twelfth Output Interface; 8113, Thirteenth Output Interface; 8114, Fourteenth Output Interface; 8200, Input Signal. Detailed Implementation

[0033] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0034] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "front," "rear," "left," "right," "upper," "lower," "axial," "radial," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0035] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] To facilitate understanding of the present invention, a more complete description of the invention will be given below with reference to the accompanying drawings. Preferred embodiments of the invention are shown in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. For example, electronic expansion valves and switching valves can be replaced by other reasonable types of valves. Rather, these embodiments are provided to make the disclosure of the invention more thorough and complete. Various specific embodiments of the invention will now be described with reference to the accompanying drawings, which form part of this specification. It should be understood that ordinal numbers such as "first" and "second" used in this invention are used merely for distinction and identification and have no other meaning, and do not indicate a specific order or association unless specifically specified. For example, the term "first water pump" does not imply the existence of a "second water pump," and the term "second heater" does not imply the existence of a "first heater."

[0037] Example 1

[0038] Figure 1 The figure shown is a preferred embodiment of the integrated thermal management system of the present invention. The vehicle thermal management system 100 includes a heat pump refrigerant cycle, a cabin heating cycle, an electric drive coolant cycle, a battery coolant cycle, and a control module.

[0039] The heat pump refrigerant cycle includes a compressor 101, a water condenser 103, a first electronic expansion valve 104, a fan 105, an outdoor heat exchanger 106, a second electronic expansion valve 204, an evaporator 112, a blower 113, a third electronic expansion valve 304, and a gas-liquid separator 111; the cabin heating cycle includes a first water pump 102, a three-way valve 109, a first heater 114, and a heater core 110; the electric drive cooling cycle includes a second water pump 202, an electric drive system 115, a radiator 107, an auxiliary water tank 108, and a five-way valve 116; the battery cooling cycle includes a third water pump 302, a power battery 118, a second heater 214, a switching valve 119, and a chiller 117.

[0040] Figure 1 This is a system diagram of a vehicle thermal management system 100 according to an embodiment of the present invention, illustrating the components in the vehicle thermal management system 100 and their connection relationships. Figure 1As shown, the vehicle thermal management system 100 includes a compressor 101, a first water pump 102, a water condenser 103, a first electronic expansion valve 104, a fan 105, an outdoor heat exchanger 106, a radiator 107, an auxiliary water tank 108, a three-way valve 109, a heater core 110, a gas-liquid separator 111, an evaporator 112, a blower 113, a second electronic expansion valve 204, a first heater 114, an electric drive system 115, a second water pump 202, a third electronic expansion valve 304, a five-way valve 116, a chiller 117, a second heater 214, a power battery 118, a third water pump 302, and a switching valve 119, as well as connecting pipelines between the various components indicated by lines.

[0041] According to this embodiment, the preferred selection and function of each component of the vehicle thermal management system 100 are described as follows: The compressor 101 is a scroll compressor or other type of electric compressor, whose function is to evaporate and compress the refrigerant into superheated vapor and drive it to flow in the refrigerant circulation system. The first water pump 102, the second water pump 202, and the third water pump 302 are electric water pumps, which drive the coolant to flow in the coolant circulation system. The water condenser 103 and the chiller 117 are water-side heat exchangers, providing heat exchange between the coolant and the refrigerant. The outdoor heat exchanger 106 and the evaporator 112 are air-side heat exchangers, providing heat exchange between the air and the refrigerant. The heater core 110 and the radiator 107 are air-side heat exchangers, providing heat exchange between the air and the coolant. The switching valve 119 can be a solenoid valve or an electric valve, controlling the opening and closing of the valve. The first electronic expansion valve 104, the second electronic expansion valve 204, and the third electronic expansion valve 304 can be electromagnetic or electric expansion valves, achieving temperature accuracy for superheat or subcooling by controlling the valve orifice opening. The three-way valve 109 can be a solenoid valve or other types of valves, as long as they conform to a specific connection method. The five-way valve 116 can be a solenoid valve or other types of valves, as long as they conform to a specific connection method. The blower 113 can be a different type of electric blower, providing the necessary airflow for heat exchange between the refrigerant and air in the evaporator 112, and also for heat exchange between the coolant and air in the heater core 110. The fan 105 can be a different type of fan, providing the necessary airflow for heat exchange between the refrigerant and air in the outdoor heat exchanger 106, and also for heat exchange between the coolant and air in the radiator 107. The gas-liquid separator 111 separates the liquid and gaseous refrigerant in the refrigerant circulation. Among them, the three-way valve 109 only connects the second port 1092 and the third port 1093 of the three-way valve, and only connects the first port 1091 and the third port 1093 of the three-way valve. The purpose of the on / off valve 119, the three-way valve 109 and the five-way valve 116 is to control the connection and disconnection of adjacent components at their valve ports, so as to achieve the purpose of operation in different modes.

[0042] The connection pipelines between the various components of the vehicle thermal management system 100 are described as follows: the compressor suction port 1012 is connected to the gas-liquid separator outlet 1111; the second port 1032 of the water condenser is connected to the compressor discharge port 1011; the first port 1031 of the water condenser is connected to the second port 1042 of the first electronic expansion valve; the first port 1041 of the first electronic expansion valve is connected to the second port 1062 of the outdoor heat exchanger; pipeline node E is connected to the first port 1061 of the outdoor heat exchanger, the second port 2042 of the second electronic expansion valve, and the second port 3042 of the third electronic expansion valve, respectively; the first port 2041 of the second electronic expansion valve is connected to the second port 1122 of the evaporator; pipeline node D is connected to the first port 1121 of the evaporator, the third port 1173 of the chiller, and the inlet 1112 of the gas-liquid separator, respectively; and the first port 3041 of the third electronic expansion valve is connected to the fourth port 1174 of the chiller. The outlet 1021 of the first water pump is connected to the third port 1093 of the three-way valve; the second port 1092 of the three-way valve is connected to the second port 1142 of the first heater; pipe node A is connected to the first port 1091 of the three-way valve, the second port 1072 of the radiator, and pipe node F respectively; the first port 1141 of the first heater is connected to the first port 1101 of the heater core; pipe node B is connected to the second port 1102 of the heater core, pipe node C, and the fourth port 1034 of the water condenser respectively; the inlet 1022 of the first water pump is connected to the third port 1033 of the water condenser; pipe node F is connected to pipe node A, the first port 1151 of the electric drive system, and pipe node G respectively; pipe node C is connected to pipe node B, the first port 1071 of the radiator, the third port 1163 of the five-way valve, and the first port 1081 of the auxiliary water tank respectively. The auxiliary water tank's second port 1082 is connected to the radiator's third port 1073; the second water pump's outlet 2021 is connected to the electric drive system's second port 1152; the second water pump's inlet 2022 is connected to the five-way valve's second port 1162; the third water pump's inlet 3022 is connected to the five-way valve's first port 1161; the third water pump's outlet 3021 is connected to the power battery's second port 1182; pipe node H is connected to the power battery's first port 1181, the switch valve's second port 1192, and the second heater's second port 2142; the second heater's first port 2141 is connected to the five-way valve's fifth port 1165; pipe node G is connected to pipe node F, the switch valve's first port 1191, and the chiller's inlet 1172; the chiller's first port 1171 is connected to the five-way valve's fourth port 1164. Fan 105 provides the necessary airflow for heat exchange between the refrigerant in outdoor heat exchanger 106 and the coolant in radiator 107 and the air; blower 113 provides the necessary airflow for heat exchange between the refrigerant in evaporator 112 and the coolant in heater core 110 and the air. The vehicle thermal management system 100 of the present invention provides multiple operating modes through a simple topology, thereby meeting different thermal management needs.

[0043] Figure 2 yes Figure 1 The diagram shows the heat and mass transfer principles of each functional module of the vehicle's thermal management system. Figure 2 As shown, the vehicle thermal management system includes a heat pump refrigerant cycle, a cabin heating cycle, an electric drive coolant cycle, and a battery coolant cycle. The heat pump refrigerant cycle is a functional module of the thermal management system that uses refrigerant for heating and cooling. It releases heat to the cabin heating cycle through the water condenser 103 and absorbs heat to the battery coolant cycle through the chiller 117. Mass transfer and heat exchange between the cabin heating cycle, the electric drive coolant cycle, and the battery coolant cycle are facilitated by a five-way valve 116. The proposed vehicle thermal management system achieves flexible heat and mass transfer functions through the water condenser 103, the chiller 117, and the five-way valve 116.

[0044] Figure 3 yes Figure 1 A schematic diagram showing the communication connections between the central control module and various actuators of the vehicle's thermal management system. (See diagram below.) Figure 3 As shown, the control module 8000 determines the working status of each actuator in the vehicle thermal management system 100. The output interface 8005 of the control module 8000 includes a first output interface 8101, a second output interface 8102, a third output interface 8103, a fourth output interface 8104, a fifth output interface 8105, a sixth output interface 8106, a seventh output interface 8107, an eighth output interface 8108, a ninth output interface 8109, a tenth output interface 8110, an eleventh output interface 8111, a twelfth output interface 8112, a thirteenth output interface 8113, and a fourteenth output interface 8114, which respectively communicate with the compressor 101, the first water pump 102, the first electronic expansion valve 104, the fan 105, the three-way valve 109, the blower 113, the second electronic expansion valve 204, the first heater 114, the second water pump 202, the five-way valve 116, the third electronic expansion valve 304, the second heater 214, the third water pump 302, and the switching valve 119. The control module 8000 controls the compressor 101 to control the refrigerant flow. The control module 8000 controls the first water pump 102, the second water pump 202, and the third water pump 302 to control the coolant flow rate. The control module 8000 controls the first heater 114 and the second heater 214 to control the heating power. The control module 8000 controls the switching valve 119, the first electronic expansion valve 104, the second electronic expansion valve 204, the third electronic expansion valve 304, the three-way valve 109, and the five-way valve to control the connection, disconnection, or achieve a specified flow state of the fluid. The control module 8000 controls the airflow by controlling the blower 113 and the fan 105. The control logic of the vehicle thermal management system 100 of this invention is simple and clear, and easy to implement.

[0045] Figure 4 yes Figure 3 The diagram shows a schematic internal structure of the control module. Figure 3 As shown, the control module 8000 of the vehicle thermal management system 100 includes a bus 8001, an input interface 8002, a memory 8003, a processor 8004, and an output interface 8005. Specifically, the memory 8003 stores programs, instructions, and data, while the processor 8004 reads programs, instructions, and data from the memory 8003 and can write data to the memory 8003. By executing the programs and instructions read from the memory 8003, the processor 8004 exchanges signals through the input interface 8002 and the output interface 8005. Figure 3 As shown, the control module 8000 input interface 8002 receives the operation request and other operating parameters from the vehicle thermal management system 100 through the input signal 8200. The output interfaces 8005 include the first output interface 8101, the second output interface 8102, the third output interface 8103, the fourth output interface 8104, the fifth output interface 8105, the sixth output interface 8106, the seventh output interface 8107, the eighth output interface 8108, the ninth output interface 8109, and the tenth output interface 8110. The eleventh output interface 8111, twelfth output interface 8112, thirteenth output interface 8113, and fourteenth output interface 8114 are respectively connected to the compressor 101, the first water pump 102, the first electronic expansion valve 104, the fan 105, the three-way valve 109, the blower 113, the second electronic expansion valve 204, the first heater 114, the second water pump 202, the five-way valve 116, the third electronic expansion valve 304, the second heater 214, the third water pump 302, and the switching valve 119 for communication. Through the program and instructions in the actuator 8003, the processor 8004 controls the operation of the vehicle thermal management system 100. Specifically, the control device 8000 can receive operation requests from the vehicle thermal management system 100 or signals from other components through the input interface 8002, and send control signals to each controlled component through the output interface 8005, thereby enabling the vehicle thermal management system 100 to operate in a specified working mode and switch between different modes.

[0046] Example 2

[0047] A control method for an integrated thermal management system according to Embodiment 1 includes the following steps:

[0048] The control module 8000 controls the refrigerant flow rate by controlling the compressor 101, the coolant flow rate by controlling the first water pump 102, the second water pump 202 and the third water pump 302, the heating power by controlling the first heater 114 and the second heater 214, the fluid connection, disconnection or specified flow state by controlling the switching valve 119, the first electronic expansion valve 104, the second electronic expansion valve 204, the third electronic expansion valve 304, the three-way valve 109, and the five-way valve 116, and the air flow rate by controlling the fan 105 and the blower 113. This enables the vehicle thermal management system to achieve the following modes: heat pump heating of the cabin and electric drive waste heat heating of the battery in low-temperature environments; heat pump heating of the cabin and electric drive waste heat recovery in low-temperature environments; battery and electric drive radiator cooling in medium-temperature environments; cabin cooling in high-temperature environments; and battery chiller cooling of the electric drive radiator.

[0049] Figure 5-8 yes Figure 1 The system diagram of the vehicle thermal management system 100 shown illustrates the fluid flow state of the vehicle thermal management system 100 under different operating modes. Hollow arrows indicate the flow direction and path of the coolant, bold solid arrows indicate the flow direction and path of the refrigerant, and other solid lines indicate no fluid flow. Details are as follows. Figure 5-8 The various working modes are shown.

[0050] Figure 5 yes Figure 1 The diagram shows the system diagram of the vehicle thermal management system 100 in low-temperature environments, in both heat pump heating of the cabin and electric drive waste heat heating of the battery modes. The control module 8000 controls the second heater 214, the second electronic expansion valve 204, the third port 1163 of the five-way valve, and the first port 1091 of the three-way valve to close; controls the first electronic expansion valve 104, the third electronic expansion valve 304, and the switching valve 119 to open; controls the first port 1161, the second port 1162, the fourth port 1164, and the fifth port 1165 of the five-way valve to open; controls the second port 1092 and the third port 1093 of the three-way valve to open; controls the refrigerant flow of the compressor 101; controls the coolant flow of the first water pump 102, the second water pump 202, and the third water pump 302; controls the airflow of the fan 105 and the blower 113; and controls the heating power of the first heater 114. This enables the cabin to be heated by a heat pump and the battery to be heated by waste heat from the electric drive in a low-temperature environment. While heating the cabin by a heat pump in a low-temperature environment, the battery can also be heated by waste heat from the electric drive, thereby mitigating the impact of low temperatures on the battery.

[0051] Specifically, in low-temperature environments, when the vehicle thermal management system 100 receives a cabin heating command or the control module 8000 automatically generates a cabin heating command, and simultaneously detects that the coolant temperature at the outlet of the electric drive system 115 is high, it can heat the cabin through a heat pump and utilize the waste heat from the electric drive system to heat the battery. For example... Figure 4 As shown, high-temperature, high-pressure refrigerant flows from the compressor discharge port 1011 into the second port 1032 of the water condenser. Under the condensing action of the water condenser 103, the refrigerant changes from a gaseous state to a liquid state. The liquid high-pressure refrigerant flows out from the first port 1031 of the water condenser 103 and passes through the first electronic expansion valve 104. Under the pressure reduction and accumulation action of the first electronic expansion valve 104, a low-temperature, low-pressure liquid mist mixture is formed and flows to the second port 1062 of the outdoor heat exchanger. At this time, the outdoor heat exchanger 106 acts as an evaporator, which absorbs a large amount of heat from the ambient air, causing the refrigerant to become gaseous and flow out from the first port 1061 of the outdoor heat exchanger. It then flows through pipe node E into the second port 3042 of the third electronic expansion valve, and through the first port 3041 of the third electronic expansion valve into the fourth port 1174 of the chiller. After that, it is discharged from the third port 1173 of the chiller and flows into the inlet 1112 of the gas-liquid separator. The gas-liquid separator 111 separates the liquid refrigerant from the gaseous refrigerant. The compressor inlet 1012 draws in gaseous refrigerant from the gas-liquid separator outlet 1111, initiating the next refrigerant cycle. Meanwhile, the low-temperature coolant, flowing through the coolant channel of the water condenser 103, absorbs heat from the refrigerant, generating high-temperature coolant. This high-temperature coolant is then pumped out from the first water pump outlet 1021 and flows into the second port 1142 of the first heater. The first heater 114 can release heat to the coolant flowing into the first heater inlet 1142 as needed, thereby increasing the cabin heating power and system efficiency. Next, the coolant flows from the first heater port 1141 to the first heater core port 1101. As the high-temperature coolant passes through the heater core 110, it releases heat to the air blown out by the blower 113, heating the cabin. At the second port 1102 of the heater core, it reverts to low-temperature coolant and flows back through the coolant channel of the water condenser 103 into the first water pump inlet 1022, forming a cabin heating coolant cycle. Meanwhile, the coolant temperature at the first port 1151 of the electric drive system is relatively high. The high-temperature coolant will flow sequentially through pipe node F, pipe node G, chiller 117 and five-way valve into the inlet 3022 of the third water pump. The high-temperature coolant will flow out from the outlet 3021 of the third water pump and into the second port 1182 of the power battery. The high-temperature coolant will heat the power battery 118 and form a low-temperature coolant at the first port 1181 of the power battery. Then it will flow into the second port 2142 of the second heater, and then flow into the inlet 2022 of the second water pump through the five-way valve. Finally, it will return to the second port 1152 of the electric drive system, forming a coolant circulation for heating the battery with waste heat from the electric drive.

[0052] Figure 6 yes Figure 1 The diagram shows the vehicle thermal management system in both heat pump-heated cabin and electric drive waste heat recovery modes under low-temperature conditions. The control module 8000 controls the second electronic expansion valve 204, the switching valve 119, the third port 1163 of the five-way valve, and the first port 1091 of the three-way valve to close; controls the first electronic expansion valve 104 and the third electronic expansion valve 304; controls the first port 1161, the second port 1162, the fourth port 1164, and the fifth port 1165 of the five-way valve to open; controls the second port 1092 and the third port 1093 of the three-way valve to open; controls the refrigerant flow rate of the compressor 101; controls the coolant flow rate of the first water pump 102, the second water pump 202, and the third water pump 302; controls the air flow rate of the fan 105 and the blower 113; and controls the heating power of the first heater 114 and the second heater 214. This enables a heat pump-heated cabin and an electric drive waste heat recovery mode in low-temperature environments. It utilizes the heat pump refrigerant circulation to provide heating, uses the heaters to heat the battery, and simultaneously recovers waste heat generated by the point-drive system, thereby reducing the energy consumption of the thermal management system.

[0053] Specifically, when the vehicle's thermal management system 100 detects low heat pump efficiency, it uses a heater to heat the battery and recover waste heat from the electric drive system. This is because the refrigerant cycle and the cabin heating cycle are related to... Figure 4 The operating modes shown are the same, so they will not be described again. In this mode, the coolant temperature at the first port 1151 of the electric drive system is high. The high-temperature coolant will flow through pipe node F and pipe node G in sequence, and then through chiller 117 into the five-way valve. At this time, the high-temperature coolant will transfer to the refrigeration circuit, thereby realizing the recovery of waste heat from the electric drive system. Afterwards, the low-temperature coolant flows into the second water pump inlet 2022 and finally flows back to the second port 1152 of the electric drive system. Battery heating is achieved by the second heater 214 heating the coolant. The heated coolant flows out from the first port 2141 of the second heater, flows through the five-way valve 116 and then flows into the third water pump inlet 3022. The high-temperature coolant flows into the second port 1182 of the power battery from the third water pump outlet 3021, and forms a low-temperature coolant at the first port 1181 of the power battery. Finally, it flows through pipe node H back to the second port 2142 of the second heater, forming the battery heating cycle.

[0054] Figure 7 yes Figure 1The diagram shows the system diagram of the vehicle thermal management system in a medium-temperature environment for cooling the battery and electric drive radiator. The control module 8000 controls the compressor 101, first water pump 102, first heater 114, second heater 214, blower 113, first electronic expansion valve 104, second electronic expansion valve 204, third electronic expansion valve 304, switching valve 119, the fourth port 1164 of the five-way valve, and the three-way valve 109 to close. It also controls the opening of the first port 1161, second port 1162, third port 1163, and fifth port 1165 of the five-way valve, controls the coolant flow rate of the second water pump 202 and the third water pump 302, and controls the airflow rate of the fan 105. This achieves a medium-temperature environment cooling mode for the battery and electric drive radiator, ensuring the thermal safety of the electric drive in medium-temperature conditions and reducing thermal management energy consumption.

[0055] Specifically, in a medium-temperature environment, when the cabin has no heating or cooling requirements, the electric drive needs to be cooled. Generally, this environment is suitable and the electric drive generates little heat, allowing it to utilize the radiator for heat dissipation. This allows the compressor to be shut down, reducing system energy consumption. In this mode, the high-temperature coolant generated by the power battery 118 is discharged from the first port 1181 of the power battery, flows through the second heater 214, and through the five-way valve 116 into the second water pump inlet 2022. After being pumped out from the second water pump outlet 2021, it flows through the electric drive system 115. The high-temperature coolant then flows into the second port 1072 of the radiator. Under the fan control of the fan 105, the high-temperature coolant at the second port 1072 of the radiator exchanges heat with the air and cools down, thus achieving heat dissipation. The first port 1071 of the device forms a low-temperature coolant, which flows into the inlet 3022 of the third water pump after passing through the pipe node C and the five-way valve 116. The low-temperature coolant pumped out by the outlet 3021 of the third water pump flows into the power battery 118 to cool the power battery 118. Then the low-temperature coolant flows through the second heater 214 and the five-way valve 116 into the inlet 2022 of the second water pump, and is pumped into the electric drive system 115 by the outlet 2021 of the second water pump, thereby achieving cooling of the battery and the electric drive.

[0056] Figure 8 yes Figure 1The diagram shows the vehicle thermal management system under high-temperature conditions, with cabin cooling and battery chiller cooling modes for electric drive radiator cooling. The control module 8000 controls the first heater 114, the second heater 214, the first water pump 102, the fifth port 1165 of the five-way valve, and the three-way valve 109 to close; controls the switching valve 119, the first electronic expansion valve 104, the second electronic expansion valve 204, and the third electronic expansion valve 304 to open; controls the first port 1161, the second port 1162, the third port 1163, and the fourth port 1164 of the five-way valve to open; controls the first port 1091 and the third port 1093 of the three-way valve to open; controls the refrigerant flow of the compressor 101; controls the coolant flow of the first water pump 102 and the third water pump 302; and controls the airflow of the fan 105 and the blower 113. This enables cabin cooling and battery chiller cooling of the electric drive radiator in high-temperature environments, ensuring cabin comfort and the thermal management safety of the electric drive and battery under high temperatures. The battery chiller solves the problem of insufficient heat dissipation of the battery radiator at high temperatures.

[0057] Specifically, when the air temperature is high, the battery's high-temperature coolant cannot exchange heat with the ambient air through the radiator, so it needs to be cooled by a chiller. When the vehicle thermal management system 100 receives a cabin air conditioning cooling command, or the control module 8000 automatically generates a cabin cooling command, the refrigerant circulates to cool the cabin. High-temperature, high-pressure refrigerant flows from the compressor discharge port 1011 into the second port 1032 of the water condenser 103, then flows out from the first port 1031 of the water condenser, passes through the first electronic expansion valve 104, and flows to the second port 1062 of the outdoor heat exchanger. At this time, the outdoor heat exchanger 106 is used for heat dissipation, and it releases a large amount of heat into the ambient air, causing the refrigerant to become liquid and flow out from the first port 1061 of the outdoor heat exchanger. After passing through the pipe node E, the refrigerant flows to the second electronic expansion valve 204 and the third electronic expansion valve 304 respectively. A portion of the refrigerant passes through the second electronic expansion valve 204, and under the pressure reduction and accumulation effect of the second electronic expansion valve 204, it forms a low-temperature, low-pressure liquid mist mixture that flows to the second port 1122 of the evaporator. At this time, the refrigerant absorbs heat from the air blown out by the blower 113 and reduces humidity through air cooling, and then flows out from the first port 1121 of the evaporator. Another portion of the refrigerant flows through the third electronic expansion valve 304. Under the pressure reduction and accumulation effect of the third electronic expansion valve 304, it forms a low-temperature, low-pressure liquid mist mixture, which flows through the chiller 117 to cool the high-temperature coolant in the battery cooling circuit. The two portions of refrigerant finally converge through pipe node D and flow to the second port of the gas-liquid separator 111, where the liquid and gaseous refrigerants are separated. The compressor inlet 1012 draws in gaseous refrigerant from the gas-liquid separator outlet port 1111, starting the next refrigerant cycle. In the battery chiller refrigeration cycle, high-temperature refrigerant flows out from the first port 1181 of the power battery, flows through pipe node H, flows to the second port 1192 of the switching valve, and then flows out from the first port 1191 of the switching valve to the second port of the chiller. After being cooled by the chiller, low-temperature refrigerant flows out from the first port 1171 of the chiller, flows through the five-way valve to the inlet 3022 of the third water pump, and the third water pump 302 pumps the low-temperature refrigerant from the outlet 3021 to the second port 1182 of the power battery, thereby achieving battery cooling. In the cooling cycle of the electric drive system radiator, the high-temperature coolant discharged from the first port 1151 of the electric drive system flows to the second port 1072 of the radiator through pipe node F and pipe node A. Under the control of the fan 105, the high-temperature coolant at the second port 1072 of the radiator exchanges heat with the air and cools down, forming a low-temperature coolant at the first port 1071 of the radiator. The coolant then flows to the five-way valve 116 through pipe node G. After being discharged through the second port of the five-way valve, the low-temperature coolant flows to the inlet 2022 of the second water pump. The second water pump 2022 pumps the low-temperature coolant through the outlet 2021 to the second port 1152 of the electric drive system, thereby achieving the cooling of the electric drive system.

[0058] Example 3

[0059] An electric vehicle includes the integrated thermal management system described in Example 1, which is controlled by the integrated thermal management system control method described in Example 2, and thus has the beneficial effects of Examples 1 and 2, which will not be repeated here.

[0060] It should be understood that although this specification is described according to various embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0061] The detailed descriptions listed above are merely specific illustrations of feasible embodiments of the present invention and are not intended to limit the scope of protection of the present invention. All equivalent embodiments or modifications made without departing from the spirit of the present invention should be included within the scope of protection of the present invention.

Claims

1. An integrated thermal management system, characterized in that, The vehicle thermal management system (100) includes a heat pump refrigerant cycle, a cabin heating cycle, an electric drive coolant cycle, a battery coolant cycle, and a control module; The heat pump refrigerant cycle includes a compressor (101), a water condenser (103), a first electronic expansion valve (104), an outdoor heat exchanger (106), a second electronic expansion valve (204), an evaporator (112), a third electronic expansion valve (304), and a gas-liquid separator (111); the cabin heating cycle includes a first water pump (102), a three-way valve (109), a first heater (114), and a heater core (110); the electric drive cooling cycle includes a second water pump (202), an electric drive system (115), a radiator (107), an auxiliary water tank (108), and a five-way valve (116); the battery cooling cycle includes a third water pump (302), a power battery (118), a second heater (214), a switching valve (119), and a chiller (117). The compressor suction port (1012) is connected to the gas-liquid separator outlet (1111); the second port (1032) of the water condenser is connected to the compressor discharge port (1011); the first outlet (1031) of the water condenser is connected to the second port (1042) of the first electronic expansion valve; the first port (1041) of the first electronic expansion valve is connected to the second port (1062) of the outdoor heat exchanger; pipe node E is connected to the first port (1061) of the outdoor heat exchanger, the second port (2042) of the second electronic expansion valve, and the second port (3042) of the third electronic expansion valve respectively; the first port (2041) of the second electronic expansion valve is connected to the second port (1122) of the evaporator; pipe node D is divided into Do not connect to the first port (1121) of the evaporator, the third port (1173) of the chiller, and the inlet (1112) of the gas-liquid separator; connect the first port (3041) of the third electronic expansion valve to the fourth port (1174) of the chiller; connect the outlet (1021) of the first water pump to the third end (1093) of the three-way valve; connect the second port (1092) of the three-way valve to the second port (1142) of the first heater; connect pipe node A to the first port (1091) of the three-way valve, the second port (1072) of the radiator, and pipe node F respectively; connect the first port (1141) of the first heater to the first port (1101) of the heater core; connect pipe node B to the second port of the heater core respectively. (1102) Pipe node C is connected to the fourth port (1034) of the water condenser; the inlet (1022) of the first water pump is connected to the third port (1033) of the water condenser; pipe node F is connected to pipe node A, the first port (1151) of the electric drive system and pipe node G respectively; pipe node C is connected to pipe node B, the first port (1071) of the radiator, the third port (1163) of the five-way valve and the first port (1081) of the auxiliary water tank respectively; the second port (1082) of the auxiliary water tank is connected to the third port (1073) of the radiator; the outlet (2021) of the second water pump is connected to the second port (1152) of the electric drive system; the inlet (2022) of the second water pump The third water pump inlet (3022) is connected to the first port (1161) of the five-way valve; the third water pump outlet (3021) is connected to the second port (1182) of the power battery; the pipeline node H is connected to the first port (1181) of the power battery, the second port (1192) of the switch valve and the second port (2142) of the second heater respectively; the first port (2141) of the second heater is connected to the fifth end (1165) of the five-way valve; the pipeline node G is connected to the pipeline node F, the first port (1191) of the switch valve and the inlet (1172) of the chiller respectively; the chiller outlet (1171) is connected to the fourth port (1164) of the five-way valve.

2. The integrated thermal management system according to claim 1, characterized in that, It also includes a fan (105); The fan (105) is used to provide the required airflow for the exchange of heat between the coolant and air in the outdoor heat exchanger (106); and also to provide the required airflow for the exchange of heat between the coolant and air in the radiator (107).

3. The integrated thermal management system according to claim 1, characterized in that, It also includes the blower (113); The blower (113) is used to provide the required air flow for the heat exchange between the refrigerant and air in the evaporator (112), and also to provide the required air flow for the heat exchange between the coolant and air in the heater core (110).

4. The integrated thermal management system according to claim 1, characterized in that, The output interface (8005) of the control module (8000) is connected to the compressor (101), the first water pump (102), the first electronic expansion valve (104), the fan (105), the three-way valve (109), the blower (113), the second electronic expansion valve (204), the first heater (114), the second water pump (202), the five-way valve (116), the third electronic expansion valve (304), the second heater (214), the third water pump (302), and the switching valve (119) for communication.

5. An electric vehicle, characterized in that, The integrated thermal management system includes any one of claims 1-4.

6. A control method for an integrated thermal management system according to any one of claims 1-4, characterized in that, Includes the following steps: The control module (8000) controls the refrigerant flow rate by controlling the compressor (101), the coolant flow rate by controlling the first water pump (102), the second water pump (202) and the third water pump (302), the heating power by controlling the first heater (114) and the second heater (214), the connection and disconnection of the fluid or the achievement of a specified flow state by controlling the switching valve (119), the first electronic expansion valve (104), the second electronic expansion valve (204), the third electronic expansion valve (304), the three-way valve (109) and the five-way valve (116), and the air flow rate by controlling the fan (105) and the blower (113). Thus, the vehicle thermal management system can achieve the following modes: heat pump heating of the cabin and electric drive waste heat heating of the battery in low temperature environment, heat pump heating of the cabin and electric drive waste heat recovery in low temperature environment, battery and electric drive radiator cooling in medium temperature environment, cabin cooling and battery chiller cooling of the electric drive radiator in high temperature environment.

7. The control method for the integrated thermal management system according to claim 6, characterized in that, The control module (8000) controls the second heater (214), the second electronic expansion valve (204), the third port (1163) of the five-way valve and the first port (1091) of the three-way valve to close, controls the first electronic expansion valve (104), the third electronic expansion valve (304) and the switching valve (119) to open, controls the first port (1161), the second port (1162), the fourth port (1164) and the fifth port (1165) of the five-way valve to open, controls the second port (1092) and the third port (1093) of the three-way valve to open, controls the refrigerant flow of the compressor (101), controls the coolant flow of the first water pump (102), the second water pump (202) and the third water pump (302), controls the air flow of the fan (105) and the blower (113), and controls the heating power of the first heater (114), thereby realizing the heat pump heating cabin and the electric drive waste heat heating battery mode in a low temperature environment.

8. The control method for the integrated thermal management system according to claim 6, characterized in that, The control module (8000) controls the second electronic expansion valve (204), the switching valve (119), the third port of the five-way valve (1163) and the first port of the three-way valve (1091) to close, controls the first electronic expansion valve (104) and the third electronic expansion valve (304), controls the first port of the five-way valve (1161), the second port of the five-way valve (1162), the fourth port of the five-way valve (1164) and the fifth port of the five-way valve (1165) to open, controls the second port of the three-way valve (1092) and the third port of the three-way valve (1093) to open, controls the refrigerant flow of the compressor (101), controls the coolant flow of the first water pump (102), the second water pump (202) and the third water pump (302), controls the air flow of the fan (105) and the blower (113), and controls the heating power of the first heater (114) and the second heater (214), thereby realizing the heat pump heating cabin and electric drive waste heat recovery mode in a low temperature environment.

9. The control method for the integrated thermal management system according to claim 6, characterized in that, The control module (8000) controls the compressor (101), the first water pump (102), the first heater (114), the second heater (214), the blower (113), the first electronic expansion valve (104), the second electronic expansion valve (204), the third electronic expansion valve (304), the switch valve (119), the fourth port of the five-way valve (1164) and the three-way valve (109) to close, controls the first port (1161), the second port (1162), the third port (1163) and the fifth port (1165) of the five-way valve to open, controls the coolant flow of the second water pump (202) and the third water pump (302), and controls the air flow of the fan (105) to realize the cooling mode of the battery and electric drive radiator in a medium temperature environment.

10. The control method for the integrated thermal management system according to claim 6, characterized in that, The control module (8000) controls the first heater (114), the second heater (214), the first water pump (102), the fifth port of the five-way valve (1165), and the three-way valve (109) to close, controls the switching valve (119), the first electronic expansion valve (104), the second electronic expansion valve (204), and the third electronic expansion valve (304) to open, controls the first port (1161), the second port (1162), the third port (1163), and the fourth port (1164) of the five-way valve to open, controls the first port (1091) and the third port (1093) of the three-way valve to open, controls the refrigerant flow of the compressor (101), controls the coolant flow of the first water pump (102) and the third water pump (302), and controls the air flow of the fan (105) and the blower (113), thereby realizing the cabin cooling and battery chiller cooling electric drive radiator cooling modes in high-temperature environments.

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