A vehicle integrated thermal management system and a control method thereof

Abstract

The application provides a vehicle integrated thermal management system and a control method thereof, comprising an incubator system, the incubator system comprising a cooling liquid incubator, the cooling liquid incubator being internally provided with an internal heat exchanger and a heat exchange medium, the cooling liquid incubator supplying liquid to heat exchange modules of various working components, a second end of the internal heat exchanger being connected with a C port of a four-way reversing valve and a B end of a compressor, a D port of the four-way reversing valve being connected with a middle part of the internal heat exchanger, an A end of the compressor being connected with a B port of the four-way reversing valve and a first end of an external heat exchanger, a middle part of the external heat exchanger being connected with an A port of the four-way reversing valve, and the external heat exchanger being sequentially connected with a first conveying pump, an expansion valve and the internal heat exchanger. The system and the control method process all load cold / heat demands through the cooling liquid incubator, realize automatic distribution on demand, and reduce control difficulty.

Description

Technical Field

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

[0002] Existing thermal management technologies, such as refrigeration and heat pipe circulation equipment, utilize independent temperature control loops to effectively address the challenges of large temperature fluctuations in electric vehicle batteries. This allows the batteries to adapt to overheating or undercooling ambient temperatures, maintaining normal operation through heat exchange loops. Furthermore, technologies like multi-stage heat dissipation and parallel compression condensation of evaporators and condensers significantly improve the flexibility and heat exchange efficiency of electric vehicle thermal management equipment under high and low temperature conditions.

[0003] However, the following problems still exist: the heat exchange system is complex, the control is not precise and sensitive enough, the response effect is not good enough, the integration is not high enough, and the energy efficiency is not high enough. That is, the system's environmental adaptability, energy saving and adjustability cannot meet the usage requirements well under different environmental modes. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide an integrated thermal management system for vehicles and its control method. By integrating the management of the temperature of each working component of an electric vehicle on demand, and the collection of cold / heat in the coolant insulation tank and then the distribution on demand, the goal of simplifying the pipeline, optimizing the structure, and achieving energy saving and high efficiency of the electric vehicle thermal management system can be achieved.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: A vehicle integrated thermal management system includes a constant temperature box system, the constant temperature box system includes a coolant insulation box, the coolant insulation box is provided with an internal heat exchanger and a heat exchange medium, the internal heat exchanger is connected to a heat pump circulation system, the coolant insulation box supplies liquid to the heat exchange modules of each working component, an integrated controller controls the constant temperature box system, the heat pump circulation system and the heat exchange modules of each working component, the heat pump circulation system includes a four-way reversing valve, a compressor, an external heat exchanger, a first delivery pump and an expansion valve, the second end of the internal heat exchanger is connected to the C port of the four-way reversing valve and the B end of the compressor, the D port of the four-way reversing valve is connected to the middle part of the internal heat exchanger, the A end of the compressor is connected to the B port of the four-way reversing valve and the first end of the external heat exchanger, the middle part of the external heat exchanger is connected to the A port of the four-way reversing valve, and the second end of the external heat exchanger is sequentially connected to the first delivery pump, the expansion valve and the first end of the internal heat exchanger.

[0006] In a preferred embodiment, the coolant insulation tank is equipped with a PTC heater.

[0007] In a preferred embodiment, a replenishment tank is provided on the upper part of the coolant insulation tank.

[0008] In a preferred embodiment, the compressor, the first delivery pump, and the expansion valve are connected in parallel with a first control valve, a second control valve, and a third control valve, respectively.

[0009] In a preferred embodiment, the heat exchange modules of each working component include a battery pack heat exchange module, a cabin heat exchange module, a seat heat exchange module, and a motor heat exchange module. The heat exchange modules of each working component are connected in parallel, and the coolant insulation tank supplies coolant to the heat exchange modules of each working component through a second delivery pump.

[0010] In a preferred embodiment, the parallel pipelines of the battery pack heat exchange module, the cabin heat exchange module, the seat heat exchange module, and the motor heat exchange module are respectively equipped with a first valve, a second valve, a third valve, and a fourth valve.

[0011] The present invention also provides a control method for a vehicle integrated thermal management system, comprising the following steps:

[0012] Step 1: Determine the system's thermal management mode based on ambient temperature, motor shaft output power, battery pack load outlet coolant temperature, cabin cooling / heating mode and target temperature value, motor load outlet coolant temperature, and vehicle driving mode.

[0013] Step 2: In the high-temperature forced cooling mode, the integrated controller issues a cooling command. The first end of the external heat exchanger is connected to the compressor A end, and the compressor B end is connected to the internal heat exchanger. The cooling medium in the internal heat exchanger absorbs heat from the coolant insulation tank. The slider of the four-way reversing valve moves, opening ports C and D. The hot fluid enters the compressor for pressurization through ports D and C in sequence. The first control valve closes, and the compressor compresses the high-temperature fluid from the internal heat exchanger to obtain a high-pressure fluid that reaches the external heat exchanger. The external heat exchanger absorbs the high heat from the compressor through the refrigerant, and the condenser evaporates to dissipate heat. The second control valve and the expansion valve open, and the cooled fluid flows through the second control valve and the expansion valve. The expansion valve depressurizes the cold fluid and it flows into the coolant insulation tank. The second delivery pump pressurizes the cooled fluid into the heat exchange module of the working component. According to the heat exchange requirements of the heat exchange module of the working component, the opening degree of the first valve, the second valve, the third valve, and the fourth valve is controlled.

[0014] Step 3: In the stronger cooling mode, the first control valve is open, the second control valve, the third control valve, and the compressor are closed. The internal heat exchanger transfers heat through the fluid sequentially through the D and C ports of the four-way reversing valve, through the first control valve, and to the external heat exchanger, where it exchanges heat with the natural environment. The cooled fluid flows through the first delivery pump and the expansion valve to the internal heat exchanger. The temperature in the coolant insulation tank decreases, and the cold fluid flows through the second delivery pump into the heat exchange module of the working component for heat exchange.

[0015] Step 4: In high-temperature charging mode, the second delivery pump is turned on and the first valve is opened, while the second, third, and fourth valves are closed. The coolant in the coolant insulation tank is delivered to the battery pack heat exchange module to cool the battery pack. When the coolant temperature at the battery load outlet is detected to be higher than the set temperature B5 and the ambient temperature is higher than the coolant insulation tank temperature, repeat step 2 or 3 to turn on the heat pump circulation system to provide cooling for the battery heat generation in charging mode.

[0016] Step 5: In the low-temperature forced heating mode, the first end of the external heat exchanger is connected to the compressor A end, and the compressor B end is connected to the internal heat exchanger. In extremely cold conditions, the PTC heater starts to heat the coolant in the coolant insulation tank. Then, the second delivery pump transports the hot fluid to the heat exchange modules of each working component for heat exchange and heating. The heat in the coolant insulation tank will reach the external heat exchanger for defrosting through the heat pump circulation system. The first delivery pump and the third control valve are closed, and the second control valve is opened. The cooling medium in the internal heat exchanger absorbs the heat from the coolant. The slider of the four-way reversing valve moves, connecting port D and port C. The first control valve is closed, and the compressor compresses the high-temperature fluid from the internal heat exchanger. The high-pressure fluid reaches the external heat exchanger, where the refrigerant absorbs the high heat from the compressor. The condenser evaporates and dissipates heat, achieving the purpose of defrosting. The cooled fluid flows through the second control valve and the expansion valve. After depressurization, it flows into the coolant insulation tank. When each working component enters the normal temperature range, the PTC heater stops heating.

[0017] Step Six: In the stronger heating mode, the four-way reversing valve connects ports A and B, and the first control valve is closed. The heat generated by the external heat exchanger enters the internal heat exchanger through the compressor, where it evaporates and dissipates heat, causing the working fluid in the coolant insulation tank to heat up. The cooled fluid enters the expansion valve, closes the first delivery pump and the third control valve, and enters the external heat exchanger through the second control valve to continue absorbing ambient heat and entering the heat pump heating cycle. The heat in the heated coolant insulation tank flows to the heat exchange modules of each working component for heating via the second delivery pump.

[0018] The vehicle integrated thermal management system and its control method provided by this invention have the following beneficial effects:

[0019] 1. A control valve is added to each end of the compressor, pump, and expansion valve in the heat pump cycle system, which can realize automatic flow adjustment under various operating conditions, improve heat pump efficiency, and reduce energy consumption.

[0020] 2. Each working component's heat exchange module is equipped with a first valve, a second valve, a third valve, and a fourth valve, which allows for flexible adjustment of the working temperature as needed, improving system stability and efficiency.

[0021] 3. A centralized coolant insulation tank is installed to handle all load cooling / heating demands, enabling automatic on-demand distribution. This coolant insulation tank also acts as an intermediary between the heat pump cycle system and the load system, and the heat collection in the coolant insulation tank reduces the difficulty of system control.

[0022] 4. The thermal management system, consisting of a transfer pump, a coolant insulation tank, and a working component area, simplifies the piping. Attached Figure Description

[0023] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0024] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0025] Figure 2 This is a schematic diagram of a heat pump cycle system;

[0026] Figure 3 This is a schematic diagram of the structure of a four-way directional valve;

[0027] Figure 4 This is a schematic diagram of the constant temperature chamber system;

[0028] Figure 5 This is the control flowchart of the present invention;

[0029] Figure 6 This is a schematic diagram of a high-temperature forced cooling cycle;

[0030] Figure 7 This is a schematic diagram of a low-temperature forced thermal cycle;

[0031] In the diagram: 1. Coolant insulation tank; 2. Internal heat exchanger; 3. Integrated controller; 4. Four-way reversing valve; 5. Compressor; 6. External heat exchanger; 7. First delivery pump; 8. Expansion valve; 9. PTC heater; 10. Replenishment tank; 11. First control valve; 12. Second control valve; 13. Third control valve; 14. Battery pack heat exchange module; 15. Cockpit heat exchange module; 16. Seat heat exchange module; 17. Motor heat exchange module; 18. Second delivery pump; 19. First valve; 20. Second valve; 21. Third valve; 22. Fourth valve. Detailed Implementation

[0032] like Figures 1-4As shown, a vehicle integrated thermal management system includes a constant temperature chamber system, which includes a coolant insulation tank 1. The coolant insulation tank 1 is equipped with an internal heat exchanger 2 and a heat exchange medium. The internal heat exchanger 2 is connected to a heat pump circulation system. The coolant insulation tank 1 supplies coolant to the heat exchange modules of each working component. Specifically, the coolant insulation tank 1 exchanges heat with the heat exchange modules of the operating units through coolant circulation pipes. The coolant circulation pipes deliver coolant through a second delivery pump 18. Each working unit is equipped with a temperature sensor to monitor all components of the system that require temperature control in real time. Through temperature feedback, the system controls changes in operating conditions and the opening degree of each valve to ensure that all components operate at a suitable ambient temperature.

[0033] The integrated controller 3 controls the constant temperature chamber system, the heat pump circulation system, and the heat exchange modules of each working component. The heat pump circulation system includes a four-way reversing valve 4, a compressor 5, an external heat exchanger 6, a first delivery pump 7, and an expansion valve 8. The second end of the internal heat exchanger 2 is connected to the C port of the four-way reversing valve 4 and the B end of the compressor 5. The D port of the four-way reversing valve 4 is connected to the middle part of the internal heat exchanger 2. The A end of the compressor 5 is connected to the B port of the four-way reversing valve 4 and the first end of the external heat exchanger 6. The middle part of the external heat exchanger 6 is connected to the A port of the four-way reversing valve 4. The second end of the external heat exchanger 6 is sequentially connected to the first delivery pump 7, the expansion valve 8, and the first end of the internal heat exchanger 2.

[0034] Changing the flow direction of the four-way reversing valve 4 alters the thermal management operating mode, enabling the adjustment of the heat pump cycle under different operating conditions.

[0035] The coolant insulation box 1 is equipped with a PTC heater 9, forming a constant temperature heat exchange system.

[0036] Preferably, the upper part of the coolant insulation tank 1 is provided with a replenishment tank 10. The replenishment tank 10 serves as a coolant injection channel to ensure sufficient coolant and reduce heat exchange loss.

[0037] The compressor 5, the first delivery pump 7, and the expansion valve 8 are connected in parallel with the first control valve 11, the second control valve 12, and the third control valve 13, respectively. This allows for automatic flow adjustment under various operating conditions, improving heat pump efficiency and reducing energy consumption.

[0038] In this embodiment, the heat exchange modules of each working component include a battery pack heat exchange module 14, a cabin heat exchange module 15, a seat heat exchange module 16, and a motor heat exchange module 17. The heat exchange modules of each working component are connected in parallel, and the coolant insulation tank 1 supplies coolant to the heat exchange modules of each working component through the second delivery pump 18.

[0039] The parallel pipelines of the battery pack heat exchange module 14, cabin heat exchange module 15, seat heat exchange module 16, and motor heat exchange module 17 are respectively equipped with a first valve 19, a second valve 20, a third valve 21, and a fourth valve 22. The heat exchange is adjusted according to the demand of each component.

[0040] A control method for an integrated thermal management system includes the following steps:

[0041] Step 1: Temperature sensors collect temperature information from the external environment, the electric vehicle's condensate, the coolant thermostat, and various working components of the vehicle. Based on the ambient temperature, motor shaft output power, battery pack load outlet coolant temperature, cabin cooling / heating mode and target temperature value, motor load outlet coolant temperature, and vehicle driving mode, the system's thermal management mode is determined.

[0042] like Figure 5 As shown, it can be specifically divided into high-temperature forced cooling mode, low-temperature forced heating mode, moderate forced cooling mode, moderate forced heating mode, high-temperature charging mode, etc. The constant temperature of the constant temperature chamber is set according to the working mode.

[0043] If the feedback indicates that the ambient temperature is higher than the set value A1 and the outlet coolant temperature of the battery load is higher than B1, it is determined that the system is in high-temperature forced cooling mode, compressor 5 is turned on, and the heat pump circulation system operates at full power. If the battery load continues to rise and exceeds B2 (B2 > B1), the switching outputs of the second valve 20 and the third valve 21 are reduced. If the ambient temperature is lower than the set value S of the cabin temperature and the outlet coolant temperature of the battery load is lower than B3, the cabin selects cooling mode, and the set temperature is higher than C1, then the system is determined to be in relatively forced cooling mode. In this case, compressor 5 does not need to be turned on; only the first delivery pump 7 needs to be turned on.

[0044] If the feedback indicates that the ambient temperature is lower than the set value A2 and the air humidity is higher than E1, it is determined that the environment may be frosting. Therefore, the system is set to low-temperature forced heating mode. Upon initial vehicle startup, the backup power supply is activated to power the PTC heater 9, raising the coolant insulation tank 1. The second delivery pump 18 is activated, and only the first valve 19 is opened. When the coolant temperature at the battery outlet exceeds B4, the battery pack power supply is activated. At this time, the power supply to the PTC heater 9 can be switched to the battery pack, and the first delivery pump 7 is activated to address the frosting on the external heat exchanger. Afterward, the first delivery pump 7 is turned off, the compressor 5 is activated, and the heat pump circulation system is started. When the temperature in the constant temperature chamber exceeds S1, the PTC heater 9 can be turned off, and then the cabin load valve 13 is opened.

[0045] Step 2, as follows Figure 6As shown, in the high-temperature forced cooling mode, the integrated controller 3 issues a cooling command. The first end of the external heat exchanger 6 is connected to the A end of the compressor 5, and the B end of the compressor 5 is connected to the internal heat exchanger 2. The cooling medium in the internal heat exchanger 2 absorbs heat from the coolant insulation tank 1. The slider of the four-way reversing valve 4 moves, opening ports C and D. The hot fluid enters the compressor 5 through ports D and C in sequence and is pressurized. The first control valve 11 closes, and the compressor 5 compresses the high-temperature fluid from the internal heat exchanger 2 to obtain a high-pressure fluid that reaches the external heat exchanger. Heater 6, external heat exchanger 6 absorbs high heat from compressor 5 through refrigerant, condensate evaporates and dissipates heat, second control valve 12 and expansion valve 8 open, the cooled fluid flows through second control valve 12 and expansion valve 8, expansion valve 8 depressurizes the cold fluid and flows into coolant insulation tank 1, second delivery pump 18 pressurizes the cooled fluid into the heat exchange module of the working component, and controls the opening degree of first valve 19, second valve 20, third valve 21 and fourth valve 22 according to the heat exchange requirements of the heat exchange module of the working component.

[0046] Step 3: In the stronger cooling mode, the first control valve 11 is opened, the second control valve 12, the third control valve 13, and the compressor 5 are closed. The internal heat exchanger 2 transfers heat through the fluid sequentially through the D and C ports of the four-way reversing valve 4, through the first control valve 11, and to the external heat exchanger 6, where it exchanges heat with the natural environment. The cooled fluid flows through the first delivery pump 7 and the expansion valve 8 to the internal heat exchanger 2. The temperature in the coolant insulation tank 1 decreases, and the cold fluid flows into the heat exchange module of the working component through the second delivery pump 18 for heat exchange.

[0047] Step 4: In the thermal environment charging mode, the second delivery pump 18 is turned on and the first valve 19 is opened, while the second valve 20, the third valve 21, and the fourth valve 22 are closed. The coolant in the coolant insulation tank 1 is delivered to the battery pack heat exchange module 14 to cool the battery pack. When the coolant temperature at the battery load outlet is detected to be higher than the set temperature B5 and the ambient temperature is higher than the temperature of the coolant insulation tank 1, Step 2 or 3 is repeated to turn on the heat pump circulation system to provide cooling for the battery heat generation in the charging mode.

[0048] Step 5, as follows Figure 7As shown, in the low-temperature forced heating mode, the first end of the external heat exchanger 6 is connected to the compressor 5A end, and the compressor 5B end is connected to the internal heat exchanger 2. Under extremely cold conditions, the PTC heater 9 is activated to heat the coolant in the coolant insulation tank 1, and then the second transfer pump 18 transports the hot fluid to the heat exchange modules of each working component for heat exchange to heat each working component; the heat in the coolant insulation tank 1 will reach the external heat exchanger 6 through the heat pump circulation system for defrosting. The first transfer pump 7 and the third control valve 13 are closed, and the second control valve 12 is opened, and the internal... The cooling medium in heat exchanger 2 absorbs heat from the coolant. The slider of the four-way reversing valve 4 moves, opening ports D and C. The first control valve 11 closes. The compressor 5 compresses the high-temperature fluid from the internal heat exchanger 2. The high-pressure fluid reaches the external heat exchanger 6. The external heat exchanger 6 absorbs the high heat from the compressor 5 through the refrigerant. The condenser evaporates and dissipates heat, achieving the purpose of defrosting. The cooled fluid flows through the second control valve 12 and the expansion valve 8. After depressurization, it flows into the coolant insulation tank 1. When all working components enter the normal temperature range, the PTC heater 9 stops heating.

[0049] Step Six: In the stronger heating mode, the external heat exchanger 6 can borrow heat from the outside and generate heat itself. At this time, it generates two portions of heat in a 1:2 ratio to supply heat to the circulation system. The four-way reversing valve 4 connects port A and port B and closes the first control valve 11. The heat generated by the external heat exchanger 6 enters the internal heat exchanger 2 through the compressor 5, where it evaporates and dissipates heat, causing the working fluid in the coolant insulation tank 1 to heat up. The cooled fluid enters the expansion valve 8, closes the first transfer pump 7 and the third control valve 13, and enters the external heat exchanger 6 through the second control valve 12 to continue absorbing ambient heat and entering the heat pump heating cycle. The heat in the heated coolant insulation tank 1 flows to the heat exchange modules of each working component for heating through the second transfer pump 18.

[0050] During the cooling / heating process, the control valves of each component automatically adjust their opening status according to specific needs, achieving the goal of optimizing integration, sensitivity, energy saving, and path simplification.

[0051] This invention employs a centralized coolant insulation tank 1 to handle all load cooling / heating demands, enabling automatic on-demand distribution. This coolant insulation tank 1 also serves as an intermediary between the heat pump cycle system and the load system. The heat collection within the coolant insulation tank 1 also reduces the complexity of system control, further facilitating automatic on-demand distribution.

Claims

1. A control method for a vehicle integrated thermal management system, characterized in that, Includes the following steps: Step 1: Based on the ambient temperature, motor shaft output power, battery pack load outlet coolant temperature, cabin cooling / heating mode and target temperature value, motor load outlet coolant temperature, and vehicle driving mode, determine the thermal management mode of the system and set the constant temperature of the thermostat chamber according to the thermal management mode. Step 2: In the high-temperature forced cooling mode, the integrated controller (3) issues a cooling command. The first end of the external heat exchanger (6) is connected to the A end of the compressor (5), and the B end of the compressor (5) is connected to the internal heat exchanger (2). The cooling medium in the internal heat exchanger (2) absorbs the heat from the coolant insulation box (1). The slider of the four-way reversing valve (4) moves, opening ports C and D. The hot fluid enters the compressor (5) for pressurization through ports D and C. The first control valve (11) closes, and the compressor (5) compresses the high-temperature fluid from the internal heat exchanger (2) to obtain high-pressure fluid that reaches the external heat exchanger (6). 6) The external heat exchanger (6) absorbs the high heat from the compressor (5) through the refrigerant, and the condenser evaporates to dissipate heat. The second control valve (12) and the expansion valve (8) are opened. The fluid after heat dissipation flows through the second control valve (12) and the expansion valve (8). The expansion valve (8) depressurizes the cold fluid and flows into the coolant insulation tank (1). The second delivery pump (18) pressurizes the cooled fluid into the heat exchange module of the working component. According to the heat exchange requirements of the heat exchange module of the working component, the opening degree of the first valve (19), the second valve (20), the third valve (21) and the fourth valve (22) are controlled. Step 3: In the stronger cooling mode, the first control valve (11) is opened, the second control valve (12), the third control valve (13), and the compressor (5) are closed. The internal heat exchanger (2) transfers heat through the fluid sequentially through the D and C ports of the four-way reversing valve (4), through the first control valve (11), and reaches the external heat exchanger (6) to exchange heat with the natural environment. The cooled fluid flows through the first delivery pump (7) and the expansion valve (8) to reach the internal heat exchanger (2). The temperature in the coolant insulation tank (1) decreases, and the cold fluid flows into the heat exchange module of the working component through the second delivery pump (18) for heat exchange. Step 4: In high-temperature charging mode, turn on the second delivery pump (18) and open the first valve (19), and close the second valve (20), the third valve (21) and the fourth valve (22). The coolant in the coolant insulation tank (1) is delivered to the battery pack heat exchange module (14) to cool the battery pack. When the temperature of the coolant at the battery load outlet is detected to be higher than the set temperature B5 and the ambient temperature is higher than the temperature of the coolant insulation tank (1), repeat step 2 or 3 to turn on the heat pump circulation system to provide cooling for the battery heat generation in charging mode. Step 5: In the low-temperature forced heating mode, the first end of the external heat exchanger (6) is connected to the A end of the compressor (5), and the B end of the compressor (5) is connected to the internal heat exchanger (2). In extremely cold conditions, the PTC heater (9) is activated to heat the coolant in the coolant insulation tank (1), and then the second transfer pump (18) transports the hot fluid to the heat exchange modules of each working component for heat exchange to heat each working component; the heat in the coolant insulation tank (1) will reach the external heat exchanger (6) for defrosting through the heat pump circulation system. The first transfer pump (7) and the third control valve (13) are closed, and the second control valve (12) is opened. The cooling medium in the heat exchanger (2) absorbs the heat of the coolant. The slider of the four-way reversing valve (4) moves to connect port D and port C. The first control valve (11) closes. The compressor (5) compresses the high-temperature fluid from the internal heat exchanger (2). The high-pressure fluid reaches the external heat exchanger (6). The external heat exchanger (6) absorbs the high heat from the compressor (5) through the refrigerant. The condenser evaporates and dissipates heat to achieve the purpose of defrosting. The fluid after heat dissipation flows through the second control valve (12) and the expansion valve (8). After pressure reduction, it flows into the coolant insulation tank (1). When each working component enters the normal temperature range, the PTC heater (9) stops heating. Step 6: In the stronger heating mode, the four-way reversing valve (4) connects port A and port B, and closes the first control valve (11). The heat generated by the external heat exchanger (6) enters the internal heat exchanger (2) through the compressor (5), where it evaporates and dissipates heat, causing the working fluid in the coolant insulation tank (1) to heat up. The cooled fluid enters the expansion valve (8), closes the first delivery pump (7) and the third control valve (13), and enters the external heat exchanger (6) through the second control valve (12) to continue absorbing ambient heat and entering the heat pump heating cycle. The heat in the heated coolant insulation tank (1) flows to the heat exchange modules of each working component for heating through the second delivery pump (18).

2. A vehicle integrated thermal management system controlled by the control method described in claim 1, characterized in that, The system includes a constant temperature chamber system, which includes a coolant insulation tank (1). The coolant insulation tank (1) is equipped with an internal heat exchanger (2) and a heat exchange medium. The internal heat exchanger (2) is connected to the heat pump circulation system. The coolant insulation tank (1) supplies liquid to the heat exchange modules of each working component. An integrated controller (3) controls the constant temperature chamber system, the heat pump circulation system, and the heat exchange modules of each working component. The heat pump circulation system includes a four-way reversing valve (4), a compressor (5), an external heat exchanger (6), a first delivery pump (7), and an expansion valve. (8) The second end of the internal heat exchanger (2) is connected to the C port of the four-way reversing valve (4) and the B end of the compressor (5). The D port of the four-way reversing valve (4) is connected to the middle part of the internal heat exchanger (2). The A end of the compressor (5) is connected to the B port of the four-way reversing valve (4) and the first end of the external heat exchanger (6). The middle part of the external heat exchanger (6) is connected to the A port of the four-way reversing valve (4). The second end of the external heat exchanger (6) is sequentially connected to the first delivery pump (7), the expansion valve (8), and the first end of the internal heat exchanger (2).

3. The vehicle integrated thermal management system according to claim 2, characterized in that, The coolant insulation tank (1) is equipped with a PTC heater (9).

4. The vehicle integrated thermal management system according to claim 2, characterized in that, The coolant insulation tank (1) is equipped with a replenishment tank (10) on its upper part.

5. A vehicle integrated thermal management system according to claim 2, characterized in that, The compressor (5) is connected in parallel with a first control valve (11), the first delivery pump (7) is connected in parallel with a second control valve (12), and the expansion valve (8) is connected in parallel with a third control valve (13).

6. A vehicle integrated thermal management system according to claim 2, characterized in that, The heat exchange modules of each working component include a battery pack heat exchange module (14), a cabin heat exchange module (15), a seat heat exchange module (16), and a motor heat exchange module (17). The heat exchange modules of each working component are connected in parallel. The coolant insulation tank (1) supplies coolant to the heat exchange modules of each working component through the second delivery pump (18).

7. A vehicle integrated thermal management system according to claim 6, characterized in that, The parallel pipelines of the battery pack heat exchange module (14), cabin heat exchange module (15), seat heat exchange module (16) and motor heat exchange module (17) are respectively equipped with a first valve (19), a second valve (20), a third valve (21) and a fourth valve (22).

Images