Electric vehicle integrated thermal management system and electric vehicle

Abstract

The present invention discloses an integrated thermal management system for an electric vehicle and an electric vehicle, wherein the integrated thermal management system for an electric vehicle comprises a battery thermal management system, an electric drive thermal management system and a cabin air-conditioning system, wherein a first heat exchange channel of a battery heat exchanger is connected to a heat exchange circulation loop of the battery thermal management system, a cooling circulation loop of the electric drive thermal management system supplies heat to the heat exchange circulation loop when a battery heating condition is met, a heat pump air-conditioning main circuit of the cabin air-conditioning system is used to adjust the cabin temperature and can switch between a cooling mode and a heating mode, a battery heat exchange branch is bypassed on the heat pump air-conditioning main circuit, a second heat exchange channel of a battery heat exchanger is connected to the battery heat exchange branch, so that heat is exchanged with the heat exchange circulation loop when a temperature control demand instruction of the power battery is triggered, then the temperature control of the power battery can make full use of the heat generated by the electric drive thermal management system and the temperature control of the shared cabin air-conditioning system, thereby improving the energy utilization rate of the entire thermal management system.

Description

Technical Field

[0001] The present invention belongs to the technical field of electric vehicles, and in particular relates to an electric vehicle integrated thermal management system and an electric vehicle. Background Art

[0002] With the rapid development of new energy vehicles, electric vehicles are increasingly replacing engines with batteries and electric drives, and their thermal management systems are undergoing significant changes. In practical applications, electric vehicles typically require thermal management of components such as the cabin, battery, and powertrain to maintain temperatures within acceptable operating ranges. However, current thermal management systems in electric vehicles are not effectively integrated, leading to widespread energy underutilization. Summary of the Invention

[0003] In view of the above-mentioned defects or shortcomings, the present invention provides an integrated thermal management system for electric vehicles and an electric vehicle, aiming to solve the technical problem that existing thermal management systems are not effectively integrated and thus have insufficient energy utilization.

[0004] To achieve the above-mentioned objectives, the first aspect of the present invention provides an electric vehicle integrated thermal management system, wherein the electric vehicle integrated thermal management system includes a battery thermal management system, an electric drive thermal management system and a cabin air-conditioning system; the battery thermal management system has a heat exchange circulation loop for regulating the temperature of the power battery, and the heat exchange circulation loop is connected to a first heat exchange channel of a battery heat exchanger; the electric drive thermal management system has a cooling circulation loop for dissipating heat from the electric drive system, and the cooling circulation loop is used to supply heat to the heat exchange circulation loop when the battery heating conditions are met; the cabin air-conditioning system has a heat pump air-conditioning main circuit and a battery heat exchange branch, the heat pump air-conditioning main circuit is used to regulate the cabin temperature and can switch between cooling mode and heating mode, the battery heat exchange branch is bypassed on the heat pump air-conditioning main circuit, and the battery heat exchange branch is connected to a second heat exchange channel of the battery heat exchanger, so that heat can be exchanged with the heat exchange circulation loop when the power battery temperature control demand instruction is triggered.

[0005] In an embodiment of the present invention, the main circuit of the heat pump air conditioner includes a compression section, a hot and cold switching section and a reflux section arranged in sequence. The compression section is provided with a compressor for compressing the refrigerant. The reflux section can allow the refrigerant to flow back to the compressor. The hot and cold switching section has a cooling path and a heating path and is connected to the compression section through a path switching valve group. The path switching valve group can switch between the cooling path and the heating path according to the temperature control demand instruction, and the battery heat exchange branch is connected to the hot and cold switching section and is also connected to a second expansion valve.

[0006] In an embodiment of the present invention, the path switching valve group includes a four-way reversing valve, and an off-vehicle heat exchanger, a first expansion valve and an on-vehicle heat exchanger are sequentially provided on the hot and cold switching section. The four-way reversing valve has two first reversing valve ports that are connected to the compression section and the reflux section in a one-to-one correspondence, and a second reversing valve port and a third reversing valve port that are connected to the two ends of the hot and cold switching section in a one-to-one correspondence. The four-way reversing valve is used to switch and select one of the two first reversing valve ports to be connected to the second reversing valve port, and the other to be connected to the third reversing valve port, and the battery heat exchange branch is bypassed between the off-vehicle heat exchanger and the first expansion valve.

[0007] In an embodiment of the present invention, the path switching valve group includes a first three-way valve and an on-off valve, the inlet valve port of the first three-way valve is connected to the compression section, the hot and cold switching section includes an outside-vehicle condensation section, an inside-vehicle condensation section and an inside-vehicle evaporation section, the outside-vehicle condensation section and the inside-vehicle condensation section are arranged in parallel and the two ends are connected to form a first connecting end and a second connecting end, the first connecting end is connected to the first valve outlet port of the first three-way valve, the second connecting end is connected to the inside-vehicle evaporation section, the reflux section is connected to the inside-vehicle evaporation section and the compression section, the outside-vehicle condensation section and the inside-vehicle condensation section are both provided with an on-off valve and a condenser, the inside-vehicle evaporation section is provided with a first expansion valve and an inside-vehicle evaporator, the first end of the battery heat exchange branch is bypassed between the second connecting end and the first expansion valve, and the second end is respectively connected to the second valve outlet port and the reflux section of the first three-way valve, and the first three-way valve is used to select at least one of the first valve outlet port and the second valve outlet port to be connected to the inlet valve port.

[0008] In an embodiment of the present invention, the third heat exchange channel of the economizer is connected to the hot-cold switching section, and the cabin air-conditioning system also has an over-modulation heat exchange branch, in which the third expansion valve and the fourth heat exchange channel of the economizer are connected in sequence, and the end of the over-modulation heat exchange branch close to the third expansion valve is connected to the hot-cold switching section, and the end away from the third expansion valve leads to the compressor.

[0009] In an embodiment of the present invention, the electric vehicle integrated thermal management system further includes a thermal management control device, which is communicatively connected to the compressor, the path switching valve group, the first expansion valve, and the second expansion valve, and is configured to:

[0010] Upon receiving a temperature adjustment demand instruction from the cabin air conditioner, the system controls the compressor to start, and controls the first expansion valve, the second expansion valve, and the path switching valve group according to the temperature adjustment demand instruction from the cabin air conditioner to switch to the corresponding path;

[0011] When receiving a temperature control demand instruction from the power battery, the compressor is started, and the first expansion valve, the second expansion valve, and the path switching valve group are controlled according to the temperature control demand instruction of the power battery to switch to the corresponding path;

[0012] When receiving simultaneous temperature control demand instructions for the cabin air conditioner and the power battery, the compressor is controlled to start, and the first expansion valve, the second expansion valve and the path switching valve group are controlled according to the simultaneous temperature control demand instructions, so that the cabin air conditioner and the power battery are switched to the corresponding paths.

[0013] In an embodiment of the present invention, the cabin air conditioning system further includes a cabin heating device, which is used to heat the cabin and is communicatively connected to the thermal management control device. Upon receiving a temperature control request from the cabin air conditioner, the cabin heating device controls starting the compressor, opening the first expansion valve, closing the second expansion valve, and controlling the path switching valve group to switch between a cooling path and a heating path based on the temperature control request from the cabin air conditioner. The control includes:

[0014] Upon receiving a heating demand command from the cabin air conditioner, determining the ambient temperature outside the vehicle;

[0015] When the ambient temperature outside the vehicle is lower than a first preset frost temperature, the compressor is controlled to stop working, and the cabin heating device is controlled to start;

[0016] When the ambient temperature outside the vehicle is higher than the first preset frosting temperature, the compressor is started, the first expansion valve is opened, the second expansion valve is closed, and the path switching valve group is controlled to switch to the corresponding heating path according to the heating demand instruction of the cabin air conditioner.

[0017] In an embodiment of the present invention, upon receiving a temperature regulation demand instruction of the power battery, controlling the compressor to start, and controlling the first expansion valve, the second expansion valve, and the path switching valve group according to the temperature regulation demand instruction of the power battery to switch to the corresponding path includes:

[0018] When receiving a cooling demand instruction from the power battery, controlling to start a first circulation pump in the heat exchange circulation loop to control the heat exchange circulation loop to perform self-circulation;

[0019] When the speed of the first circulation pump reaches the maximum allowable speed and the temperature of the power battery is maintained above the preset maximum temperature, the compressor is controlled to start, and the first expansion valve, the second expansion valve and the path switching valve group are controlled according to the cooling demand instruction of the power battery to switch to the corresponding cooling path.

[0020] In an embodiment of the present invention, the battery thermal management system further includes a battery heating device, which is used to heat the power battery and is communicatively connected to the thermal management control device. When receiving a temperature control demand instruction of the power battery, the battery heating device controls the start-up of the compressor and controls the first expansion valve, the second expansion valve, and the path switching valve group according to the temperature control demand instruction of the power battery, so that switching to the corresponding path further includes:

[0021] Upon receiving a power battery heating demand instruction, determining the ambient temperature outside the vehicle;

[0022] When the ambient temperature outside the vehicle is lower than a second preset frost temperature, the compressor is controlled to stop working, and the battery heating device is controlled to start;

[0023] When the ambient temperature outside the vehicle is higher than the second preset frosting temperature, the compressor is controlled to start, and the first expansion valve, the second expansion valve and the path switching valve group are controlled according to the temperature adjustment requirement instruction of the power battery to switch to the corresponding path.

[0024] In an embodiment of the present invention, an electric vehicle integrated thermal management system includes a detection device, the detection device including a first temperature and pressure sensor group, a second temperature and pressure sensor group, and a third temperature and pressure sensor group, each of which is communicatively connected to a thermal management control device. The first temperature and pressure sensor group is provided at the inlet and outlet of the compressor. An in-vehicle heat exchanger or an in-vehicle evaporator is provided in the vehicle on the main circuit of the heat pump air conditioner. The second temperature and pressure sensor group is provided at the inlet and outlet of the in-vehicle heat exchanger or the in-vehicle evaporator. The third temperature and pressure sensor group is provided at the inlet and outlet of the second heat exchange channel. The thermal management control device is further configured as follows:

[0025] Determine the calculation formula of the system energy efficiency ratio according to the current temperature control demand instruction;

[0026] Calculate the current system energy efficiency ratio based on the detection data of the detection device and the calculation formula of the system energy efficiency ratio;

[0027] When the calculated result of the current system energy efficiency ratio is lower than the preset minimum energy efficiency ratio, the control sends a prompt message.

[0028] In an embodiment of the present invention, upon receiving a simultaneous temperature adjustment request instruction for the cabin air conditioner and the power battery, controlling the compressor to start, and controlling the first expansion valve, the second expansion valve, and the path switching valve group according to the simultaneous temperature adjustment request instruction so that the cabin air conditioner and the power battery are switched to corresponding paths further includes:

[0029] When the compressor cannot simultaneously meet the temperature control requirements of the cabin air conditioning and the power battery, the opening of the second expansion valve is controlled to be adjusted to the maximum opening, and the opening of the first expansion valve is adjusted according to the maximum energy efficiency ratio of the current system.

[0030] In an embodiment of the present invention, the cooling circulation loop includes a driving section and a heat dissipation section connected end to end in sequence, a second circulation pump is provided on the driving section and flows through the electric drive system, a radiator is provided on the heat dissipation section, a first connecting section and a second connecting section are respectively provided at both ends of the driving section, and the first connecting section and the second connecting section are separated by a power battery and are respectively connected to the heat exchange circulation loop, an electric drive opening and closing valve is provided on the first connecting section, the driving section, the heat dissipation section and the second connecting section are connected by a second three-way valve, the second three-way valve can select at least one of the heat dissipation section and the second connecting section to be connected to the driving section, and is used to select the second connecting section to be connected to the driving section when the battery heating conditions are met, so as to supply heat to the heat exchange circulation loop.

[0031] In an embodiment of the present invention, the heat pump air-conditioning main circuit is provided with an external heat exchanger or an external condenser outside the vehicle, the radiator is arranged close to the external heat exchanger or the external condenser, and the second three-way valve is used to select the heat dissipation section and the driving section to be connected when the external defrosting conditions are met, so that the radiator defrosts the external heat exchanger or the external condenser.

[0032] To achieve the above-mentioned object, a second aspect of the present invention provides an electric vehicle, wherein the electric vehicle includes the electric vehicle integrated thermal management system according to the above-mentioned method.

[0033] Through the above technical solution, the electric vehicle integrated thermal management system provided by the present invention has the following beneficial effects:

[0034] When using the above-mentioned electric vehicle integrated thermal management system, since it includes a battery thermal management system, an electric drive thermal management system and a cabin air-conditioning system, the cooling circulation loop of the electric drive thermal management system can supply heat to the heat exchange circulation loop of the battery thermal management system when the battery heating conditions are met. A battery heat exchange branch is connected to the heat pump air-conditioning main circuit of the cabin air-conditioning system, and a first heat exchange channel of the battery heat exchanger is connected to the heat exchange circulation loop of the battery thermal management system, and a second heat exchange channel of the battery heat exchanger is connected to the battery heat exchange branch, so that when the temperature control demand instruction of the power battery is triggered, the temperature of the power battery can also be adjusted by the cabin air-conditioning system, so that the battery thermal management system, the electric drive thermal management system and the cabin air-conditioning system can be effectively integrated, so that the temperature control of the power battery can make full use of the heat generation of the electric drive thermal management system and the temperature control of the shared cabin air-conditioning system, thereby improving the energy utilization rate of the entire thermal management system.

[0035] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings are used to provide a further understanding of the embodiments of the present invention and constitute part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present invention, but do not constitute a limitation of the embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without inventive work. In the accompanying drawings:

[0037] Figure 1 is a schematic diagram of an integrated thermal management system for an electric vehicle according to a first embodiment of the present invention;

[0038] Figure 2 is a schematic diagram of the integrated thermal management system in a cabin air conditioning and cooling mode according to the first embodiment of the present invention;

[0039] Figure 3 is a schematic diagram of the integrated thermal management system in a cabin air conditioning and heating operating state according to the first embodiment of the present invention;

[0040] Figure 4 is a schematic diagram of the integrated thermal management system in a power battery cooling state according to the first embodiment of the present invention;

[0041] Figure 5 is a schematic diagram of the integrated thermal management system in the power battery heating state according to the first embodiment of the present invention;

[0042] Figure 6 is a schematic diagram of the integrated thermal management system according to the first embodiment of the present invention in a cabin air conditioning and power battery cooling operation state;

[0043] Figure 7 is a schematic diagram of the integrated thermal management system according to the first embodiment of the present invention in a cabin air conditioning and power battery heating state;

[0044] Figure 8 is a schematic diagram of the integrated thermal management system according to the first embodiment of the present invention in a condition where waste heat from electric drive is used to heat the battery;

[0045] Figure 9 is a schematic diagram of an integrated thermal management system in an electric drive waste heat defrosting operating state according to a first embodiment of the present invention;

[0046] Figure 10 is a schematic diagram of the integrated thermal management system in the electric drive system heat dissipation working condition according to the first embodiment of the present invention;

[0047] Figure 11 is a schematic diagram of an integrated thermal management system with an economizer according to a first embodiment of the present invention;

[0048] Figure 12is a schematic diagram of an integrated thermal management system for an electric vehicle according to a second embodiment of the present invention;

[0049] Figure 13 is a schematic diagram of an integrated thermal management system in a cabin air conditioning and cooling mode according to a second embodiment of the present invention;

[0050] Figure 14 is a schematic diagram of an integrated thermal management system in a cabin air conditioning and heating operating state according to a second embodiment of the present invention;

[0051] Figure 15 is a schematic diagram of an integrated thermal management system in a power battery cooling condition according to a second embodiment of the present invention;

[0052] Figure 16 Schematic diagram of an integrated thermal management system in a power battery heating condition according to a second embodiment of the present invention.

[0053] Description of reference numerals:

[0054] 100 heat exchange circulation loop 110 power battery

[0055] 120 Battery heat exchanger 130 First circulation pump

[0056] 140 Battery opening and closing valve 200 Cooling circulation loop

[0057] 210 Drive section 211 Second circulation pump

[0058] 212 Electric drive system 220 Cooling section

[0059] 221 Radiator 230 First connecting section

[0060] 231 Electric drive opening and closing valve 240 Second connecting section

[0061] 250 Second three-way valve 260 Electronic fan

[0062] 300 Heat pump air conditioning main circuit 310 Compression section

[0063] 311 compressor 320 hot and cold switching section

[0064] 321 External heat exchanger 322 First expansion valve

[0065] 323 In-vehicle heat exchanger 324 Out-vehicle condensation section

[0066] 325 Condensation in the car 326 Evaporation in the car

[0067] 327 External condenser 328 Internal condenser

[0068] 329 In-car evaporator 330 Return section

[0069] 331 Gas-liquid separator 340 Four-way reversing valve

[0070] A1 / A2 First reversing valve port B Second reversing valve port

[0071] C Third reversing valve port 342 First three-way valve

[0072] a) Valve inlet b) First valve outlet

[0073] c Second valve outlet 343 vehicle external opening and closing valve

[0074] 344 On-off valve in vehicle 350 Economizer

[0075] 360 Over-adjustment heat exchange branch 361 Third expansion valve

[0076] 362 Over-temperature pressure sensor 370 Blower

[0077] 400 battery heat exchange branch

[0078] 410 Second expansion valve 420 First check valve

[0079] 430 Backflow opening and closing valve 500 Cabin heating device

[0080] 600 Battery heating device 710 First temperature and pressure sensor group

[0081] 711 First PT sensor 712 Second PT sensor

[0082] 720 Second temperature and pressure sensor group 721 Third PT sensor

[0083] 722 Fourth PT sensor 730 Third temperature and pressure sensor group

[0084] 731 Fifth PT sensor 732 Sixth PT sensor DETAILED DESCRIPTION

[0085] The specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present invention and are not intended to limit the present invention.

[0086] The integrated thermal management system for electric vehicles and the electric vehicle of the present invention will be described below with reference to the accompanying drawings.

[0087] like Figure 1 and Figure 12As shown, the present invention provides an electric vehicle integrated thermal management system, wherein the electric vehicle integrated thermal management system includes:

[0088] The battery thermal management system includes a heat exchange loop 100 for regulating the temperature of the power battery 110 , and a first heat exchange channel of a battery heat exchanger 120 is connected to the heat exchange loop 100 ;

[0089] The electric drive thermal management system has a cooling circuit 200 for dissipating heat from the electric drive system 212, and the cooling circuit 200 is used to supply heat to the heat exchange circuit 100 when the battery heating conditions are met;

[0090] The cabin air conditioning system has a heat pump air conditioning main circuit 300 and a battery heat exchange branch 400. The heat pump air conditioning main circuit 300 is used to adjust the cabin temperature and can switch between cooling mode and heating mode. The battery heat exchange branch 400 is connected to the heat pump air conditioning main circuit 300, and the battery heat exchange branch 400 is connected to the second heat exchange channel of the battery heat exchanger 120, so that heat can be exchanged with the heat exchange circulation circuit 100 when the temperature adjustment demand instruction of the power battery 110 is triggered.

[0091] When the above-mentioned electric vehicle integrated thermal management system is used, since it includes a battery thermal management system, an electric drive thermal management system and a cabin air conditioning system, the cooling circulation loop 200 of the electric drive thermal management system can supply heat to the heat exchange circulation loop 100 of the battery thermal management system when the battery heating conditions are met. The heat pump air conditioning main loop 300 of the cabin air conditioning system is connected to a battery heat exchange branch 400, and the heat exchange circulation loop 100 of the battery thermal management system is connected to a first heat exchange channel of the battery heat exchanger 120, and the battery heat exchange branch 400 is connected to a second heat exchange channel of the battery heat exchanger 120, so that when a temperature control demand instruction of the power battery 110 is triggered, the temperature of the power battery 110 can also be adjusted by the cabin air conditioning system, thereby effectively integrating the battery thermal management system, the electric drive thermal management system and the cabin air conditioning system, so that the temperature control of the power battery 110 can make full use of the heat generated by the electric drive thermal management system and the temperature control of the shared cabin air conditioning system, thereby improving the energy utilization rate of the entire thermal management system.

[0092] Specifically, in addition to the first heat exchange channel connected to the battery heat exchanger 120, the heat exchange circulation loop 100 of the battery thermal management system can also be provided with a first circulation pump 130 and a battery on-off valve 140. That is, by controlling the start-up of the first circulation pump 130 and opening the battery on-off valve 140, the heat exchange circulation loop 100 can be controlled to self-circulate to cool the power battery 110. The battery heat exchanger 120 includes but is not limited to being set as a Chiller heat exchanger. The cooling circulation loop 200 of the electric drive thermal management system can be provided with a second circulation pump 211 and an electric drive on-off valve 231. That is, by controlling the start-up of the second circulation pump 211 and opening the electric drive on-off valve 231, the cooling circulation loop 200 can be controlled to self-circulate to cool the electric drive system 212, which includes a motor and an electronic control. The heat pump air conditioning main circuit 300 of the cabin air conditioning system may be provided with a compressor 311 , a heat exchanger that can act as a condenser, a heat exchanger that can act as an evaporator, and an expansion valve, and the heat exchanger installed in the vehicle may also be provided with a corresponding blower 370 .

[0093] In an embodiment of the present invention, the heat pump air conditioner main circuit 300 includes a compression section 310, a hot and cold switching section 320 and a reflux section 330 arranged in sequence. The compression section 310 is provided with a compressor 311 for compressing the refrigerant. The reflux section 330 can allow the refrigerant to flow back to the compressor 311. Specifically, a gas-liquid separator 331 is connected to the reflux section 330 to prevent liquid from entering the compressor 311 and causing damage to the compressor 311. The hot and cold switching section 320 has a cooling path and a heating path and is connected to the compression section 310 through a path switching valve group. The path switching valve group can switch between the cooling path and the heating path according to the temperature control demand instruction, and the battery heat exchange branch 400 is connected to the hot and cold switching section 320 and is also connected to the second expansion valve 410. By adding a path switching valve group, the hot and cold switching section 320 can automatically switch between the cooling path and the heating path according to the temperature control demand instruction, and the second expansion valve 410 on the battery heat exchange branch 400 can play the role of throttling, reducing pressure and regulating flow. When the power battery 110 does not require the cabin air conditioning system to adjust the temperature, the second expansion valve 410 can remain closed.

[0094] See also Figures 1 to 10In the first embodiment of the present invention, the path switching valve group may include a four-way reversing valve 340. The hot / cold switching section 320 is sequentially provided with an off-vehicle heat exchanger 321, a first expansion valve 322, and an on-vehicle heat exchanger 323. The four-way reversing valve 340 has two first reversing valve ports A1 / A2 that are connected to the compression section 310 and the return section 330 in a one-to-one correspondence, and a second reversing valve port B and a third reversing valve port C that are connected to the two ends of the hot / cold switching section 320 in a one-to-one correspondence. The four-way reversing valve 340 is used to switch between the two first reversing valve ports A1 / A2 to select one of them to be connected to the second reversing valve port B and the other to be connected to the third reversing valve port C, and the battery heat exchange branch 400 is bypassed between the off-vehicle heat exchanger 321 and the first expansion valve 322. Setting the path switching valve group as a four-way reversing valve 340 can achieve switching between the cooling path and the heating path by changing the inlet and outlet directions of the hot and cold switching section 320. Compared with the technical solution of setting the hot and cold switching section 320 as a parallel cooling section and a heating section, which requires multiple valve combinations and too many heat exchangers in the prior art, the number of valves and heat exchangers is significantly reduced, thereby making the switching section simpler and reducing production costs and subsequent maintenance costs.

[0095] Specifically, the two first reversing valve ports of the four-way reversing valve 340 are set to A1 and A2 respectively, the second reversing valve port is set to B, and the third reversing valve port is set to C, and the first reversing valve port A1 is connected to the compression section 310, the first reversing valve port A2 is connected to the return section 330, the second reversing valve port B is connected to one end of the hot and cold switching section 320 close to the external heat exchanger 321, and the third reversing valve port C is connected to one end of the hot and cold switching section 320 close to the internal heat exchanger 323.

[0096] More specifically, when the temperature control demand instruction is a cooling demand instruction, the four-way reversing valve 340 can be controlled to switch to select the first reversing valve port A1 to be connected to the second reversing valve port B, and the first reversing valve port A2 to be connected to the third reversing valve port C. The independent cooling path of the cabin air conditioner is: compression section 310-four-way reversing valve 340 (A1-B)-external heat exchanger 321-first expansion valve 322-internal heat exchanger 323-four-way reversing valve 340 (C-A2)-return section 33 0; the independent cooling path of the power battery 110 is: compression section 310-four-way reversing valve 340 (A1-B)-external heat exchanger 321-second expansion valve 410-second heat exchange channel of the battery heat exchanger 120-four-way reversing valve 340 (C-A2)-return section 330; when both the cabin air conditioner and the power battery 110 trigger the cooling demand instruction, the first expansion valve 322 and the second expansion valve 410 are both opened, and the two independent cooling paths are both working, which will not be repeated here.

[0097] More specifically, when the temperature control demand instruction is a heating demand instruction, the four-way reversing valve 340 can be controlled to switch to select the first reversing valve port A1 to be connected to the third reversing valve port C, and the first reversing valve port A2 to be connected to the second reversing valve port B. The independent heating path of the cabin air conditioner is: compression section 310-four-way reversing valve 340 (A1-C)-in-vehicle heat exchanger 323-first expansion valve 322-out-vehicle heat exchanger 321-four-way reversing valve 340 (B-A2)-return section 3 30; the independent heating path of the power battery 110 is: compression section 310 four-way reversing valve 340 (A1-C)-the second heat exchange channel of the battery heat exchanger 120-the second expansion valve 410-the external heat exchanger 321-the four-way reversing valve 340 (B-A2)-the reflux section 330; when both the cabin air conditioner and the power battery 110 trigger the heating demand instruction, the first expansion valve 322 and the second expansion valve 410 are both opened, and the two independent heating paths are both working, which will not be repeated here.

[0098] See also Figures 12 to 16In the second embodiment of the present invention, the path switching valve group may include a first three-way valve 342 and an on-off valve. The inlet valve port a of the first three-way valve 342 is connected to the compression section 310. The hot-cold switching section 320 includes an outside condensation section 324, an inside condensation section 325, and an inside evaporation section 326. The outside condensation section 324 and the inside condensation section 325 are arranged in parallel and the two ends are connected to form a first junction end and a second junction end. The first junction end is connected to the first outlet valve port b of the first three-way valve 342, and the second junction end is connected to the inside evaporation section 326. The return path Section 330 connects the in-vehicle evaporation section 326 and the compression section 310. Both the exterior condensation section 324 and the interior condensation section 325 are equipped with on-off valves and condensers. The interior evaporation section 326 is equipped with a first expansion valve 322 and an in-vehicle evaporator 329. The first end of the battery heat exchange branch 400 bypasses the second junction end and connects to the first expansion valve 322. Its second end connects to the second outlet port c of the first three-way valve 342 and the return section 330, respectively. The first three-way valve 342 selects at least one of the first outlet port b and the second outlet port c to connect to the inlet port a. The path switching valve assembly, comprising a single three-way valve and two on-off valves, significantly simplifies its structure and control, resulting in lower costs, compared to the complex valve assembly used in the prior art. In addition, the hot and cold switching section 320 includes an outside-vehicle condensation section 324 and an outside-vehicle condensation section 324 arranged in parallel. Both the outside-vehicle condensation section 324 and the inside-vehicle condensation section 325 are provided with opening and closing valves and condensers, so that by selecting the corresponding one of the opening and closing valves on the outside-vehicle condensation section 324 and the inside-vehicle condensation section 325 to control the opening, the cooling path and the heating path of the cabin air conditioner can be switched. Different condensers are used for heating and cooling, so that the service life of the condenser can be extended. In addition, by controlling the first three-way valve 342 to select the corresponding one between the first valve outlet b and the second valve outlet c to connect with the valve inlet a, the cooling path and the heating path of the power battery 110 can be switched.

[0099] Furthermore, the opening and closing valves on the outside condensation section 324 and the inside condensation section 325 are respectively set as the outside opening and closing valve 343 and the inside opening and closing valve 344, and the condensers on the outside condensation section 324 and the inside condensation section 325 are respectively set as the outside condenser 327 and the inside condenser 328. The battery heat exchange branch 400 is also connected to a first one-way valve 420 arranged in parallel with the second expansion valve 410, and the first one-way valve 420 can allow the refrigerant in the second heat exchange channel of the battery heat exchanger 120 to flow to the second junction end. The second end of the battery heat exchange branch 400 is used to be connected to the return section 330 and is provided with a return opening and closing valve 430. The return opening and closing valve 430 can allow the refrigerant in the second heat exchange channel of the battery heat exchanger 120 to flow to the return section 330 and flow back to the compressor 311.

[0100] Furthermore, when the temperature control demand instruction is a cooling demand instruction, the first three-way valve 342 can be controlled to switch to select the first valve outlet b to be connected to the valve inlet a, and the independent cooling path of the cabin air conditioner is: compression section 310-first three-way valve 342 (ab)-external opening and closing valve 343-external condenser 327-first expansion valve 322-in-vehicle evaporator 329-return section 330; the independent cooling path of the power battery 110 is: compression section 310-first three-way valve 342 (ab)-external opening and closing valve 343-external condenser 327-second expansion valve 410-second heat exchange channel of the battery heat exchanger 120-return opening and closing valve 430-return section 330; when both the cabin air conditioner and the power battery 110 trigger the cooling demand instruction, the first expansion valve 322 and the second expansion valve 410 are both opened, and the two independent cooling paths are both working, which will not be repeated here.

[0101] Furthermore, when the temperature control demand instruction is a heating demand instruction for the cabin air conditioner, the first three-way valve 342 can be controlled to switch to select the first outlet valve port b to be connected to the inlet valve port a, and the independent heating path of the cabin air conditioner is: compression section 310-first three-way valve 342 (ab)-in-vehicle on-off valve 344-in-vehicle condenser 328-first expansion valve 322-in-vehicle evaporator 329-return section 330; when the temperature control demand instruction is a heating demand instruction for the power battery 110, the first three-way valve 342 can be controlled to switch to select the second outlet valve port b to be connected to the inlet valve port a. The valve port c is connected to the valve inlet port a, and the independent heating path of the power battery 110 is: compression section 310-first three-way valve 342 (ac)-second heat exchange channel of the battery heat exchanger 120-first one-way valve 420-first expansion valve 322-in-vehicle evaporator 329-reflux section 330; when the cabin air conditioning and the power battery 110 both trigger the heating demand instruction, the first three-way valve 342 can be controlled to switch to select the first valve outlet b and the second valve outlet c to be connected to the valve inlet port a, and the two independent heating paths are both working, which will not be repeated here.

[0102] like Figures 11 to 16As shown, in this embodiment of the present invention, the third heat exchange channel of the economizer 350 is connected to the heat-to-cold switching section 320. The cabin air conditioning system also includes an overmodulation heat exchange branch 360, which is sequentially connected to the third expansion valve 361 and the fourth heat exchange channel of the economizer 350. The end of the overmodulation heat exchange branch 360 near the third expansion valve 361 is connected to the heat-to-cold switching section 320, and the end away from the third expansion valve 361 is connected to the compressor 311. The addition of the economizer 350 can improve the thermal efficiency of the system, thereby reducing the compression capacity of the compressor 311 in the heat pump air conditioning main circuit 300, lowering the operating load of the equipment and extending the service life of the equipment. Specifically, the overmodulation heat exchange branch 360 is equipped with an overmodulation temperature and pressure sensor 362 at the end near the compressor 311. The overmodulation temperature and pressure sensor 362 includes, but is not limited to, a PT sensor.

[0103] Understandably, economizer 350 is responsible for increasing the system's cooling capacity. Taking the cabin air conditioning cooling condition as an example, after condensation, the refrigerant passes through economizer 350 in two ways. One way is throttled and reduced in pressure by the expansion valve, and then returns to compressor 311 after absorbing heat in economizer 350. The overshoot temperature and pressure sensor 362 is responsible for monitoring the temperature and pressure of the refrigerant in the compressor 311 branch to prevent the compressor 311 from inhaling liquid and causing liquid hammer, which threatens the safe operation of the system. The other way passes through economizer 350 to exchange heat with the throttled and reduced-pressure refrigerant in the branch, thereby further supercooling.

[0104] Specifically, see Figure 11 In the first embodiment of the present invention, the third heat exchange channel of the economizer 350 is provided between the off-board heat exchanger 321 of the hot / cold switching section 320 and the bypass point of the battery heat exchange branch 400, see Figures 12 to 16 In the second embodiment of the present invention, the third heat exchange channel of the economizer 350 is provided between the second junction end of the external condensation section 324 and the internal condensation section 325 and the bypass point of the battery heat exchange branch 400 .

[0105] In an embodiment of the present invention, the electric vehicle integrated thermal management system further includes a thermal management control device, which is communicatively connected to the compressor 311, the path switching valve group, the first expansion valve 322, and the second expansion valve 410, respectively, and is configured to perform the following steps:

[0106] In step S100, upon receiving a temperature control demand instruction from the cabin air conditioner, the compressor 311 is controlled to start, and the first expansion valve 322, the second expansion valve 410 and the path switching valve group are controlled according to the temperature control demand instruction of the cabin air conditioner to switch to the corresponding path.

[0107] It is understood that the cabin air conditioner temperature control demand command includes a cooling demand command and a heating demand command, and the cooling demand command and the heating demand command can be generated by the passenger pressing the corresponding button or rotating the temperature control knob to the position corresponding to the corresponding temperature. Specifically, in both the first and second embodiments of the present invention, upon receiving the cabin air conditioner temperature control demand command, the compressor 311 is activated, the first expansion valve 322 is opened, and the second expansion valve 410 is closed. Furthermore, the path switching valve group is controlled to switch between the cooling path and the heating path according to the cabin air conditioner temperature control demand command. The difference is that the path control valve group in the first embodiment is a four-way reversing valve 340, while the path control valve group in the second embodiment is a first three-way valve 342, an exterior on-off valve 343, and an interior on-off valve 344.

[0108] In step S200, upon receiving the temperature control requirement instruction of the power battery 110, the compressor 311 is controlled to start, and the first expansion valve 322, the second expansion valve 410 and the path switching valve group are controlled according to the temperature control requirement instruction of the power battery 110 to switch to the corresponding path.

[0109] It can be understood that the temperature control demand instruction of the power battery 110 also includes a cooling demand instruction and a heating demand instruction, and the cooling demand instruction and the heating demand instruction of the power battery 110 can be automatically generated according to the comparison result after detecting the temperature of the power battery 110 and comparing the detected temperature with the preset operating temperature range of the power battery 110. Specifically, in the first embodiment of the present invention, when the temperature control demand instruction of the power battery 110 is received, the compressor 311 can be controlled to be started, the first expansion valve 322 can be closed, and the second expansion valve 410 can be opened, and the control path control valve group (four-way reversing valve 340) can be controlled to switch between the cooling path and the heating path according to the temperature control demand instruction of the power battery 110. In the second embodiment of the present invention, when the cooling demand instruction of the power battery 110 is received, the compressor 311 can be controlled to be started, the first expansion valve 322 can be controlled to be closed, and the second expansion valve 410 can be opened, and The control path control valve group (the first three-way valve 342, the off-vehicle on-off valve 343 and the on-vehicle on-off valve 344) switches to selecting the cooling path of the power battery 110 according to the cooling demand instruction of the power battery 110; when the heating demand instruction of the power battery 110 is received, the compressor 311 can be controlled to start, the first expansion valve 322 can be opened and the second expansion valve 410 can be closed, and the control path control valve group (the first three-way valve 342, the off-vehicle on-off valve 343 and the on-vehicle on-off valve 344) can be switched to selecting the heating path of the power battery 110 according to the heating demand instruction of the power battery 110.

[0110] In step S300, upon receiving simultaneous temperature control demand instructions for the cabin air conditioner and the power battery 110, the compressor 311 is controlled to start, and the first expansion valve 322, the second expansion valve 410 and the path switching valve group are controlled according to the simultaneous temperature control demand instructions, so that the cabin air conditioner and the power battery 110 are switched to the corresponding paths.

[0111] It can be understood that the simultaneous temperature control demand instructions for the cabin air conditioner and the power battery 110 include simultaneous cooling demand instructions and simultaneous heating demand instructions. The simultaneous cooling demand instruction is the superposition of the cooling demand instruction of the cabin air conditioner and the cooling demand instruction of the power battery 110, and the simultaneous heating demand instruction is the superposition of the heating demand instruction of the cabin air conditioner and the heating demand instruction of the power battery 110. When the simultaneous heating demand instruction is received, the independent heating control methods of the aforementioned cabin air conditioner and the power battery 110 can be combined to achieve simultaneous heating control of the two, and when the simultaneous cooling demand instruction is received, the independent cooling control methods of the aforementioned cabin air conditioner and the power battery 110 can be combined to achieve simultaneous cooling control of the two.

[0112] Therefore, by adding a thermal management control device, the compressor 311, the first expansion valve 322, the second expansion valve 410 and the path switching valve group on the cabin air-conditioning system can be controlled accordingly according to the received temperature control demand instructions to achieve automatic temperature control of the cabin air-conditioning and / or the power battery 110.

[0113] See also Figure 3 and Figure 12 In an embodiment of the present invention, the cabin air conditioning system further includes a cabin heating device 500. The cabin heating device 500 is configured to heat the cabin and is communicatively connected to the thermal management control device. Upon receiving a temperature control request from the cabin air conditioner, the cabin heating device 500 controls the compressor 311 to start. Furthermore, the cabin heating device 500 controls the first expansion valve 322, the second expansion valve 410, and the path switching valve group based on the temperature control request from the cabin air conditioner to switch to the corresponding path.

[0114] Upon receiving a heating demand command from the cabin air conditioner, determining the ambient temperature outside the vehicle;

[0115] When the ambient temperature outside the vehicle is lower than the first preset frost temperature, controlling the cabin heating device 500 to start;

[0116] When the ambient temperature outside the vehicle is higher than the first preset frost temperature, the compressor 311 is controlled to be started, the first expansion valve 322 is opened, the second expansion valve 410 is closed, and the path switching valve group is controlled to switch to the corresponding heating path according to the heating demand instruction of the cabin air conditioner.

[0117] Furthermore, by adding a cabin heating device 500 and determining whether to select cabin heating device 500 or heat pump air conditioning main circuit 300 for heating based on the comparison between the outdoor ambient temperature and a first preset frost temperature, cabin heating device 500 can be activated to maintain cabin temperature in extremely low-temperature conditions, thus avoiding poor heat pump heating due to frost on the heat exchanger. For example, in extremely low-temperature conditions (when the outdoor ambient temperature is below -20°C), the operating environment of outdoor heat exchanger 321 deteriorates, and frost may occur at any time. In this case, compressor 311 is not activated, but cabin heating device 500 is activated to maintain cabin temperature, thereby meeting the comfort requirements of the passenger compartment. Specifically, cabin heating device 500 includes, but is not limited to, a PTC heating device.

[0118] In an embodiment of the present invention, upon receiving a temperature control demand instruction from the power battery 110, controlling the compressor 311 to start, and controlling the first expansion valve 322, the second expansion valve 410, and the path switching valve group according to the temperature control demand instruction of the power battery 110 so as to switch to the corresponding path includes:

[0119] When receiving a cooling demand instruction from the power battery 110 , the first circulation pump 130 in the heat exchange circulation loop 100 is controlled to start, so as to control the heat exchange circulation loop 100 to perform self-circulation;

[0120] When the speed of the first circulation pump 130 reaches the maximum allowable speed and the temperature of the power battery 110 is maintained above the preset maximum temperature, the compressor 311 is controlled to start, and the first expansion valve 322, the second expansion valve 410 and the path switching valve group are controlled according to the cooling demand instruction of the power battery 110 to switch to the corresponding cooling path.

[0121] Understandably, in the initial stage of receiving a cooling demand command from the power battery 110, the heat exchange loop 100 can be relied upon for self-circulation cooling of the power battery 110. If the temperature of the power battery 110 can be reduced to within the normal operating temperature range of the power battery 110, there is no need to activate the compressor 311 and rely on the cabin air conditioning system for heat exchange cooling, thereby achieving energy conservation. Of course, if the speed of the first circulating pump 130 has been adjusted to the maximum allowable speed and the temperature of the power battery 110 is maintained above the preset maximum temperature within the normal operating temperature range, it is proven that relying on the self-circulation cooling of the heat exchange loop 100 cannot meet the cooling demand of the power battery 110. In this case, the compressor 311 can be activated and the corresponding cooling path can be switched according to the cooling demand command of the power battery 110.

[0122] See also Figure 5 and Figure 12In an embodiment of the present invention, the battery thermal management system further includes a battery heating device 600, which is used to heat the power battery 110 and is communicatively connected to the thermal management control device. Upon receiving a temperature control request instruction from the power battery 110, the battery heating device 600 controls the start-up of the compressor 311 and controls the first expansion valve 322, the second expansion valve 410, and the path switching valve group according to the temperature control request instruction from the power battery 110, so as to switch to the corresponding path. The battery heating device 600 also includes:

[0123] Upon receiving a heating demand instruction from the power battery 110 , determining the ambient temperature outside the vehicle;

[0124] When the ambient temperature outside the vehicle is lower than the second preset frost temperature, controlling the battery heating device 600 to start;

[0125] When the ambient temperature outside the vehicle is higher than the second preset frosting temperature, the compressor 311 is controlled to start, and the first expansion valve 322, the second expansion valve 410 and the path switching valve group are controlled according to the temperature adjustment requirement instruction of the power battery 110 to switch to the corresponding path.

[0126] Furthermore, by adding a battery heating device 600 and determining whether to select the battery heating device 600 or the heat pump air conditioning main circuit 300 for heating based on the comparison result of the external ambient temperature and the second preset frost temperature, the battery heating device 600 can be turned on to maintain the temperature of the power battery 110 under extremely low temperature conditions, thereby avoiding the phenomenon of poor heat pump heating due to frost on the heat exchanger. For example: when the operating condition is extremely low, the efficiency of the compressor 311 is too low (COP is close to 1), the operating environment of the external heat exchanger 321 deteriorates, and frost may occur at any time. At this time, the compressor 311 is not started, but the battery heating device 600 is turned on to maintain the temperature of the cabin to meet the comfort requirements of the passenger compartment. Specifically, the battery heating device 600 includes but is not limited to being set as a PTC heating device, and the second preset frost temperature includes but is not limited to being set to be the same as the first preset frost temperature.

[0127] like Figure 1 and Figure 12As shown, in an embodiment of the present invention, the electric vehicle integrated thermal management system includes a detection device, which includes a first temperature and pressure sensor group 710, a second temperature and pressure sensor group 720, and a third temperature and pressure sensor group 730, which are respectively communicatively connected to the thermal management control device. The first temperature and pressure sensor group 710 is provided at the inlet and outlet of the compressor 311 and specifically includes a first PT sensor 711 and a second PT sensor 712. The heat pump air conditioning main circuit 300 is provided with an in-vehicle heat exchanger 323 or an in-vehicle evaporator 329 in the vehicle. The second temperature and pressure sensor group 720 is provided at the inlet and outlet of the in-vehicle heat exchanger 323 or the in-vehicle evaporator 329 and specifically includes a third PT sensor 721 and a fourth PT sensor 722. The third temperature and pressure sensor group 730 is provided at the inlet and outlet of the second heat exchange channel and specifically includes a fifth PT sensor 731 and a sixth PT sensor 732. The thermal management control device is further configured as follows:

[0128] Determine the calculation formula of the system energy efficiency ratio according to the current temperature control demand instruction;

[0129] Calculate the current system energy efficiency ratio based on the detection data of the detection device and the calculation formula of the system energy efficiency ratio;

[0130] When the calculated result of the current system energy efficiency ratio is lower than the preset minimum energy efficiency ratio, the control sends a prompt message.

[0131] Specifically, by monitoring the current system energy efficiency ratio and controlling the issuance of a prompt message when the current system energy efficiency ratio is lower than the preset minimum energy efficiency ratio, the relevant occupants can be reminded that they need to consider checking the operation of the system so that the fault can be handled as soon as possible when the system fails.

[0132] More specifically, the enthalpy of the refrigerant at the corresponding location can be determined based on the temperature and pressure data detected by the PT sensor. The system's energy efficiency ratio is then calculated using this enthalpy data. Substituting the corresponding enthalpy value into the system's energy efficiency ratio formula yields the current system's energy efficiency ratio. The minimum energy efficiency ratio can be set to any value between 1 and 2.

[0133] In an embodiment of the present invention, upon receiving a simultaneous temperature adjustment request instruction for the cabin air conditioner and the power battery 110, controlling the compressor 311 to start, and controlling the first expansion valve 322, the second expansion valve 410, and the path switching valve group according to the simultaneous temperature adjustment request instruction so that the cabin air conditioner and the power battery 110 are switched to corresponding paths further includes:

[0134] Under the condition that the compressor 311 cannot simultaneously meet the temperature control requirements of the cabin air conditioning and the power battery 110, the opening of the second expansion valve 410 is controlled to be adjusted to the maximum opening, and the opening of the first expansion valve 322 is adjusted according to the current system energy efficiency maximization.

[0135] Specifically, when the simultaneous temperature control demand instruction is a simultaneous cooling demand instruction, if even after adjusting the compressor 311 speed to the maximum, the cooling capacity still cannot meet the simultaneous cooling needs of the cabin air conditioner and the power battery 110, the cooling demand of the power battery 110 is prioritized. As a result, the opening of the second expansion valve 410 on the battery heat exchange branch 400 can be adjusted to the maximum. The opening of the first expansion valve 322 on the hot-cold switching section 320 can be adjusted based on the current system energy efficiency ratio (COP) to maximize the overall system energy efficiency ratio (COP) while prioritizing maximizing the battery circuit cooling capacity. If necessary, the first expansion valve 322 can be controlled to close, prioritizing the normal operating temperature range of the power battery 110 between 20°C and 35°C. When the temperature of the power battery 110 falls below 35°C, the system can control the first expansion valve 322 to reopen.

[0136] Furthermore, when the simultaneous temperature control demand instruction is a simultaneous heating demand instruction, if the heating capacity cannot meet the simultaneous heating requirements of the cabin air conditioner and the power battery 110 even after adjusting the compressor 311 speed to the maximum, the heating requirement of the power battery 110 is prioritized. Consequently, the opening of the second expansion valve 410 on the battery heat exchange branch 400 can be adjusted to the maximum. The opening of the first expansion valve 322 on the hot / cold switching section 320 can be adjusted based on the current system energy efficiency ratio (COP), thereby maximizing the overall system energy efficiency ratio (COP) while prioritizing maximizing the battery circuit heating capacity. If necessary, the first expansion valve 322 can be controlled to close, prioritizing the power battery 110 operating above 0°C. When the temperature of the power battery 110 exceeds 5°C, the system can control the first expansion valve 322 to reopen.

[0137] See also Figure 1 、 Figures 8 to 10 ,as well as Figure 12As shown, in the embodiment of the present invention, the cooling circulation loop 200 includes a driving section 210 and a heat dissipation section 220 connected end to end. The driving section 210 is provided with a second circulation pump 211 and flows through the electric drive system 212. The heat dissipation section 220 is provided with a radiator 221. The driving section 210 is provided with a first connecting section 230 and a second connecting section 240 at both ends. The first connecting section 230 and the second connecting section 240 are separated from the power battery 110 and are respectively connected to the heat exchange circulation loop 200. The heat exchange circuit 100 is connected to the heat exchange circuit 100, and the first connecting section 230 is provided with an electric drive on-off valve 231. The driving section 210, the heat dissipation section 220, and the second connecting section 240 are connected via a second three-way valve 250. The second three-way valve 250 can select at least one of the heat dissipation section 220 and the second connecting section 240 to be connected to the driving section 210. When the battery heating conditions are met, the second connecting section 240 is connected to the driving section 210 to supply heat to the heat exchange circulation circuit 100. The addition of the second three-way valve 250 allows the heat exchange circulation circuit 100 of the battery thermal management system to be directly coupled with the cooling circulation circuit 200 of the electric drive thermal management system. Compared with the prior art in which the motor electronic control circuit is coupled to the battery circuit via a heat exchanger, the direct coupling reduces the heat exchange equipment required for the energy heat exchange between the two circuits, allowing the heat generated by the electric drive system 212 to be better allocated and improving the efficiency of waste heat recovery from the electric drive system 212.

[0138] Specifically, when the electric drive system 212 produces excess heat and the power battery 110 has a heating demand, the second three-way valve 250 is controlled to switch to select the second connecting section 240 to be connected with the drive section 210, and the connection between the heat dissipation section 220 and the drive section 210 is disconnected, the first circulation pump 130 and the battery opening and closing valve 140 are controlled to be closed, and the second circulation pump 211 and the electric drive opening and closing valve 231 are controlled to be opened. The flow direction of the coolant is: second circulation pump 211-electric drive system 212-second three-way valve 250-internal flow channel of the power battery 110-electric drive opening and closing valve 231-second circulation pump 211, completing one cycle. Of course, when the demand for heating the power battery 110 is too great (the waste heat from the electric drive system 212 alone cannot maintain the operating temperature of the power battery 110 above 0°C), the heat pump air conditioner main circuit 300 can be controlled to operate, and the first circulation pump 130 and the battery on-off valve 140 can also be opened to utilize the heating capacity of the heat pump air conditioner in conjunction with the waste heat recovery from the electric drive system 212 to heat the power battery 110. Furthermore, in extremely low temperature conditions, the waste heat from the electric drive system 212 and the battery heating device 600 can be used to heat the power battery 110 to maintain operation.

[0139] In an embodiment of the present invention, the heat pump air-conditioning main circuit 300 is provided with an external heat exchanger 321 or an external condenser 327 outside the vehicle, the radiator 221 is arranged close to the external heat exchanger 321 or the external condenser 327, and the second three-way valve 250 is used to select the heat dissipation section 220 to be connected with the drive section 210 when the external defrosting conditions are met, so that the radiator 221 defrosts the external heat exchanger 321 or the external condenser 327, so that the external heat exchanger 321 or the external condenser 327 can also be defrosted by the waste heat of the electric drive system 212.

[0140] In this embodiment of the present invention, a blower 370 is provided for each internal heat exchanger 323, and the radiator 221 and external heat exchanger 321 share a common electronic fan 260. Furthermore, the water outlet temperatures of the power battery 110 and the electric drive system 212 are monitored by the BMS and ECU, respectively, and do not require separate monitoring in this system.

[0141] In summary, the electric vehicle integrated thermal management system provided by the present invention can achieve nine operating conditions: cabin air conditioning cooling, cabin air conditioning heating, power battery cooling, power battery heating, simultaneous cabin air conditioning and power battery cooling, simultaneous cabin air conditioning and power battery heating, battery heating using waste heat from the electric drive, defrosting using waste heat from the electric drive, and heat dissipation from the electric drive system. The following will be described using the electric vehicle integrated thermal management system provided in the first embodiment of the present invention:

[0142] 1. Cabin air conditioning and cooling conditions

[0143] See also Figure 2 Upon receiving a cooling demand from the cabin air conditioner, the system starts compressor 311, opens ports A1 and B of four-way reversing valve 340, and opens ports A2 and C of four-way reversing valve 340. Furthermore, the system opens first expansion valve 322 and closes second expansion valve 410. Refrigerant is first drawn into four-way reversing valve 340 by compressor 311 and compressed there. It then enters the exterior heat exchanger 321 through ports A1 and B of four-way reversing valve 340, where it condenses. After throttling and reducing pressure through first expansion valve 322, it evaporates and absorbs heat through interior heat exchanger 323. At this point, blower 370 blows cool air into the cabin, cooling it. The refrigerant then flows through ports C and A2 of four-way reversing valve 340 to gas-liquid separator 331, ultimately returning to compressor 311, completing one refrigeration cycle and beginning the next.

[0144] In addition, the speed of the compressor 311 controls the cooling demand of the entire system. When it is detected that the cabin temperature is higher than the set temperature corresponding to the cooling demand, the variable frequency controller of the compressor 311 adjusts the speed of the compressor 311 by changing the frequency of the compressor 311, thereby increasing the refrigerant flow rate and the cooling capacity, thereby ensuring that the cabin temperature is reduced to the set temperature corresponding to the cooling demand. The first PT sensor 711 and the second PT sensor 712 respectively monitor the temperature and pressure of the inlet and outlet of the compressor 311, which can be used to obtain the enthalpy value corresponding to the refrigerant flowing through the corresponding position and are recorded as h1 and h2. The third PT sensor 721 and the fourth PT sensor 722 respectively monitor the temperature and pressure data of the inlet and outlet of the vehicle heat exchanger 323 and obtain the corresponding enthalpy values, which are recorded as h3 and h4. The enthalpy values ​​obtained based on the data monitored by the first PT sensor 711, the second PT sensor 712, the third PT sensor 721 and the fourth PT sensor 722 are used to calculate the energy efficiency ratio of the current system. Specifically, the calculation formula of the energy efficiency ratio of the current system is shown as follows:

[0145] EER=(h3-h4) / (h2-h1)

[0146] Where EER represents the current system energy efficiency ratio under cooling conditions. When the EER is less than 2, you can consider checking the system operation status to see if any faults have occurred.

[0147] 2. Cabin air conditioning and heating conditions

[0148] See also Figure 3 After receiving the heating demand instruction of the cabin air conditioner, the compressor 311 is started, the A1 port and the C port of the four-way reversing valve 340 are controlled to form a channel and open, the A2 port and the B port are controlled to form a channel and open, and the first expansion valve 322 is controlled to be opened and the second expansion valve 410 is closed. The refrigerant is first sucked in and compressed by the compressor 311 to the four-way reversing valve 340, and enters the in-vehicle heat exchanger 323 from the A1 and C ports of the four-way reversing valve 340, and then releases heat in the in-vehicle heat exchanger 323. At this time, the blower 370 works to direct the hot air to the in-vehicle heat exchanger 323, and the hot air is passed into the cabin to heat the cabin. After releasing heat through the in-vehicle heat exchanger 323, the refrigerant is throttled and reduced in pressure by the first expansion valve 322, and then absorbs heat through the external heat exchanger 321. It flows from the B and A2 ports of the four-way reversing valve 340 to the gas-liquid separator 331, and finally flows back to the compressor 311, completing one heating cycle and entering the next heating cycle.

[0149] In addition, the speed of compressor 311 controls the heating demand of the entire system. When the cabin temperature is lower than the set temperature for the heating demand, the variable frequency controller built into compressor 311 adjusts the speed of compressor 311 by changing the frequency of compressor 311, thereby increasing the refrigerant flow rate and the heating capacity, ensuring that the cabin temperature is raised to the set temperature corresponding to the heating demand. The enthalpy value obtained based on the data monitored by the first PT sensor 711, the second PT sensor 712, the third PT sensor 721, and the fourth PT sensor 722 is used to calculate the current system energy efficiency ratio. Specifically, the calculation formula for the current system energy efficiency ratio is shown below:

[0150] COP = (h4-h3) / (h2-h1)

[0151] Where COP represents the current system energy efficiency ratio under heating conditions. When COP is less than 2, you can consider checking the system operation status to see if any faults have occurred.

[0152] When the operating condition is extremely low temperature (when the ambient temperature outside the vehicle is lower than minus 20°C), the operating environment of the external heat exchanger 321 deteriorates, and the external heat exchanger 321 may be frosted. At this time, the heat pump air-conditioning main circuit 300 can be controlled to stop working, and the cabin heating device 500 can be controlled to start to maintain the temperature of the passenger compartment to meet the comfort requirements of the passenger compartment.

[0153] 3. Power battery cooling conditions

[0154] See also Figure 4 After receiving the cooling demand instruction of the power battery 110, the first circulation pump 130 is turned on and its speed is controlled, the battery opening and closing valve 140 is controlled to be opened, and the electric drive opening and closing valve 231 and the second three-way valve 250 are controlled to be closed, and the heat generated by the power battery 110 is taken away by its own water circulation.

[0155] If the first circulation pump 130 has been adjusted to the maximum speed but cannot meet the cooling demand of the power battery 110 (the average temperature of the battery cell is still ≥40°C), the compressor 311 is controlled to start, the A1 port and the B port of the four-way reversing valve 340 are controlled to form a channel and open, the A2 port and the C port are controlled to form a channel and open, and the second expansion valve 410 is controlled to open and the first expansion valve 322 is controlled to close. The refrigerant is first sucked in and compressed by the compressor 311 to the four-way reversing valve 340, and then enters the external heat exchanger 321 from the A1 port and the B port of the four-way reversing valve 340 for condensation. The condensed refrigerant is throttled and reduced in pressure by the second expansion valve 410, and then absorbs heat from the heat exchange circulation loop 100 through the battery heat exchanger 120, so that the coolant in the heat exchange circulation loop 100 is cooled when flowing through the power battery 110, thereby meeting the cooling requirements of the power battery 110. The refrigerant then continues to flow through the C port and the A2 port of the four-way reversing valve 340 to the gas-liquid separator 331, and finally flows back to the compressor 311 to continue the next refrigeration cycle.

[0156] Furthermore, the speed of compressor 311 controls the cooling demand of the entire system. The speed control of compressor 311 refers to operating condition 1. The first and second PT sensors 711 and 712 monitor the temperature and pressure at the inlet and outlet of compressor 311, respectively. These can be used to determine the enthalpy values ​​of the refrigerant flowing through these locations, denoted as h1 and h2. The fifth and sixth PT sensors 731 and 732 monitor the temperature and pressure at the inlet and outlet of the second heat exchange channel of battery heat exchanger 120, respectively, and obtain corresponding enthalpy values, denoted as h5 and h6. The enthalpy values ​​obtained based on the data monitored by the first, second, fifth, and sixth PT sensors 711, 712, 731, and 732 are used to calculate the current system energy efficiency ratio.

[0157] Specifically, the calculation formula of the current system energy efficiency ratio is as follows:

[0158] EER=(h5-h6) / (h2-h1)

[0159] Where EER represents the energy efficiency ratio under cooling conditions. When the EER is less than 2, you can consider checking the operation of the cooling system to see if there is any fault.

[0160] At the same time, the seventh PT sensor is used to detect the temperature and pressure data of the outlet of the first heat exchange channel of the battery heat exchanger 120. The detection data of the seventh PT sensor and the battery cell temperature data monitored in the BMS (Battery Management System) of the power battery 110 are transmitted to the vehicle controller (VCU) through the CAN bus. The vehicle controller VCU adjusts the speed of the first circulation pump 130 to ensure that the operating temperature of the power battery 110 is maintained between 20°C and 40°C.

[0161] 4. Power battery heating conditions

[0162] See also Figure 5 After receiving a heating demand from the power battery 110, the compressor 311 is started, ports A1 and C of the four-way reversing valve 340 are opened as one channel, ports A2 and B as one channel, and the second expansion valve 410 is opened and the first expansion valve 322 is closed. The refrigerant is first sucked in by the compressor 311 and compressed into the four-way reversing valve 340. It then enters the second heat exchange channel of the battery heat exchanger 120 through ports A1 and C of the four-way reversing valve 340 for condensation and heat exchange. It then passes through the second expansion valve 410 and enters the external heat exchanger 321 for evaporation and heat absorption. It then returns to the compressor 311 through ports B and A2 of the four-way reversing valve 340 and the gas-liquid separator 331, completing one refrigeration cycle and entering the next.

[0163] Furthermore, the speed of compressor 311 controls the heating demand of the entire system. The speed control of compressor 311 refers to operating condition 2. The enthalpy value obtained from the data monitored by the first PT sensor 711, the second PT sensor 712, the fifth PT sensor 731, and the sixth PT sensor 732 is used to calculate the current system energy efficiency ratio. Specifically, the current system energy efficiency ratio is calculated using the following formula:

[0164] COP = (h6-h5) / (h2-h1)

[0165] In the formula, COP represents the energy efficiency ratio under refrigeration conditions. When COP is less than 2, you can consider checking the system operation status to see if there is any fault.

[0166] At the same time, the seventh PT sensor is used to detect the temperature and pressure data of the outlet of the first heat exchange channel of the battery heat exchanger 120. The detection data of the seventh PT sensor and the battery cell temperature data monitored in the BMS (Battery Management System) of the power battery 110 are transmitted to the vehicle controller (VCU) through the CAN bus. The vehicle controller VCU can also adjust the speed of the first circulation pump 130 to control the flow of coolant through the power battery 110 to meet the heating requirements of the power battery 110.

[0167] 5. Simultaneous cooling of cabin air conditioning and power batteries

[0168] See also Figure 6 Upon receiving simultaneous cooling requests from the cabin air conditioner and power battery 110, the compressor 311 is activated, ports A1 and B of the four-way reversing valve 340 are opened, ports A2 and C are opened, and both the first expansion valve 322 and the second expansion valve 410 are opened. The refrigerant flow direction combines the directions of operating conditions 1 and 3. After passing through the external heat exchanger 321, the refrigerant splits into two paths, flowing to the internal heat exchanger 323 and the second heat exchange channel of the battery heat exchanger 120, respectively, to cool the cabin and power battery 110. The coolant flow direction in the battery thermal management system's heat exchange circulation loop 100 is the same as in operating condition 3. In this heat exchange circulation loop 100, the first circulating pump 130 is activated, the battery on / off valve 140 is opened, and the electric drive on / off valve 231 and the second three-way valve 250 are closed. The monitoring data of the detection device is considered in combination with operating conditions 1 and 3. The enthalpy value obtained based on the monitoring data of the first PT sensor 711, the second PT sensor 712, the third PT sensor 721, the fourth PT sensor 722, the fifth PT sensor 731, and the sixth PT sensor 732 is used to calculate the current system energy efficiency ratio. Specifically, the calculation formula for the current system energy efficiency ratio is shown as follows:

[0169] EER=(h3-h4+h5-h6) / (h2-h1)

[0170] Where EER represents the energy efficiency ratio under cooling conditions. When EER is less than 2, you can consider checking the system operation to see if any faults have occurred.

[0171] If the compressor 311 speed reaches its peak and the corresponding valve is fully opened, resulting in insufficient cooling capacity to simultaneously cool the cabin air conditioner and the power battery 110, the cooling demand of the power battery 110 is prioritized. The second expansion valve 410 is fully opened. Based on the current system energy efficiency ratio, the opening of the first expansion valve 322 is adjusted to maximize the current system energy efficiency ratio, while prioritizing the cooling capacity of the power battery 110. If necessary, the first expansion valve 322 can be closed to stop the cabin air conditioner's cooling, prioritizing the power battery 110's operating temperature between 20°C and 40°C. When the power battery 110's temperature falls below 40°C, the system reopens the first expansion valve 322 based on the cabin air conditioner's cooling demand to resume cooling the cabin air conditioner.

[0172] 6. Cabin air conditioning and power battery heating at the same time

[0173] See also Figure 7 Upon receiving simultaneous heating requests for the cabin air conditioner and power battery 110, the compressor 311 is activated, ports A1 and C of the four-way reversing valve 340 are opened as a single channel, ports A2 and B as a single channel, and both the first expansion valve 322 and the second expansion valve 410 are opened. The refrigerant flow direction combines the directions of Operating Conditions 2 and 4. The refrigerant is first drawn into the four-way reversing valve 340 and compressed, where it then splits into two paths and flows to the interior heat exchanger 323 and the second heat exchange channel of the battery heat exchanger 120, respectively, to meet the heating needs of the cabin air conditioner and power battery 110. The coolant flow direction in the battery thermal management system's heat exchange circuit 100 is the same as in Operating Condition 3. In the heat exchange circuit 100, the first circulating pump 130 is activated, the battery on / off valve 140 is opened, and the electric drive on / off valve 231 and the second three-way valve 250 are closed.

[0174] Furthermore, the speed of compressor 311 controls the heating demand of the entire system, and the speed control of compressor 311 refers to operating condition 2. The monitoring data of the detection device is considered in conjunction with operating conditions 2 and 4. The enthalpy values ​​obtained based on the monitoring data of the first PT sensor 711, the second PT sensor 712, the third PT sensor 721, the fourth PT sensor 722, the fifth PT sensor 731, and the sixth PT sensor 732 are used to calculate the current system energy efficiency ratio. Specifically, the current system energy efficiency ratio is calculated as follows:

[0175] COP=(h4-h3+h6-h5) / (h2-h1)

[0176] In the formula, COP represents the energy efficiency ratio under heating conditions. When COP is less than 2, you can consider checking the system operation status to see if there is any fault.

[0177] If cabin air conditioning and power battery heating cannot be simultaneously met, the heating demand of the power battery 110 is prioritized. The second expansion valve 410 is opened to its maximum degree, and the opening of the first expansion valve 322 is adjusted based on the current system energy efficiency ratio. This maximizes the overall system COP while prioritizing maximum heating of the power battery 110. If necessary, the first expansion valve 322 can be closed to stop cabin air conditioning heating, prioritizing the power battery 110 operating above 0°C. When the power battery 110 temperature exceeds 5°C, the system reopens the first expansion valve 322 based on the cabin air conditioning heating demand to control the cabin air conditioning to continue heating.

[0178] 7. Electric drive waste heat provides heating for batteries

[0179] See also Figure 8 When the electric drive system 212 generates excess heat (> its own temperature limit) and the power battery 110 requires heating (average cell temperature < 0°C), the compressor 311 is not yet activated. The second three-way valve 250 is controlled to switch to connect the second connecting section 240 with the drive section 210, disconnecting the heat dissipation section 220 from the drive section 210, and activate the second circulation pump 211 and the electric drive on-off valve 231. The coolant flows from the second circulation pump 211 to the electric drive system 212, then to the second three-way valve 250, then to the internal flow path of the power battery 110, then to the electric drive on-off valve 231, and finally to the second circulation pump 211, completing a cycle.

[0180] If the heating demand of the power battery 110 is too large (the waste heat of the electric drive system 212 alone cannot maintain the operating temperature of the power battery 110 above 0°C), the first circulation pump 130 and the battery opening and closing valve 140 are continued to be controlled to open, and the heat pump air conditioner main circuit 300 is controlled to operate. The heating capacity of the heat pump air conditioner is combined with the waste heat recovery of the electric drive system 212 to supply heat to the power battery 110. The heat pump air conditioner heats the power battery 110 according to working condition 2. The opening of the battery opening and closing valve 140 and the second three-way valve 250 respectively controls the heat connected to the heat exchange circulation circuit 100 from the heat pump air conditioner main circuit 300 and the cooling circulation circuit 200. The connection to the waste heat of the electric drive system 212 is given priority to ensure that the temperature of the power battery 110 is maintained within a reasonable working range.

[0181] When the vehicle operating environment deteriorates (under extremely low temperature conditions), the electric drive preheating waste heat recovery and the battery heating device 600 are considered to heat and maintain the power battery 110. If the electric drive system 212 has no excess waste heat (≤ its own temperature limit), only the battery heating device 600 is considered to heat and maintain the power battery 110.

[0182] 8. Electric drive waste heat defrosting

[0183] See also Figure 9 When the electric drive system 212 has excess heat, which can meet the heating needs of the power battery 110 and frosting occurs on the external heat exchanger 321, the second three-way valve 250 is controlled to switch to select the second connecting section 240 and the heat dissipation section 220 to connect with the drive section 210, and maintain a certain opening. This allows the coolant flowing through the electric drive system 212 to be diverted to the heat exchange circulation loop 100 and the heat dissipation section 220. When the coolant flows through the radiator 221, the electronic fan 260 can blow warm air to the external heat exchanger 321, thereby achieving a certain degree of defrosting. It should be noted that if frosting on the external heat exchanger 321 is severe, it is possible to consider switching the refrigerant flow in the heat pump air conditioner main circuit 300 to a cooling mode flow. The heat generated by the refrigerant being compressed into high-temperature, high-pressure gas by the compressor 311 can be used to defrost the external heat exchanger 321, thereby ensuring safe and efficient operation of the heat pump air conditioner.

[0184] 9. Heat dissipation of electric drive system

[0185] See also Figure 10 When electric drive system 212 experiences excess heat (for high-temperature environments), second circulation pump 211 is activated, second three-way valve 250 switches to connect heat dissipation path 220 with drive path 210, disconnects second connection path 240 from drive path 210, and closes electric drive on-off valve 231. Coolant flows from second circulation pump 211 to electric drive system 212, then from second three-way valve 250 to radiator 221, and finally to second circulation pump 211. Electric drive system 212 can dissipate heat from the outside environment solely through radiator 221. If coolant circulation alone cannot meet cooling requirements (the water inlet temperature of electric drive system 212 is greater than or equal to 60°C), electronic fan 260 is activated to enhance heat dissipation from radiator 221.

[0186] When the heat pump air conditioner's main circuit 300 is in cooling mode, refrigerant flows through the exterior heat exchanger 321. The windward flow cools the refrigerant in the heat exchanger's piping while the vehicle is in motion. The electronic fan 260, which shares the radiator 221, cools the refrigerant in the exterior heat exchanger 321 piping both when the vehicle is in motion and at idle. This strategy better utilizes the forced convection heat transfer generated by the windward flow and the electronic fan 260, increasing the heat transfer capacity of the exterior heat exchanger 321. The speed of the electronic fan 260 controls the air volume entering the heat exchanger and radiator 221, thereby controlling the amount of heat dissipated.

[0187] As can be seen from the above, the electric vehicle integrated thermal management system provided by the present invention has the following advantages:

[0188] 1. The cabin air conditioning system can achieve independent cooling and heating of the cabin air conditioning, independent cooling and heating of the power battery, and simultaneous cooling and heating control of the cabin air conditioning and power battery. To adapt to the problem of insufficient heating capacity caused by extremely low temperature conditions, the electric heating function of the cabin heating device is retained, and PTC heating and heat pump air conditioning technology are combined to ensure the comfort requirements of the passenger compartment from extremely low temperature to high temperature conditions. The temperature range that the system can reach will be expanded.

[0189] 2. When the power battery's heating capacity is insufficient, the cooling circuit of the electric drive thermal management system can be directly connected to the heat exchange circuit of the battery thermal management system. This allows excess heat from the electric drive system to be used to heat the power battery, ensuring full energy utilization. Compared to using a plate heat exchanger to exchange energy between the motor control circuit and the power battery circuit, the direct circuit connection improves heat exchange efficiency, eliminates a heat exchange component, and reduces system costs. In extremely low temperature conditions, when the heat pump air conditioning main circuit cannot be used for power battery heating, the power battery's own battery heating device ensures cold start and operation at extremely low temperatures, extending the vehicle's temperature range.

[0190] 3. The waste heat of the electric drive system is fully utilized under low-temperature conditions. First, the cooling circuit of the electric drive thermal management system can be directly connected to the heat exchange circuit of the battery thermal management system to heat the power battery with waste heat. Second, the radiator can be connected to use warm air to achieve a certain degree of defrosting of the heat exchange components outside the vehicle to ensure safe operation of the system.

[0191] 4. The switching between the cooling path and the heating path on the main circuit of the heat pump air conditioner does not use complex valves such as five-way valves and six-way valves, but is replaced by four-way reversing valves, which reduces the impact of damage to complex valves on system operation and improves the reliability of system operation. In addition, a second three-way valve and some simple valves are selected to control the system. Relatively simple valves are selected in the selection of valves, which reduces the cost of the system and improves the reliability of the system.

[0192] 5. Regarding overall vehicle energy allocation, the heat pump air conditioning system, the battery thermal management system, and the electric drive thermal management system are integrated through a battery heat exchanger to achieve optimal energy allocation. Multiple valves work together to achieve nine operating modes: cabin air conditioning cooling, cabin air conditioning heating, power battery cooling, power battery heating, simultaneous cabin air conditioning and power battery cooling, simultaneous cabin air conditioning and power battery heating, battery heating using waste heat from the electric drive, defrosting using waste heat from the electric drive, and heat dissipation from the electric drive system.

[0193] To achieve the above objectives, a second aspect of the present invention provides an electric vehicle, wherein the electric vehicle includes the electric vehicle integrated thermal management system described above. Because the electric vehicle adopts all the technical solutions of the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be detailed here.

[0194] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0195] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection, or communication; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0196] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0197] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. An integrated thermal management system for electric vehicles, characterized in that: The electric vehicle integrated thermal management system includes: A battery thermal management system comprises a heat exchange circulation loop (100) for regulating the temperature of a power battery (110), wherein a first heat exchange channel of a battery heat exchanger (120) is connected to the heat exchange circulation loop (100); An electric drive thermal management system comprises a cooling circulation loop (200) for dissipating heat from an electric drive system (212), wherein the cooling circulation loop (200) is used to supply heat to the heat exchange circulation loop (100) when a battery heating condition is met; A cabin air conditioning system comprises a heat pump air conditioning main circuit (300) and a battery heat exchange branch circuit (400), wherein the heat pump air conditioning main circuit (300) is used to adjust the cabin temperature and can switch between a cooling mode and a heating mode, and the battery heat exchange branch circuit (400) is connected to the heat pump air conditioning main circuit (300), and a second heat exchange channel of the battery heat exchanger (120) is connected to the battery heat exchange branch circuit (400) so as to exchange heat with the heat exchange circulation circuit (100) when a temperature adjustment demand instruction of the power battery (110) is triggered; The heat pump air conditioner main circuit (300) comprises a compression section (310), a hot / cold switching section (320), and a return section (330) which are sequentially arranged. The compression section (310) is provided with a compressor (311) for compressing the refrigerant. The return section (330) allows the refrigerant to flow back to the compressor (311). The third heat exchange channel of the economizer (350) is connected to the hot-cold switching section (320), and the cabin air conditioning system further comprises an over-modulation heat exchange branch (360), wherein the over-modulation heat exchange branch (360) is sequentially connected to a third expansion valve (361) and a fourth heat exchange channel of the economizer (350), and an end of the over-modulation heat exchange branch (360) close to the third expansion valve (361) is connected to the hot-cold switching section (320), and an end away from the third expansion valve (361) is directed to the compressor (311).

2. The electric vehicle integrated thermal management system according to claim 1, characterized in that: The cold / hot switching section (320) has a cooling path and a heating path and is connected to the compression section (310) via a path switching valve group. The path switching valve group can switch between the cooling path and the heating path according to a temperature control demand instruction. The battery heat exchange branch (400) is connected to the cold / hot switching section (320) and is also connected to a second expansion valve (410).

3. The electric vehicle integrated thermal management system according to claim 2, characterized in that: The path switching valve group includes a four-way reversing valve (340). The cold / hot switching section (320) is provided with an off-vehicle heat exchanger (321), a first expansion valve (322), and an on-vehicle heat exchanger (323) in sequence. The four-way reversing valve (340) has two first reversing valve ports (A1 / A2) correspondingly connected to the compression section (310) and the return section (330), and a second reversing valve port (B) and a third reversing valve port (C) correspondingly connected to both ends of the cold / hot switching section (320). The four-way reversing valve (340) is used to switch and select one of the two first reversing valve ports (A1 / A2) to be connected to the second reversing valve port (B) and the other to be connected to the third reversing valve port (C). The battery heat exchange branch (400) is bypassed between the off-vehicle heat exchanger (321) and the first expansion valve (322).

4. The electric vehicle integrated thermal management system according to claim 2, characterized in that: The path switching valve group includes a first three-way valve (342) and an on-off valve. The inlet valve port (a) of the first three-way valve (342) is connected to the compression section (310). The hot-cold switching section (320) includes an outside-vehicle condensation section (324), an inside-vehicle condensation section (325), and an inside-vehicle evaporation section (326). The outside-vehicle condensation section (324) and the inside-vehicle condensation section (325) are arranged in parallel and the two ends are connected to form a first junction end and a second junction end. The first junction end is connected to the first outlet valve port (b) of the first three-way valve (342), and the second junction end is connected to the inside-vehicle evaporation section (326). The reflux section (330) is connected to the inside-vehicle evaporation section. (326) and the compression section (310), the on-off valve and the condenser are both provided on the outside-vehicle condensation section (324) and the inside-vehicle condensation section (325), the first expansion valve (322) and the inside-vehicle evaporator (329) are provided on the inside-vehicle evaporation section (326), the first end of the battery heat exchange branch (400) is bypassed between the second junction end and the first expansion valve (322), and the second end is respectively connected to the second valve outlet (c) of the first three-way valve (342) and the reflux section (330), the first three-way valve (342) is used to select at least one of the first valve outlet (b) and the second valve outlet (c) to be connected to the valve inlet (a).

5. The electric vehicle integrated thermal management system according to claim 3 or 4, characterized in that: The electric vehicle integrated thermal management system further comprises a thermal management control device, wherein the thermal management control device is respectively connected to the compressor (311), the path switching valve group, the first expansion valve (322) and the second expansion valve (410) for communication, and is configured as follows: When a temperature adjustment demand instruction of the cabin air conditioner is received, the compressor (311) is controlled to be started, and the first expansion valve (322), the second expansion valve (410) and the path switching valve group are controlled according to the temperature adjustment demand instruction of the cabin air conditioner to switch to the corresponding path; When receiving a temperature adjustment demand instruction from the power battery (110), controlling the compressor (311) to start, and controlling the first expansion valve (322), the second expansion valve (410), and the path switching valve group according to the temperature adjustment demand instruction from the power battery (110) to switch to a corresponding path; When receiving a simultaneous temperature adjustment demand instruction for the cabin air conditioner and the power battery (110), the compressor (311) is controlled to be started, and the first expansion valve (322), the second expansion valve (410) and the path switching valve group are controlled according to the simultaneous temperature adjustment demand instruction, so that the cabin air conditioner and the power battery (110) are switched to corresponding paths.

6. The electric vehicle integrated thermal management system according to claim 5, characterized in that: The cabin air conditioning system further comprises a cabin heating device (500), the cabin heating device (500) being used to heat the cabin and being communicatively connected to the thermal management control device, and controlling the compressor (311) to start up when receiving a temperature adjustment demand instruction of the cabin air conditioning, and controlling the first expansion valve (322), the second expansion valve (410) and the path switching valve group according to the temperature adjustment demand instruction of the cabin air conditioning, so that switching to a corresponding path comprises: Upon receiving a heating demand command from the cabin air conditioner, determining the ambient temperature outside the vehicle; When the ambient temperature outside the vehicle is lower than a first preset frost temperature, controlling the compressor (311) to stop working and controlling the cabin heating device (500) to start; When the ambient temperature outside the vehicle is higher than the first preset frosting temperature, the compressor (311) is controlled to be started, the first expansion valve (322) is opened, the second expansion valve (410) is closed, and the path switching valve group is controlled to switch to a corresponding heating path according to a heating demand instruction of the cabin air conditioner.

7. The electric vehicle integrated thermal management system according to claim 5, characterized in that: The control of starting the compressor (311) upon receiving a temperature adjustment demand instruction from the power battery (110) and controlling the first expansion valve (322), the second expansion valve (410), and the path switching valve group according to the temperature adjustment demand instruction from the power battery (110) so as to switch to a corresponding path comprises: When receiving a cooling demand instruction from the power battery (110), controlling and starting a first circulation pump (130) in the heat exchange circulation loop (100) to control the heat exchange circulation loop (100) to perform self-circulation; When the speed of the first circulation pump (130) reaches the maximum allowable speed and the temperature of the power battery (110) is maintained above a preset maximum temperature, the compressor (311) is controlled to be started, and the first expansion valve (322), the second expansion valve (410) and the path switching valve group are controlled according to a cooling demand instruction of the power battery (110) so as to switch to a corresponding cooling path.

8. The electric vehicle integrated thermal management system according to claim 5, characterized in that: The battery thermal management system further comprises a battery heating device (600), the battery heating device (600) being used to heat the power battery (110) and being communicatively connected to the thermal management control device, and controlling the compressor (311) to start up when receiving a temperature adjustment demand instruction of the power battery (110), and controlling the first expansion valve (322), the second expansion valve (410) and the path switching valve group according to the temperature adjustment demand instruction of the power battery (110) so as to switch to the corresponding path, further comprising: Upon receiving a heating demand instruction from the power battery (110), determining the ambient temperature outside the vehicle; When the ambient temperature outside the vehicle is lower than a second preset frost temperature, controlling the compressor (311) to stop working and controlling the battery heating device (600) to start; When the ambient temperature outside the vehicle is higher than the second preset frosting temperature, the compressor (311) is controlled to start, and the first expansion valve (322), the second expansion valve (410) and the path switching valve group are controlled according to a temperature adjustment demand instruction of the power battery (110) so as to switch to a corresponding path.

9. The electric vehicle integrated thermal management system according to claim 5, characterized in that: The electric vehicle integrated thermal management system includes a detection device, the detection device includes a first temperature and pressure sensor group (710), a second temperature and pressure sensor group (720), and a third temperature and pressure sensor group (730) respectively connected to the thermal management control device for communication, the first temperature and pressure sensor group (710) is provided at the inlet and outlet of the compressor (311), the heat pump air conditioning main circuit (300) is provided with an in-vehicle heat exchanger (323) or an in-vehicle evaporator (329) in the vehicle, the second temperature and pressure sensor group (720) is provided at the inlet and outlet of the in-vehicle heat exchanger (323) or the in-vehicle evaporator (329), and the third temperature and pressure sensor group (730) is provided at the inlet and outlet of the second heat exchange channel, and the thermal management control device is further configured as follows: Determine the calculation formula of the system energy efficiency ratio according to the current temperature control demand instruction; Calculating the current system energy efficiency ratio based on the detection data of the detection device and the calculation formula of the system energy efficiency ratio; When the calculated result of the current system energy efficiency ratio is lower than the preset minimum energy efficiency ratio, the control sends a prompt message.

10. The electric vehicle integrated thermal management system according to claim 5, characterized in that: The method further comprises: upon receiving a simultaneous temperature adjustment demand instruction for the cabin air conditioner and the power battery (110), controlling the compressor (311) to start, and controlling the first expansion valve (322), the second expansion valve (410), and the path switching valve group according to the simultaneous temperature adjustment demand instruction so that the cabin air conditioner and the power battery (110) are switched to corresponding paths; Under the condition that the compressor (311) cannot simultaneously meet the temperature control requirements of the cabin air conditioner and the power battery (110), the opening of the second expansion valve (410) is controlled to be adjusted to a maximum opening, and the opening of the first expansion valve (322) is adjusted according to the maximization of the current system energy efficiency ratio.

11. The electric vehicle integrated thermal management system according to any one of claims 1 to 4, and 6 to 10, characterized in that: The cooling circulation loop (200) comprises a driving section (210) and a heat dissipation section (220) connected end to end in sequence, the driving section (210) is provided with a second circulation pump (211) and flows through the electric drive system (212), the heat dissipation section (220) is provided with a radiator (221), and the driving section (210) is provided with a first connecting section (230) and a second connecting section (240) at both ends, and the first connecting section (230) and the second connecting section (240) are separated from the power battery (110) and are respectively connected to the heat exchange circulation loop (100). The first connecting section (230) is provided with an electric drive opening and closing valve (231), the driving section (210), the heat dissipation section (220) and the second connecting section (240) are connected via a second three-way valve (250), and the second three-way valve (250) can select at least one of the heat dissipation section (220) and the second connecting section (240) to be connected to the driving section (210), and is used to select the second connecting section (240) to be connected to the driving section (210) when the battery heating condition is met, so as to supply heat to the heat exchange circulation loop (100).

12. The electric vehicle integrated thermal management system according to claim 5, characterized in that: The cooling circulation loop (200) comprises a driving section (210) and a heat dissipation section (220) connected end to end in sequence, the driving section (210) is provided with a second circulation pump (211) and flows through the electric drive system (212), the heat dissipation section (220) is provided with a radiator (221), and the driving section (210) is provided with a first connecting section (230) and a second connecting section (240) at both ends, and the first connecting section (230) and the second connecting section (240) are separated from the power battery (110) and are respectively connected to the heat exchange circulation loop (100). The first connecting section (230) is provided with an electric drive opening and closing valve (231), the driving section (210), the heat dissipation section (220) and the second connecting section (240) are connected via a second three-way valve (250), and the second three-way valve (250) can select at least one of the heat dissipation section (220) and the second connecting section (240) to be connected to the driving section (210), and is used to select the second connecting section (240) to be connected to the driving section (210) when the battery heating condition is met, so as to supply heat to the heat exchange circulation loop (100).

13. The electric vehicle integrated thermal management system according to claim 11, characterized in that: The heat pump air-conditioning main circuit (300) is provided with an external heat exchanger (321) or an external condenser (327) outside the vehicle, the radiator (221) is arranged close to the external heat exchanger (321) or the external condenser (327), and the second three-way valve (250) is used to select the heat dissipation section (220) to be connected with the driving section (210) when the external defrosting condition is met, so that the radiator (221) defrosts the external heat exchanger (321) or the external condenser (327).

14. The electric vehicle integrated thermal management system according to claim 12, characterized in that: The heat pump air-conditioning main circuit (300) is provided with an external heat exchanger (321) or an external condenser (327) outside the vehicle, the radiator (221) is arranged close to the external heat exchanger (321) or the external condenser (327), and the second three-way valve (250) is used to select the heat dissipation section (220) to be connected with the driving section (210) when the external defrosting condition is met, so that the radiator (221) defrosts the external heat exchanger (321) or the external condenser (327).

15. An electric vehicle, characterized in that: The electric vehicle comprises the electric vehicle integrated thermal management system according to any one of claims 1 to 14.

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