Dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles

Abstract

This invention provides an integrated thermal management system for electric vehicles with a dual-evaporation temperature heat pump, comprising: a heat pump circulation loop equipped with a dual-intake compression device and a first three-way valve; a battery thermal management circulation loop equipped with a battery thermal management module; an electric drive thermal management circulation loop equipped with an electric drive thermal management module; an indoor heat exchange module including an indoor heat exchange fan, a first indoor heat exchanger, and an indoor heat exchange device; an outdoor heat exchange module including an outdoor heat exchange fan and an outdoor heat exchange device; a heat exchanger including a first heat exchange channel and a second heat exchange channel; and further comprising a first four-way valve and a second four-way valve. This improves the low-temperature heating capability of the thermal management system, achieves close integration between the various thermal management subsystems, exhibits high integration and strong coupling, and can reduce the energy consumption of the thermal management system.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to an integrated thermal management system for electric vehicles with a dual-evaporation temperature heat pump. Background Technology

[0002] The thermal management system is a crucial component of electric vehicles (EVs). Besides creating a comfortable cabin environment, it must also maintain the battery, motor, and electronic control components within suitable temperature ranges, ensuring the safe and efficient operation of the EV. The EV's thermal management system consists of three subsystems: the cabin thermal management system, the battery thermal management system, and the motor thermal management system. In traditional thermal management systems, these three subsystems often operate independently, resulting in poor coupling and low integration. Furthermore, due to the lack of usable engine waste heat, the thermal management system needs to possess both cooling and heating capabilities. Currently, the low energy efficiency and high power consumption of EV thermal management systems are significant factors contributing to the reduced driving range of EVs and hindering their further widespread adoption.

[0003] To improve the energy efficiency of thermal management systems, heat pump heating and waste heat recovery solutions have been gradually applied to existing thermal management technologies. One existing thermal management method utilizes the heat from the battery thermal management system to heat the passenger compartment. This system preheats the refrigerant at the condenser outlet using the battery's thermal management system heat, then reduces pressure and throttles it to absorb heat from the outdoor environment, compensating for insufficient heat absorption by the refrigerant at low temperatures. Another method utilizes waste heat from the motor and battery to heat the passenger compartment. This system uses refrigerant flowing in series through the motor control unit, drive motor, drive battery, and interior heater core to heat the cabin air.

[0004] However, as a multi-grade energy management system, the existing technologies for electric vehicle thermal management systems, while recovering and utilizing waste heat from power components to improve heating performance, do not consider the grade differences of different heat sources and heat sinks within the system. On one hand, in low-temperature environments, the temperature grade of outdoor air is much lower than that of the battery's waste heat, causing a heat pump system using a single suction pressure to operate at a lower evaporation temperature. On the other hand, the temperature grade of the motor's waste heat is much higher than that of the battery's waste heat. Using the same utilization method for these two different grades of waste heat reduces the system's overall energy utilization efficiency. Therefore, the current thermal management technologies' use of a single energy utilization method for heat sources of different temperature grades and a single energy supply form for heat sinks of different grades results in low overall energy utilization efficiency, limiting the system's energy efficiency and hindering further improvements. Summary of the Invention

[0005] This invention provides an integrated thermal management system for electric vehicles with a dual-evaporation temperature heat pump, which addresses the shortcomings of existing thermal management systems, such as low low-temperature heating capacity and low energy utilization efficiency. It can switch between single-heat-source mode and composite-heat-source mode based on the operating status of the electric drive thermal management module and the battery thermal management module, as well as environmental conditions. The composite-heat-source mode improves the low-temperature heating capacity of the thermal management system, achieves close integration between various thermal management subsystems, has high integration and strong coupling, and can reduce the energy consumption of the thermal management system and increase the driving range of electric vehicles.

[0006] This invention provides an integrated thermal management system for electric vehicles using a dual-evaporation-temperature heat pump, comprising:

[0007] A heat pump circulation loop is provided with a dual-intake compression device and a first three-way valve. The dual-intake compression device includes a first cylinder and a second cylinder arranged in parallel. The two outlet ends of the first three-way valve are connected in series in the heat pump circulation loop. The exhaust ends of the first cylinder and the second cylinder are connected to the inlet end of the first three-way valve. The intake ends of the first cylinder and the second cylinder are connected to the heat pump circulation loop.

[0008] A battery thermal management loop, wherein a battery thermal management module is provided on the battery thermal management loop;

[0009] An electric drive thermal management loop is provided with an electric drive thermal management module.

[0010] An indoor heat exchange module includes an indoor heat exchange fan, a first indoor heat exchanger, and an indoor heat exchange device. The indoor heat exchange device includes a first indoor heat exchange channel and a second indoor heat exchange channel. The indoor heat exchange fan is used to drive the air in the indoor air duct to exchange heat with the first indoor heat exchanger, the first indoor heat exchange channel, and the second indoor heat exchange channel.

[0011] An outdoor heat exchange module, comprising an outdoor heat exchange fan and an outdoor heat exchange device, wherein the outdoor heat exchange device comprises a first outdoor heat exchange channel and a second outdoor heat exchange channel, and the outdoor heat exchange fan is used to drive the air in the outdoor air duct to exchange heat with the first outdoor heat exchange channel and the second outdoor heat exchange channel.

[0012] A heat exchanger, the heat exchanger comprising a first heat exchange channel and a second heat exchange channel;

[0013] The first indoor heat exchanger, the first heat exchange channel, the first outdoor heat exchange channel and the first indoor heat exchange channel are sequentially connected and arranged on the heat pump circulation loop. The second outdoor heat exchange channel is arranged on the electric drive thermal management circulation loop. The second indoor heat exchange channel is arranged in parallel on the electric drive thermal management circulation loop. The second heat exchange channel is arranged on the battery thermal management circulation loop.

[0014] It also includes a first four-way valve and a second four-way valve. The first four-way valve has two adjacent ports connected in series in the battery thermal management loop and the other two ports connected in series in the electric drive thermal management loop. The second four-way valve has two adjacent ports connected in series in the battery thermal management loop and the other two ports connected in series in the electric drive thermal management loop. The first four-way valve and the second four-way valve are respectively located at both ends of the battery thermal management module and the electric drive thermal management module.

[0015] According to the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system provided by the present invention, a first expansion valve is provided on the pipeline connecting the first indoor heat exchanger and the heat pump circulation loop, a second expansion valve is provided on the pipeline connecting the first outdoor heat exchange channel and the heat pump circulation loop, and a third expansion valve is provided on the pipeline connecting the first heat exchange channel and the heat pump circulation loop.

[0016] According to the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system provided by the present invention, the heat pump circulation loop is provided with a first one-way valve connected in parallel with the second expansion valve.

[0017] According to the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system provided by the present invention, a first valve is provided on the pipeline connecting the second indoor heat exchange channel and the electric drive thermal management circulation loop, and a second valve is provided on the pipeline connecting the second outdoor heat exchange channel and the electric drive thermal management circulation loop.

[0018] According to the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system provided by the present invention, the intake ends of the first cylinder and the second cylinder are connected to each other, and a third valve is provided on the pipeline connecting the intake ends of the first cylinder and the second cylinder; a fourth valve is provided on the pipeline connecting the intake end of the first cylinder to the heat pump circulation loop.

[0019] The integrated thermal management system for electric vehicles with dual evaporation temperature heat pump provided by the present invention further includes a second three-way valve. The intake ends of the first cylinder and the second cylinder are connected to each other. A second one-way valve is provided on the pipeline connecting the intake ends of the first cylinder and the second cylinder. The inlet end of the second one-way valve is connected to the intake end of the first cylinder, and the outlet end of the second one-way valve is connected to the intake end of the second cylinder. One inlet end and one outlet end of the second three-way valve are connected in series on the intake end pipeline of the second cylinder, and the other outlet end of the second three-way valve is connected to the intake end pipeline of the first cylinder.

[0020] According to the dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by the present invention, the battery thermal management circulation loop is provided with a first circulation pump connected in series with the battery thermal management module, and the electric drive thermal management circulation loop is provided with a second circulation pump connected in series with the electric drive thermal management module.

[0021] According to the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system provided by the present invention, the indoor heat exchange device includes a second indoor heat exchanger and a third indoor heat exchanger, and the first indoor heat exchange channel and the second indoor heat exchange channel are respectively disposed on the second indoor heat exchanger and the third indoor heat exchanger; the outdoor heat exchange device includes a first outdoor heat exchanger and a second outdoor heat exchanger, and the first outdoor heat exchange channel and the second outdoor heat exchange channel are respectively disposed on the first outdoor heat exchanger and the second outdoor heat exchanger.

[0022] According to the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system provided by the present invention, the indoor heat exchange device includes an indoor three-medium heat exchanger, wherein the first indoor heat exchange channel and the second indoor heat exchange channel are disposed on the indoor three-medium heat exchanger; the outdoor heat exchange device includes an outdoor three-medium heat exchanger, wherein the first outdoor heat exchange channel and the second outdoor heat exchange channel are disposed on the outdoor three-medium heat exchanger.

[0023] The integrated thermal management system for electric vehicles with dual evaporation temperature heat pump provided by the present invention further includes an intermediate gas replenishment device. The intermediate gas replenishment device includes an intermediate heat exchanger, a fourth expansion valve, and a third one-way valve. The intermediate heat exchanger includes a first channel and a second channel. The first channel is connected in series in the heat pump circulation loop. The third one-way valve, the second channel, and the fourth expansion valve are connected in series and then in parallel in the heat pump circulation loop. The inlet end of the third one-way valve is connected to the intermediate heat exchanger, and the outlet end of the third one-way valve is connected to the heat pump circulation loop.

[0024] This invention provides an integrated thermal management system for electric vehicles with a dual evaporation temperature heat pump. This system can switch between single-heat-source and multi-heat-source modes based on the operating status of the electric drive thermal management module and the battery thermal management module, as well as environmental conditions. It can also switch between single-heat-source and multi-heat-source modes based on load demand, thus improving the system's adaptability to varying operating conditions. Furthermore, this integrated thermal management system achieves switching between single-evaporation temperature heat pump mode and dual-evaporation temperature mode by controlling the opening and closing of the dual intake ports of the compressor. This enables multi-grade energy utilization under various operating conditions, resulting in a highly adaptable and energy-efficient system that helps reduce heat pipe... This invention improves the energy consumption of the electric vehicle system and increases the driving range of electric vehicles. The dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by this invention can operate in a quasi-two-stage compression model under low-temperature environmental conditions and without usable waste heat, thereby improving the heating performance of the heat pump system under high pressure ratio conditions and expanding the operating temperature range of the electric vehicle thermal management system. The dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by this invention integrates cabin thermal management, battery thermal management, and electric drive thermal management functions, which can meet the diverse thermal needs of the cabin, battery, and electric drive under different operating conditions, and realizes the close integration between various thermal management subsystems, with high integration and strong coupling. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of Embodiment 1 of the dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by the present invention;

[0027] Figure 2 This is a schematic diagram of the first operating mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 1;

[0028] Figure 3 This is a schematic diagram of the second operation mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 1;

[0029] Figure 4 This is a schematic diagram of the third operation mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 1;

[0030] Figure 5 This is a schematic diagram of the fourth operating mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 1;

[0031] Figure 6 This is a schematic diagram of the fifth operating mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 1;

[0032] Figure 7 This is a schematic diagram of the sixth operating mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 1;

[0033] Figure 8 This is a schematic diagram of Embodiment 2 of the dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by the present invention;

[0034] Figure 9 This is a schematic diagram of one operating mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in Example 2;

[0035] Figure 10 This is a schematic diagram of Embodiment 3 of the Dual Evaporation Temperature Heat Pump Type Integrated Thermal Management System for Electric Vehicles provided by the present invention;

[0036] Figure 11 This is a schematic diagram of Embodiment 4 of the dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by the present invention.

[0037] Figure label:

[0038] 1. Heat pump circulation loop; 101. First three-way valve; 102. First cylinder; 103. Second cylinder; 104. First expansion valve; 105. Second expansion valve; 106. Third expansion valve; 107. First check valve; 108. First valve; 109. Third valve; 110. Fourth valve; 111. Intermediate heat exchanger; 112. Fourth expansion valve; 113. Third check valve; 114. Second three-way valve; 115. Second check valve;

[0039] 2. Battery thermal management circulation loop; 201. Battery thermal management module; 202. First circulation pump;

[0040] 3. Electric drive thermal management circulation loop; 301. Electric drive thermal management module; 302. Second valve; 303. Second circulation pump;

[0041] 4. Indoor heat exchange module; 401. Indoor heat exchange fan; 402. First indoor heat exchanger; 403. Second indoor heat exchanger; 404. Third indoor heat exchanger; 405. Indoor three-medium heat exchanger; 4051. First indoor three-medium heat exchange pipeline; 4052. Second indoor three-medium heat exchange pipeline;

[0042] 5. Outdoor heat exchange module; 501. Outdoor heat exchange fan; 502. First outdoor heat exchanger; 503. Second outdoor heat exchanger; 504. Outdoor three-medium heat exchanger; 5041. First outdoor three-medium heat exchange pipeline; 5042. Second outdoor three-medium heat exchange pipeline;

[0043] 6. Heat exchanger; 601. First heat exchange channel; 602. Second heat exchange channel;

[0044] 7. First four-way valve; 8. Second four-way valve. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0046] The following is combined with Figures 1-11 This invention describes a dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles.

[0047] Example 1

[0048] like Figure 1 The diagram shown is a schematic representation of Embodiment 1 of the dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles provided by the present invention. The dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles in this embodiment includes:

[0049] In this embodiment, the heat pump circulation loop 1 is provided with a dual-suction compression device and a first three-way valve 101. The dual-suction compression device includes a first cylinder 102 and a second cylinder 103 arranged in parallel. The two outlet ends A and B of the first three-way valve 101 are connected in series on the heat pump circulation loop 1. The exhaust ends of the first cylinder 102 and the second cylinder 103 are connected to the inlet end C of the first three-way valve 101. The suction ends of the first cylinder 102 and the second cylinder 103 are connected to the heat pump circulation loop 1.

[0050] In this embodiment, the battery thermal management loop 2 is provided with a battery thermal management module 201. The battery thermal management module 201 is used to perform thermal management on the battery and exchange heat with other parts of the system through the refrigerant in the battery thermal management loop 2.

[0051] In this embodiment, the electric drive thermal management loop 3 is provided with an electric drive thermal management module 301. The electric drive thermal management module 301 is used to manage the heat generated by the operation of the electric drive system and to exchange heat with other parts of the system through the refrigerant in the electric drive thermal management loop 3.

[0052] The indoor heat exchange module 4 includes an indoor heat exchange fan 401, a first indoor heat exchanger 402, and an indoor heat exchange device. In this embodiment, the indoor heat exchange device includes a first indoor heat exchange channel and a second indoor heat exchange channel. In this embodiment, the indoor heat exchange device includes a second indoor heat exchanger 403 and a third indoor heat exchanger 404. The first indoor heat exchange channel and the second indoor heat exchange channel are respectively disposed on the second indoor heat exchanger 403 and the third indoor heat exchanger 404. The indoor heat exchange fan 401 is used to drive the air in the indoor air duct to exchange heat with the first indoor heat exchanger 402, the second indoor heat exchanger 403, and the third indoor heat exchanger 404.

[0053] The outdoor heat exchange module 5 includes an outdoor heat exchange fan 501 and an outdoor heat exchange device. The outdoor heat exchange device includes a first outdoor heat exchange channel and a second outdoor heat exchange channel. In this embodiment, the outdoor heat exchange device includes a first outdoor heat exchanger 502 and a second outdoor heat exchanger 503. The first outdoor heat exchange channel and the second outdoor heat exchange channel are respectively disposed on the first outdoor heat exchanger 502 and the second outdoor heat exchanger 503. The outdoor heat exchange fan 501 is used to drive the air in the outdoor air duct to exchange heat with the first outdoor heat exchanger 502 and the second outdoor heat exchanger 503.

[0054] Heat exchanger 6 includes a first heat exchange channel 601 and a second heat exchange channel 602;

[0055] The first indoor heat exchanger 402, the first heat exchange channel 601, the first outdoor heat exchanger 502, and the second indoor heat exchanger 403 are sequentially connected and arranged on the heat pump circulation loop 1. The second outdoor heat exchanger 503 is arranged on the electric drive thermal management circulation loop 3. The third indoor heat exchanger 404 is arranged in parallel on the electric drive thermal management circulation loop 3. The second heat exchange channel 602 is arranged on the battery thermal management circulation loop 2.

[0056] It also includes a first four-way valve 7 and a second four-way valve 8. The two adjacent ports a and b of the first four-way valve 7 are connected in series on the battery thermal management loop 2, and the two ports c and d are connected in series on the electric drive thermal management loop 3. The two adjacent ports b and c of the second four-way valve 8 are connected in series on the battery thermal management loop 2, and the two ports a and d are connected in series on the electric drive thermal management loop 3. The first four-way valve 7 and the second four-way valve 8 are respectively located at both ends of the battery thermal management module 201 and the electric drive thermal management module 301. By controlling the conduction and disconnection between the ports of the first four-way valve 7 and the second four-way valve 8 between the battery thermal management loop 2 and the electric drive thermal management loop 3, the battery thermal management loop 2 and the electric drive thermal management loop 3 can operate independently, or they can be connected in series, which facilitates the switching of the system between different modes.

[0057] like Figure 1 As shown, in this embodiment, a first expansion valve 104 is provided on the pipeline connecting the first indoor heat exchanger 402 and the heat pump circulation loop 1, a second expansion valve 105 is provided on the pipeline connecting the first outdoor heat exchanger 502 and the heat pump circulation loop 1, and a third expansion valve 106 is provided on the pipeline connecting the first heat exchange channel 601 and the heat pump circulation loop 1.

[0058] like Figure 1 As shown, in this embodiment, the heat pump circulation loop 1 is provided with a first one-way valve 107 connected in parallel with the second expansion valve 105. When the second expansion valve 105 is closed, the refrigerant in the heat pump circulation loop 1 can flow through the one-way valve and prevent refrigerant backflow.

[0059] like Figure 1 As shown, in this embodiment, a first valve 108 is provided on the pipeline connecting the third indoor heat exchanger 404 and the electric heat management circulation loop 3 to facilitate the control of whether the third indoor heat exchanger 404 is turned on or off.

[0060] like Figure 1 As shown, in this embodiment, a second valve 302 is provided on the pipeline connecting the second outdoor heat exchanger 503 and the electric thermal management circulation loop 3 to facilitate control of whether the second outdoor heat exchanger 503 is turned on or off.

[0061] like Figure 1As shown, in this embodiment, the intake ends of the first cylinder 102 and the second cylinder 103 are connected to each other, and a third valve 109 is provided on the pipeline connecting the intake ends of the first cylinder 102 and the second cylinder 103; a fourth valve 110 is provided on the pipeline connecting the intake end of the first cylinder 102 to the heat pump circulation loop 1. When the third valve 109 is open and the fourth valve 110 is closed, the intake ends of the first cylinder 102 and the second cylinder 103 simultaneously draw air and have the same intake state. When the third valve 109 is closed and the fourth valve 110 is open, the intake ends of the first cylinder 102 and the second cylinder 103 can draw air independently and have different intake states.

[0062] like Figure 1 As shown, in this embodiment, the battery thermal management loop 2 is equipped with a first circulation pump 202 connected in series with the battery thermal management module 201, and the electric drive thermal management loop 3 is equipped with a second circulation pump 303 connected in series with the electric drive thermal management module 301. The first circulation pump 202 is used to drive the refrigerant to flow in the battery thermal management loop 2, and the second circulation pump 303 is used to drive the refrigerant to flow in the electric drive thermal management loop 3.

[0063] The following section will elaborate on the six operating modes of the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system in this embodiment.

[0064] Mode 1 - Single Evaporation Temperature Cooling Mode

[0065] like Figure 2 The diagram shown illustrates the operation of the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system in single-evaporation-temperature cooling mode according to this embodiment. In this mode, the first valve 108 is open, the second valve 302 is open, the third valve 109 is open, the fourth valve 110 is open, the A port of the first three-way valve 101 is open, and the B and C ports are open; the first expansion valve 104 is throttled; the second expansion valve 105 is open; the third expansion valve 106 is throttled; the a and b ports and the c and d ports of the first four-way valve 7 are open; and the a and d ports and the b and c ports of the second four-way valve 8 are open. In heat pump circulation loop 1, the first indoor heat exchanger 402 and heat exchanger 6 are evaporators, which cool the air in the indoor air duct and the refrigerant in the battery thermal management circulation loop 2, respectively. The first outdoor heat exchanger 502 is a condenser, which dissipates heat to the air in the outdoor air duct. The air intake of the first cylinder 102 and the air intake of the second cylinder 103 are connected and have the same air intake pressure. The evaporation temperature of the two evaporators in heat pump circulation loop 1 is the same.

[0066] In this mode, the battery thermal management loop 2 and the electric drive thermal management loop 3 operate independently. The refrigerant in the battery thermal management loop 2 is cooled at the heat exchanger 6 and the heat generated by the battery system is removed at the battery thermal management module 201. The refrigerant in the electric drive thermal management loop 3 is cooled at the second outdoor heat exchanger 503 and the heat generated by the electric drive system is removed at the electric drive thermal management module 301.

[0067] In this mode, outdoor air is used as a heat sink. The heat pump system dissipates the heat from the cabin and battery thermal management module 201 into the outdoor environment, while the air-cooled radiator dissipates the heat from the electric drive thermal management module 301 into the outdoor environment. When the ambient temperature is high and the cabin needs cooling, and the battery system and motor system need to be cooled, the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system operates in single-evaporation temperature cooling mode.

[0068] Mode 2 - Single heat source, single evaporation temperature heating mode

[0069] like Figure 3 The diagram shown illustrates the operation of the dual-evaporation-temperature heat pump electric vehicle integrated thermal management system in single-heat-source, single-evaporation-temperature heating mode according to this embodiment. In this mode, the first valve 108 is open, the second valve 302 is open, the third valve 109 is open, the fourth valve 110 is open, the A and C ports of the first three-way valve 101 are open, the B port is open, the first expansion valve 104 is open, the second expansion valve 105 is throttled, the third expansion valve 106 is open, the a and d ports of the first four-way valve 7 are open, and the b and c ports are open; the a and d ports of the second four-way valve 8 are open, and the b and c ports are open. In the heat pump circulation loop 1, the first outdoor heat exchanger 502 is the evaporator, extracting heat from the air in the outdoor duct; the second indoor heat exchanger 403 is the condenser, heating the air in the indoor duct; the suction port of the first cylinder 102 and the suction port of the second cylinder 103 are connected and have the same suction pressure.

[0070] In this mode, the battery thermal management loop 2 and the electric drive thermal management loop 3 operate in series. The refrigerant in the loop is cooled at the second outdoor heat exchanger 503 and then flows through the battery thermal management module 201 and the electric drive thermal management module 301 in sequence, carrying away the heat generated by the operation of the battery system and the electric drive system.

[0071] In this mode, outdoor air is used as the heat source, and the heat pump system absorbs heat from the outdoor air to heat the cabin. When the ambient temperature is low, the cabin needs heating but the heating demand is not high, and the battery system and motor system generate little heat, the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system operates in single heat source single-evaporation temperature heating mode.

[0072] Mode 3 - Composite Heat Source Dual Evaporation Temperature Heating Mode

[0073] like Figure 4 The diagram shown illustrates the operation of the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system in the dual-evaporation-temperature heating mode with a composite heat source, according to this embodiment. In this mode, the first valve 108 is open, the second valve 302 is closed, the third valve 109 is closed, the fourth valve 110 is open, the A and C ports of the first three-way valve 101 are open, the B port is closed, the first expansion valve 104 is closed, the second expansion valve 105 is throttled, the third expansion valve 106 is throttled, the a and b ports and the c and d ports of the first four-way valve 7 are open, and the a and d ports and the b and c ports of the second four-way valve 8 are open. In the heat pump circulation loop 1, the first outdoor heat exchanger 502 and the heat exchanger 6 are evaporators, which extract heat from the air in the outdoor air duct and the refrigerant in the battery thermal management circulation loop 2, respectively. The second indoor heat exchanger 403 is a condenser, which heats the air in the indoor air duct. The suction ports of the first cylinder 102 and the second cylinder 103 are disconnected and have different suction pressures, resulting in different evaporation temperatures for the first outdoor heat exchanger 502 and the heat exchanger 6.

[0074] In this mode, the battery thermal management loop 2 and the electric drive thermal management loop 3 operate independently. The refrigerant in the battery thermal management loop 2 is cooled at the heat exchanger 6 and the heat generated by the battery system is removed at the battery thermal management module 201. The refrigerant in the electric drive thermal management loop 3 is cooled at the third indoor heat exchanger 404 to heat the air in the indoor air duct and the heat generated by the electric drive system is removed at the electric drive thermal management module 301.

[0075] In this mode, outdoor air, battery thermal management module 201, and electric drive thermal management module 301 serve as heat sources. Since the electric drive thermal management module 301 has the highest temperature grade, it directly utilizes the high-temperature refrigerant in the electric drive thermal management loop 3 to heat the cabin air. Because the battery thermal management module 201 and outdoor air have lower temperature grades, the heat pump system enhances their heat grade to heat the cabin air. Since the battery thermal management module 201 has a higher temperature grade than the outdoor air, the two evaporators operate at different evaporation temperatures. When the ambient temperature is very low, the cabin requires heating and the heating demand is high, and the battery system and motor system generate a high amount of heat, the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system operates in a composite heat source dual-evaporation-temperature heating mode.

[0076] Mode 4 - Single heat source, single evaporation, temperature-controlled dehumidification and heating mode

[0077] like Figure 5The diagram shown illustrates the operation of the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system in the single-heat-source, single-evaporation-temperature dehumidification and heating mode in this embodiment. In this mode, the first valve 108 is open, the second valve 302 is open, the third valve 109 is open, the fourth valve 110 is open, the A and C ports of the first three-way valve 101 are open, and the B port is open; the first expansion valve 104 is throttled; the second expansion valve 105 is open; the third expansion valve 106 is open; the a and d ports and the b and c ports of the first four-way valve 7 are open; and the a and d ports and the b and c ports of the second four-way valve 8 are open. In the heat pump circulation loop 1, the first indoor heat exchanger 402 is the evaporator, cooling and dehumidifying the air in the indoor duct; the second indoor heat exchanger 403 is the condenser, heating the air in the indoor duct; the suction ports of the first cylinder 102 and the second cylinder 103 are connected and have the same suction pressure.

[0078] In this mode, the battery thermal management loop 2 and the electric drive thermal management loop 3 operate in series. The refrigerant in the loop is cooled at the second outdoor heat exchanger 503 and then flows through the battery thermal management module 201 and the electric drive thermal management module 301 in sequence, carrying away the heat generated by the operation of the battery system and the electric drive system.

[0079] In this mode, the air in the indoor air duct is cooled and dehumidified by the first indoor heat exchanger 402, and then reheated by the second indoor heat exchanger 403. When the ambient temperature is low, the cabin needs heating and dehumidification, but the heating demand is not high, and the heat generation of the battery system and motor system is low, the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system operates in single heat source single-evaporation temperature dehumidification and heating mode.

[0080] Mode 5 - Composite Heat Source Single Evaporation Temperature Dehumidification and Heating Mode

[0081] like Figure 6 The diagram shown illustrates the operation of the dual-evaporation-temperature heat pump type electric vehicle integrated thermal management system in the composite heat source single-evaporation-temperature dehumidification and heating mode according to this embodiment. In this mode, the first valve 108 is open, the second valve 302 is closed, the third valve 109 is open, the fourth valve 110 is closed, the A and C ports of the first three-way valve 101 are open, the B port is closed, the first expansion valve 104 is throttled, the second expansion valve 105 is closed, the third expansion valve 106 is throttled, the a and b ports and the c and d ports of the first four-way valve 7 are open, and the a and d ports and the b and c ports of the second four-way valve 8 are open. In the heat pump circulation loop 1, the first indoor heat exchanger 402 and the heat exchanger 6 are evaporators, which respectively cool and dehumidify the air in the indoor air duct and extract heat from the refrigerant in the battery thermal management circulation loop 2. The second indoor heat exchanger 403 is a condenser, which heats the air in the indoor air duct. The suction port of the first cylinder 102 and the suction port of the second cylinder 103 are connected and have the same suction pressure.

[0082] In this mode, the battery thermal management loop 2 and the electric drive thermal management loop 3 operate independently. The refrigerant in the battery thermal management loop 2 is cooled at the heat exchanger 6 and the heat generated by the battery system is removed at the battery thermal management module 201. The refrigerant in the electric drive thermal management loop 3 is cooled at the third indoor heat exchanger 404 to heat the air in the indoor air duct and the heat generated by the electric drive system is removed at the electric drive thermal management module 301.

[0083] In this mode, indoor air, battery thermal management module 201, and electric drive thermal management module 301 serve as heat sources. Since the electric drive thermal management module 301 has the highest temperature grade, it directly utilizes the high-temperature refrigerant in the electric drive thermal management loop 3 to heat the cabin air. Because the battery thermal management module 201 and indoor air have similar temperature grades, both evaporators operate at the same evaporation temperature. The first indoor heat exchanger 402 is used to cool and dehumidify the indoor air, and the heat exchanger 6 is used to recover waste heat from the battery thermal management module 201. When the ambient temperature is very low, the cabin requires heating and dehumidification, and the heating demand is high, while the battery system and motor system generate a high amount of heat, the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system operates in a composite heat source single-evaporation temperature dehumidification and heating mode.

[0084] Mode 6 - Composite Heat Source Dual Evaporation Temperature Dehumidification and Heating Mode

[0085] like Figure 7 The diagram shown illustrates the operation of the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system in the composite heat source dual-evaporation temperature dehumidification and heating mode according to this embodiment. In this mode, the first valve 108 is open, the second valve 302 is open, the third valve 109 is open, the fourth valve 110 is open, the A and C ports of the first three-way valve 101 are open, the B port is open, the first expansion valve 104 and the second expansion valve 105 are throttled, the third expansion valve 106 is open, the a and d ports of the first four-way valve 7 are open, the b and c ports are open, and the a and d ports of the second four-way valve 8 are open, as are the b and c ports. In the heat pump circulation loop 1, the first indoor heat exchanger 402 and the first outdoor heat exchanger 502 are evaporators, which respectively cool and dehumidify the air in the indoor air duct and extract heat from the air in the outdoor air duct. The second indoor heat exchanger 403 is a condenser, which heats the air in the indoor air duct. The air intake port of the first cylinder 102 and the air intake port of the second cylinder 103 are disconnected and the intake pressure is different. The evaporation temperature of the first indoor heat exchanger 402 and the first outdoor heat exchanger 502 is different.

[0086] The battery thermal management loop 2 and the electric drive thermal management loop 3 operate in series. The refrigerant in the loop is cooled at the second outdoor heat exchanger 503 and then flows through the battery thermal management module 201 and the electric drive thermal management module 301 in sequence, carrying away the heat generated by the operation of the battery system and the electric drive system.

[0087] In this mode, indoor and outdoor air are used as heat sources. Due to the significant temperature difference between indoor and outdoor air, the two evaporators operate at different evaporation temperatures. The first indoor heat exchanger 402 is used to cool and dehumidify the indoor air, while the first outdoor heat exchanger 502 is used to absorb heat from the outdoor air. When the ambient temperature is very low, the cabin needs heating and dehumidification, and the heating demand is high while the heat generation of the battery system and motor system is low, the dual-evaporation temperature heat pump type electric vehicle integrated thermal management system operates in a composite heat source dual-evaporation temperature dehumidification and heating mode.

[0088] Example 2

[0089] like Figure 8 The diagram shown is a schematic representation of Embodiment 2 of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles provided by the present invention. This embodiment of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles adds an intermediate gas injection device to Embodiment 1. In this embodiment, the intermediate gas injection device includes an intermediate heat exchanger 111, a fourth expansion valve 112, and a third one-way valve 113. The intermediate heat exchanger 111 includes a first channel and a second channel. The first channel is connected in series in the heat pump circulation loop 1. The third one-way valve 113, the second channel, and the fourth expansion valve 112 are connected in series and then in parallel in the heat pump circulation loop 1. The inlet end of the third one-way valve 113 is connected to the intermediate heat exchanger 111, and the outlet end of the third one-way valve 113 is connected to the heat pump circulation loop 1.

[0090] The dual-evaporation temperature heat pump type electric vehicle integrated thermal management system of this embodiment can run all modes in Embodiment 1. When the ambient temperature is low and the single-stage compression heating performance of the heat pump is significantly reduced, it can run a quasi-dual-stage compression heating mode to improve the heating performance of the thermal management system in extreme working conditions and increase the operating temperature range of the vehicle thermal management system.

[0091] The following is a detailed description of one operating mode of the integrated thermal management system for dual-evaporation temperature heat pump electric vehicles in this embodiment.

[0092] Mode 1 - Quasi-two-stage compression heating mode

[0093] like Figure 9The diagram shown illustrates the quasi-two-stage compression heating mode of the integrated thermal management system for electric vehicles with dual evaporation temperature heat pumps provided by this invention. In this mode, the first valve 108 is open, the second valve 302 is open, the third valve 109 is open, the fourth valve 110 is open, the A and C ports of the first three-way valve 101 are open, the B port is open, the first expansion valve 104 is open, the second expansion valve 105 is throttled, the third expansion valve 106 is open, the fourth expansion valve 112 is throttled, the a and d ports of the first four-way valve 7 are open, the b and c ports are open, and the a and d ports of the second four-way valve 8 are open, as are the b and c ports. In the heat pump circulation loop 1, the first outdoor heat exchanger 502 is an evaporator that extracts heat from the air in the outdoor air duct, and the second indoor heat exchanger 403 is a condenser that heats the air in the indoor air duct. The suction ports of the first cylinder 102 and the second cylinder 103 are disconnected and have different suction pressures. The suction of the first cylinder 102 is the low-pressure refrigerant from the evaporator outlet, and the suction of the second cylinder 103 is the medium-pressure refrigerant from the outlet of the intermediate heat exchanger 111.

[0094] In this mode, the battery thermal management loop 2 and the electric drive thermal management loop 3 operate in series. The refrigerant in the loop is cooled at the second outdoor heat exchanger 503 and then flows through the battery thermal management module 201 and the electric drive thermal management module 301 in sequence, carrying away the heat generated by the operation of the battery system and the electric drive system.

[0095] In this mode, outdoor air is used as the heat source, and the two cylinders draw in low-pressure and medium-pressure refrigerants, respectively. Due to the low outdoor air temperature, the low-temperature heating performance of the heat pump system is improved through quasi-two-stage compression. When the ambient temperature is very low, the cabin requires heating and the heating demand is high, while the battery system and motor system generate little heat, the integrated thermal management system of the dual-evaporation temperature heat pump electric vehicle operates in quasi-two-stage compression heating mode.

[0096] Example 3

[0097] like Figure 10 The diagram shown is a schematic representation of Embodiment 3 of the integrated thermal management system for electric vehicles with dual evaporation temperature heat pumps provided by the present invention. Compared to Embodiment 1, this embodiment of the integrated thermal management system for electric vehicles with dual evaporation temperature heat pumps further includes a second three-way valve 114. The intake ends of the first cylinder 102 and the second cylinder 103 are interconnected. A second one-way valve 115 is provided on the pipeline connecting the intake ends of the first cylinder 102 and the second cylinder 103. One inlet end A and one outlet end B of the second three-way valve 114 are connected in series on the intake end pipeline of the second cylinder 103, and the other outlet end C of the second three-way valve 114 is connected to the intake end pipeline of the first cylinder 102. By controlling the opening and closing of the second three-way valve 114, the system can switch between a single evaporation temperature mode and a dual evaporation temperature mode.

[0098] The dual-evaporation temperature heat pump type electric vehicle integrated thermal management system of this embodiment can operate in all modes of Embodiment 1, and the second one-way valve 115 can be built into the compressor housing, which is smaller in size than that of Embodiment 1.

[0099] Example 4

[0100] like Figure 11 The diagram shown is a schematic representation of Embodiment 4 of the dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles provided by the present invention. Compared with Embodiment 1, the dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles in this embodiment has the following differences:

[0101] The indoor heat exchange module 4 includes an indoor heat exchange fan 401, a first indoor heat exchanger 402, and an indoor three-medium heat exchanger 405. The indoor three-medium heat exchanger 405 includes a first indoor three-medium heat exchange pipeline 4051 and a second indoor three-medium heat exchange pipeline 4052. The first indoor heat exchanger 402 and the first indoor three-medium heat exchange pipeline 4051 are connected in series on the heat pump circulation loop 1, and the second indoor three-medium heat exchange pipeline 4052 is connected in parallel on the electric drive heat management circulation loop 3. The indoor heat exchange fan 401 is used to drive the air in the indoor air duct to exchange heat with the first indoor heat exchanger 402 and the indoor three-medium heat exchanger 405.

[0102] The outdoor heat exchange module 5 includes an outdoor heat exchange fan 501 and an outdoor three-medium heat exchanger 504. The outdoor three-medium heat exchanger 504 includes a first outdoor three-medium heat exchange pipeline 5041 and a second outdoor three-medium heat exchange pipeline 5042. The first outdoor three-medium heat exchange pipeline 5041 is connected in series on the heat pump circulation loop 1, and the second outdoor three-medium heat exchange pipeline 5042 is connected in series on the electric drive heat management circulation loop 3. The outdoor heat exchange fan 501 is used to drive the air in the outdoor air duct to exchange heat with the outdoor three-medium heat exchanger 504.

[0103] The dual-evaporation temperature heat pump type electric vehicle integrated thermal management system of this embodiment simplifies and combines the second indoor heat exchanger 403 and the third indoor heat exchanger 404, the first outdoor heat exchanger 502 and the second outdoor heat exchanger 503 in Embodiment 1 into an indoor three-medium heat exchanger 405 and an outdoor three-medium heat exchanger 504, respectively. This structure can realize all operating modes of the system in Embodiment 1, and reduces the number of heat exchangers in the thermal management system, further simplifying the thermal management system of electric vehicles.

[0104] As can be seen from the above description of the dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles of the present invention, the dual-evaporation-temperature heat pump type integrated thermal management system for electric vehicles of the present invention has the following advantages:

[0105] (1) The dual-evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by this invention can switch between single heat source mode and composite heat source mode according to the operating status of the electric drive thermal management module and the battery thermal management module and the environmental conditions. In single heat source mode, if outdoor air is used as the heat source, the system is in heating mode; if indoor air is used as the heat source, the system is in dehumidification mode; if the battery electric drive component is used as the heat source, the system is in waste heat recovery mode; when the system uses two or three of the outdoor air, indoor air, and battery electric drive component as heat sources simultaneously, the system is in composite heat source mode. Compared with the single heat source mode, the composite heat source mode improves the low-temperature heating capacity of the thermal management system, and the switching between single heat source mode and composite heat source mode according to load demand improves the system's adaptability to changing operating conditions.

[0106] (2) The dual-intake heat pump type integrated thermal management system for electric vehicles provided by this invention can switch the appropriate energy application mode according to the energy grade of different heat sources. When the heat source temperature grade is high, the direct utilization method is adopted; when the heat source temperature grade is low, the heat pump utilization method is adopted. When the system operates in composite heat source mode and the temperature grades of the two low-grade heat sources are similar, the single evaporation temperature heat pump mode is adopted; when the system operates in composite heat source mode and the temperature grades of the two low-grade heat sources are significantly different, the dual evaporation temperature heat pump mode is adopted, thereby improving the heat pump evaporation temperature and coefficient of performance. The dual evaporation temperature heat pump type integrated thermal management system for electric vehicles provided by this invention achieves the switching between single evaporation temperature heat pump mode and dual evaporation temperature mode by opening and closing the dual intake ports of the compression device. It realizes multi-grade energy cascade utilization under various operating conditions. The system has strong adaptability to changing operating conditions and high energy efficiency, which is conducive to reducing the energy consumption of the thermal management system and improving the driving range of electric vehicles.

[0107] (3) The dual-evaporation temperature heat pump type electric vehicle integrated thermal management system provided by the present invention can operate a quasi-two-stage compression model in low-temperature environment conditions and when there is no usable waste heat, which improves the heating performance of the heat pump system under high pressure ratio conditions and expands the operating temperature range of the electric vehicle thermal management system.

[0108] (4) The dual-evaporation temperature heat pump type electric vehicle integrated thermal management system provided by the present invention integrates cabin thermal management, battery thermal management and electric drive thermal management functions, which can meet the diverse thermal needs of cabin, battery and electric drive under different working conditions, realize the close integration between various thermal management subsystems, and have high integration and strong coupling.

[0109] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A dual-evaporation temperature heat pump type electric vehicle integrated thermal management system, characterized by, The application relates to a heat pump system. The heat pump system comprises a heat pump circulation loop, a battery thermal management circulation loop, an electric drive thermal management circulation loop, an indoor heat exchange module and an outdoor heat exchange module. The heat pump circulation loop is provided with a double-suction compression device and a first three-way valve. The double-suction compression device comprises a first cylinder and a second cylinder which are arranged in parallel. Two outlet ends of the first three-way valve are arranged in series on the heat pump circulation loop. The exhaust end of the first cylinder and the exhaust end of the second cylinder are connected with the inlet end of the first three-way valve. The suction end of the first cylinder and the suction end of the second cylinder are connected with the heat pump circulation loop. The battery thermal management circulation loop is provided with a battery thermal management module. The electric drive thermal management circulation loop is provided with an electric drive thermal management module.

2. The dual-evaporation temperature heat pump electric vehicle integrated thermal management system of claim 1, wherein, The indoor heat exchange module comprises an indoor heat exchange fan, a first indoor heat exchanger and an indoor heat exchange device.

3. The dual-evaporation temperature heat pump electric vehicle integrated thermal management system of claim 2, wherein, The indoor heat exchange device comprises a first indoor heat exchange channel and a second indoor heat exchange channel.

4. The dual-evaporation temperature heat pump electric vehicle integrated thermal management system of claim 1, wherein, The indoor heat exchange fan is used for driving the air in an indoor air duct to exchange heat with the first indoor heat exchanger, the first indoor heat exchange channel and the second indoor heat exchange channel. The outdoor heat exchange module comprises an outdoor heat exchange fan and an outdoor heat exchange device. The outdoor heat exchange device comprises a first outdoor heat exchange channel and a second outdoor heat exchange channel. The outdoor heat exchange fan is used for driving the air in an outdoor air duct to exchange heat with the first outdoor heat exchange channel and the second outdoor heat exchange channel. The heat exchanger comprises a first heat exchange channel and a second heat exchange channel. The first indoor heat exchanger, the first heat exchange channel, the first outdoor heat exchange channel and the first indoor heat exchange channel are sequentially arranged on the heat pump circulation loop. The second outdoor heat exchange channel is arranged on the electric drive thermal management circulation loop. The second indoor heat exchange channel is arranged in parallel on the electric drive thermal management circulation loop. The second heat exchange channel is arranged on the battery thermal management circulation loop. The first four-way valve and the second four-way valve are arranged on the battery thermal management circulation loop and the electric drive thermal management circulation loop. The first four-way valve and the second four-way valve are arranged at two ends of the battery thermal management module and the electric drive thermal management module respectively. A first expansion valve is arranged on a pipeline connecting the first indoor heat exchanger and the heat pump circulation loop. A second expansion valve is arranged on a pipeline connecting the first outdoor heat exchange channel and the heat pump circulation loop. A third expansion valve is arranged on a pipeline connecting the first heat exchange channel and the heat pump circulation loop. A first one-way valve is arranged in parallel with the second expansion valve on the heat pump circulation loop. A first valve is arranged on a pipeline connecting the second indoor heat exchange channel and the electric drive thermal management circulation loop. A second valve is arranged on a pipeline connecting the second outdoor heat exchange channel and the electric drive thermal management circulation loop.

5. The dual-evaporation-temperature heat-pump electric vehicle integrated thermal management system according to any one of claims 1-4, characterized in that, The intake ends of the first cylinder and the second cylinder are connected to each other, and a third valve is provided on the pipeline connecting the intake ends of the first cylinder and the second cylinder; a fourth valve is provided on the pipeline connecting the intake end of the first cylinder to the heat pump circulation loop.

6. The dual-evaporation-temperature heat-pump electric vehicle integrated thermal management system according to any one of claims 1-4, wherein, It also includes a second three-way valve. The intake ends of the first cylinder and the second cylinder are connected to each other. A second one-way valve is provided on the pipeline connecting the intake ends of the first cylinder and the second cylinder. The inlet end of the second one-way valve is connected to the intake end of the first cylinder, and the outlet end of the second one-way valve is connected to the intake end of the second cylinder. One inlet end and one outlet end of the second three-way valve are connected in series on the intake end pipeline of the second cylinder, and the other outlet end of the second three-way valve is connected to the intake end pipeline of the first cylinder.

7. The dual-evaporation-temperature heat-pump electric vehicle integrated thermal management system according to any one of claims 1-4, wherein, The battery thermal management circulation loop is equipped with a first circulation pump connected in series with the battery thermal management module, and the electric drive thermal management circulation loop is equipped with a second circulation pump connected in series with the electric drive thermal management module.

8. The dual-evaporation-temperature heat-pump electric vehicle integrated thermal management system according to any one of claims 1-4, wherein, The indoor heat exchange device includes a second indoor heat exchanger and a third indoor heat exchanger, with the first indoor heat exchange channel and the second indoor heat exchange channel respectively disposed on the second indoor heat exchanger and the third indoor heat exchanger; the outdoor heat exchange device includes a first outdoor heat exchanger and a second outdoor heat exchanger, with the first outdoor heat exchange channel and the second outdoor heat exchange channel respectively disposed on the first outdoor heat exchanger and the second outdoor heat exchanger.

9. The dual-evaporation-temperature heat-pump electric vehicle integrated thermal management system according to any one of claims 1-4, wherein, The indoor heat exchange device includes an indoor three-medium heat exchanger, with the first indoor heat exchange channel and the second indoor heat exchange channel disposed on the indoor three-medium heat exchanger; the outdoor heat exchange device includes an outdoor three-medium heat exchanger, with the first outdoor heat exchange channel and the second outdoor heat exchange channel disposed on the outdoor three-medium heat exchanger.

10. The dual-evaporation-temperature heat-pump electric vehicle integrated thermal management system of any of claims 1-4, wherein, It also includes an intermediate gas supply device, which includes an intermediate heat exchanger, a fourth expansion valve, and a third check valve. The intermediate heat exchanger includes a first channel and a second channel. The first channel is connected in series in the heat pump circulation loop. The third check valve, the second channel, and the fourth expansion valve are connected in series and then in parallel in the heat pump circulation loop. The inlet end of the third check valve is connected to the intermediate heat exchanger, and the outlet end of the third check valve is connected to the heat pump circulation loop.

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