A thermal management system for an integrated heat exchanger in a pure electric vehicle

Abstract

This invention relates to the field of energy conservation and new energy technology, specifically disclosing a thermal management system for an integrated heat exchanger in a pure electric vehicle. The system includes a compressor, a first shut-off valve, a second shut-off valve, a third shut-off valve, a fourth shut-off valve, a water pump, an indoor condenser, a cooling plate, an integrated heat exchanger, an indoor evaporator, a first electronic expansion valve, a second electronic expansion valve, and a third electronic expansion valve. Through the design of pipe connections and the coordinated control of each shut-off valve and electronic expansion valve, the system enables different cooling and heating modes. It can meet the heat dissipation needs of the external condenser and motor radiator in summer, and the heat absorption needs of the external evaporator and the waste heat recovery function of the drive motor in winter. This simplifies various complex circuit connections and improves overall heat exchange efficiency. This thermal management system works collaboratively to enable the vehicle to adapt to various complex external environments, such as extreme cold and high temperatures.

Description

Technical Field

[0001] This invention relates to the field of energy conservation and new energy technology, and in particular to a thermal management system for an integrated heat exchanger in a pure electric vehicle. Background Technology

[0002] Since the beginning of the 21st century, the concepts of sustainable development and clean energy have permeated every aspect of people's lives. With the emergence of new energy vehicles and the introduction of the concept of green transportation, the popularity of pure electric vehicles has been increasing. Compared to traditional fuel vehicles, the thermal management system of pure electric vehicles plays a crucial role in the overall vehicle operation. During operation, the thermal management system of a pure electric vehicle must simultaneously meet the temperature requirements of the power battery, drive motor, and passenger compartment. The thermal management system consumes a significant amount of battery power, severely impacting the vehicle's range in both winter and summer. Pure electric vehicle thermal management systems are gradually developing towards energy saving, high efficiency, simplicity, lightweight design, and low cost. Currently, pure electric vehicle thermal management systems have numerous components and complex circuits, resulting in problems such as high failure rates and high costs. Summary of the Invention

[0003] To address the aforementioned problems, this invention provides a thermal management system for an integrated heat exchanger in pure electric vehicles, which solves the issues of numerous components and complex circuits in current pure electric vehicle thermal management systems, resulting in high failure rates and high costs.

[0004] To achieve the above objectives, the present invention provides a thermal management system for an integrated heat exchanger in a pure electric vehicle, the technical solution of which is as follows:

[0005] A thermal management system for an integrated heat exchanger in a pure electric vehicle includes a compressor, a first shut-off valve, a second shut-off valve, a third shut-off valve, a fourth shut-off valve, a water pump, an indoor condenser, a refrigeration plate, an integrated heat exchanger, an electric drive system, an indoor evaporator, a first electronic expansion valve, a second electronic expansion valve, and a third electronic expansion valve.

[0006] The integrated heat exchanger is provided with a first refrigerant port, a second refrigerant port, a first coolant port, and a second coolant port;

[0007] The first refrigerant port is connected to the first pipe, and the first pipe is connected to the second, third, fourth and fifth pipes respectively. One end of the indoor evaporator, indoor condenser and refrigeration plate is connected to the sixth, seventh and eighth pipes respectively, and the other end of the indoor evaporator, indoor condenser and refrigeration plate is connected to the ninth, tenth and eleventh pipes respectively. The second pipe is connected to the seventh pipe, the third pipe is connected to the sixth pipe, the fourth pipe is connected to the seventh and eighth pipes, and the fifth pipe is connected to the eighth pipe.

[0008] The second refrigerant port is connected to the twelfth pipe, which is connected to the ninth, tenth, and eleventh pipes;

[0009] The first coolant port and the second coolant port are respectively connected to the two ends of the electric drive system through the first coolant pipe and the second coolant pipe.

[0010] The compressor is mounted on the fourth pipe;

[0011] The first shut-off valve is installed on the fourth pipe, and the first shut-off valve is located in the middle section at the connection between the seventh pipe, the eighth pipe, and the fourth pipe. The second shut-off valve is installed on the fifth pipe. The third shut-off valve is installed on the first pipe, and the third shut-off valve is located in the middle section at the connection between the second pipe, the third pipe, and the first pipe. The fourth shut-off valve is installed on the second pipe.

[0012] The first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve are respectively installed on the ninth pipe, the tenth pipe, and the eleventh pipe;

[0013] The water pump is installed on the first coolant pipeline.

[0014] Furthermore, the integrated heat exchanger includes a serpentine loop with gaps, in which heat dissipation fins are evenly distributed. The serpentine loop includes a first serpentine loop and a second serpentine loop that are closely fitted but not connected.

[0015] Furthermore, the indoor evaporator and indoor condenser are located inside the passenger compartment.

[0016] Furthermore, a PTC heating plate is also installed in the crew compartment.

[0017] Furthermore, both the first coolant pipe and the second coolant pipe are connected to an expansion tank.

[0018] Furthermore, it also includes a gas-liquid separator installed on the fourth pipeline.

[0019] Furthermore, it also includes a controller, which is signal-connected to the compressor, the first shut-off valve, the second shut-off valve, the third shut-off valve, the fourth shut-off valve, the water pump, the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve.

[0020] Furthermore, the controller is used to control the opening and closing of the compressor, the first shut-off valve, the second shut-off valve, the third shut-off valve, the fourth shut-off valve, the water pump, the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve to achieve different operating modes. The different operating modes include a passenger compartment-only cooling mode, a power battery-only cooling mode, a passenger compartment and power battery dual cooling mode, a passenger compartment-only heating mode, a power battery-only heating mode, and a passenger compartment and power battery dual heating mode.

[0021] Furthermore, in the dual cooling mode of the passenger compartment and the power battery, the controller controls the compressor and water pump to turn on, the fourth and second shut-off valves to open, the first and third shut-off valves to close, the first and third electronic expansion valves to open, and the second electronic expansion valve to close.

[0022] In the crew cabin separate cooling mode, the controller controls the compressor and water pump to start, the fourth shut-off valve to open, the first shut-off valve, the second shut-off valve and the third shut-off valve to close, the first electronic expansion valve to open, the second electronic expansion valve and the third electronic expansion valve to close;

[0023] In the power battery-only cooling mode, the controller controls the compressor and water pump to turn on, the fourth and second shut-off valves to turn on, the first and third shut-off valves to turn off, the third electronic expansion valve to turn on, and the first and second electronic expansion valves to turn off.

[0024] Furthermore, in the dual-heat mode of the passenger compartment and the power battery, the controller controls the compressor and water pump to turn on, the first and third shut-off valves to turn on, the second and fourth shut-off valves to turn off, the second and third electronic expansion valves to turn on, and the first electronic expansion valve to turn off, and controls the PTC heating plate to turn on according to the temperature of the passenger compartment.

[0025] In the crew cabin separate heating mode, the controller controls the compressor and water pump to turn on, the third shut-off valve to turn on, the first shut-off valve, the second shut-off valve and the fourth shut-off valve to turn off, the second electronic expansion valve to turn on, the first electronic expansion valve and the third electronic expansion valve to turn off, and controls the PTC heating plate to turn on according to the temperature of the crew cabin.

[0026] In the power battery-only heating mode, the controller controls the compressor and water pump to start, the first and third shut-off valves to start, the second and fourth shut-off valves to stop, the third electronic expansion valve to start, and the first and second electronic expansion valves to stop.

[0027] The present invention has at least the following beneficial effects:

[0028] This invention integrates individual modules of the thermal management system, which can meet the heat dissipation needs of the external condenser and motor radiator in summer, and the heat absorption needs of the external evaporator and the waste heat recovery function of the drive motor in winter. This simplifies complex circuit connections and improves overall heat exchange efficiency. Working in tandem, this thermal management system enables vehicles to adapt to various complex external environments, including extreme cold and high temperatures. Attached Figure Description

[0029] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0030] Figure 1 A schematic diagram of the thermal management system of an integrated heat exchanger for a pure electric vehicle according to an embodiment of the present invention is shown.

[0031] Figure 2 A schematic diagram of the structure of the integrated heat exchanger included in the thermal management system of an integrated heat exchanger for a pure electric vehicle according to an embodiment of the present invention is shown.

[0032] Figure 3 A schematic diagram of the electronic component connections of a thermal management system for an integrated heat exchanger in a pure electric vehicle according to an embodiment of the present invention is shown.

[0033] Figure 4 A schematic diagram of a high-temperature dual-cooling loop of a thermal management system for an integrated heat exchanger in a pure electric vehicle according to an embodiment of the present invention is shown.

[0034] Figure 5 A schematic diagram of a low-temperature dual-heat loop of a thermal management system for an integrated heat exchanger in a pure electric vehicle according to an embodiment of the present invention is shown.

[0035] In the diagram: 1. Compressor; 2. First shut-off valve; 3. Second shut-off valve; 4. Third shut-off valve; 5. Fourth shut-off valve; 6. Water pump; 7. Indoor condenser; 8. PTC heating plate; 9. Refrigeration plate; 10. Integrated heat exchanger; 101. First refrigerant port; 102. Second refrigerant port; 103. First coolant port; 104. Second coolant port; 105. Serpentine loop; 1051. First serpentine loop; 1052. Second serpentine loop; 106. Gap; 107. Heat dissipation fins; 11. Electric drive system; 12. Indoor 13. Internal evaporator; 14. Passenger compartment; 15. Expansion tank; 16. First electronic expansion valve; 17. Second electronic expansion valve; 18. Third electronic expansion valve; 19. Gas-liquid separator; 20. First pipeline; 21. Second pipeline; 22. Third pipeline; 23. Fourth pipeline; 24. Fifth pipeline; 25. Sixth pipeline; 26. Seventh pipeline; 27. Eighth pipeline; 28. Ninth pipeline; 29. ​​Tenth pipeline; 20. Eleventh pipeline; 31. Twelfth pipeline; 32. First coolant pipeline; 33. Second coolant pipeline; 44. Controller. Detailed Implementation

[0036] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0037] In the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0038] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0039] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0040] This invention provides a thermal management system for an integrated heat exchanger in a pure electric vehicle, such as... Figure 1 and Figure 2As shown, the thermal management system of the integrated heat exchanger for the pure electric vehicle includes a compressor 1, a first shut-off valve 2, a second shut-off valve 3, a third shut-off valve 4, a fourth shut-off valve 5, a water pump 6, an indoor condenser 7, a cooling plate 9, an integrated heat exchanger 10, an indoor evaporator 12, a first electronic expansion valve 15, a second electronic expansion valve 16, and a third electronic expansion valve 17; the integrated heat exchanger 10 is provided with a first refrigerant port 101, a second refrigerant port 102, a first coolant port 103, and a second coolant port 104; the first refrigerant port 101 is connected to a first pipe 19, and the... The first pipe 19 is connected to the second pipe 20, the third pipe 21, the fourth pipe 22, and the fifth pipe 23. One end of the indoor evaporator 12, the indoor condenser 7, and the cooling plate 9 is connected to the sixth pipe 24, the seventh pipe 25, and the eighth pipe 26, respectively. The other end of the indoor evaporator 12, the indoor condenser 7, and the cooling plate 9 is connected to the ninth pipe 27, the tenth pipe 28, and the eleventh pipe 29, respectively. The second pipe 20 is connected to the seventh pipe 25, the third pipe 21 is connected to the sixth pipe 24, and the fourth pipe 22 is connected to the seventh pipe 25 and the eighth pipe 26. 6. The fifth pipe 23 is connected to the eighth pipe 26; the second refrigerant port 102 is connected to the twelfth pipe 30, which is connected to the ninth pipe 27, the tenth pipe 28, and the eleventh pipe 29; the first coolant port 103 and the second coolant port 104 are respectively connected to the two ends of the electric drive system 11 through the first coolant pipe 31 and the second coolant pipe 32; the compressor 1 is mounted on the fourth pipe 22; the first shut-off valve 2 is mounted on the fourth pipe 22, and the first shut-off valve 2 is located between the seventh pipe 25 and the eighth pipe 26. The second shut-off valve 3 is located in the middle section of the connection between the second pipe 20 and the fourth pipe 22, and the third shut-off valve 4 is located in the middle section of the connection between the second pipe 20 and the third pipe 21 and the first pipe 19. The fourth shut-off valve 5 is located in the second pipe 20. The first electronic expansion valve 15, the second electronic expansion valve 16 and the third electronic expansion valve 17 are respectively located in the ninth pipe 27, the tenth pipe 28 and the eleventh pipe 29. The water pump 6 is located in the first coolant pipe 31.

[0041] In practical implementation, the integrated heat exchanger 10 is arranged in the vehicle's center grille position, working in conjunction with the center grille fan to meet the heat exchange requirements of the thermal management system. This structure integrates the original motor radiator and outdoor condenser into one, so that it can simultaneously meet the functions of heat exchange between the motor radiator and the outdoor condenser and the external environment. Moreover, when the low-temperature drive motor needs cooling and the air conditioner needs heating, the integrated heat exchanger 10 can also realize the waste heat recovery function of the drive motor.

[0042] In some embodiments, such as Figure 2 As shown, the integrated heat exchanger 10 includes a serpentine loop 105 with gaps 106. Heat dissipation fins 107 are evenly distributed in the gaps 106. The serpentine loop 105 includes a first serpentine loop 1051 and a second serpentine loop 1052 that are closely fitted but not connected. The openings at both ends of the first serpentine loop 1051 and the second serpentine loop 1052 are a first refrigerant port 101, a second refrigerant port 102, a first coolant port 103, and a second coolant port 104, respectively.

[0043] The integrated heat exchanger features two parallel serpentine loops: one for the air conditioning refrigerant and the other for the drive motor (electric drive system 11) coolant. Specifically, the first serpentine loop 1051 and the second serpentine loop 1052 can serve as the air conditioning refrigerant loop and the drive motor coolant loop, respectively. The heat dissipation fins 107 can be metal fins to facilitate heat exchange between the air conditioning refrigerant loop and the motor coolant in low-temperature mode, thereby recovering waste heat from the motor. By filling the gaps 106 in the serpentine loops 105 with metal fins, the efficiency of heat dissipation from the external environment is improved when both the high-temperature refrigerant loop and the motor coolant loop require heat dissipation. Both the refrigerant and coolant flow into the integrated heat exchanger from the top and out from the bottom; with sufficient airflow, both loops can meet their heat dissipation requirements.

[0044] In some embodiments, the indoor evaporator 12 and the indoor condenser 7 are disposed within the passenger compartment 13.

[0045] In some embodiments, a PTC heating plate 8 is also provided in the crew compartment 13.

[0046] In some embodiments, the first coolant pipe 31 and the second coolant pipe 32 are both connected to an expansion tank 14.

[0047] In some embodiments, the thermal management system of the integrated heat exchanger for pure electric vehicles further includes a gas-liquid separator 18 disposed on the fourth pipe 22.

[0048] In some embodiments, such as Figure 3 As shown, the thermal management system of the integrated heat exchanger for pure electric vehicles also includes a controller 33, which is signal-connected to the compressor 1, the first shut-off valve 2, the second shut-off valve 3, the third shut-off valve 4, the fourth shut-off valve 5, the water pump 6, the first electronic expansion valve 15, the second electronic expansion valve 16, and the third electronic expansion valve 17.

[0049] The controller 33 is used to control the opening and closing of the compressor 1, the first shut-off valve 2, the second shut-off valve 3, the third shut-off valve 4, the fourth shut-off valve 5, the water pump 6, the first electronic expansion valve 15, the second electronic expansion valve 16, and the third electronic expansion valve 17 to achieve different working modes. The different working modes include a cooling mode and a heating mode. The cooling mode includes a passenger compartment-only cooling mode, a power battery-only cooling mode, and a passenger compartment and power battery dual cooling mode. The heating mode includes a passenger compartment-only heating mode, a power battery-only heating mode, and a passenger compartment and power battery dual heating mode.

[0050] In cooling mode, such as Figure 4 As shown, the vehicle's front grille needs to be open. Compressor 1 compresses the refrigerant and delivers the high-temperature, high-pressure refrigerant to the integrated heat exchanger 10. The integrated heat exchanger 10 should be located at the front grille position of the vehicle to facilitate heat exchange with the external environment. The high-temperature, high-pressure refrigerant dissipates heat in the integrated heat exchanger 10, becoming a low-temperature, high-pressure refrigerant. Subsequently, depending on the vehicle's needs, the refrigerant may flow only to the first electronic expansion valve 15 before the indoor evaporator 12, evaporating and absorbing heat in the indoor evaporator 12 to cool the passenger compartment 13; or it may flow only to the third electronic expansion valve 17 before the cooling plate 9, evaporating and absorbing heat in the cooling plate 9 to cool the power battery; or it may be divided into two paths, flowing through both the first electronic expansion valve 15 before the indoor evaporator 12 and the third electronic expansion valve 17 before the cooling plate 9, simultaneously cooling both the passenger compartment 13 and the power battery. The refrigerant flow direction can be controlled by opening and closing the shut-off valve in the control circuit. After the gaseous refrigerant flowing out of the indoor evaporator 12 or the refrigeration plate 9 is separated into liquid refrigerant by the gas-liquid separator 18, it returns to the compressor for the next cycle.

[0051] In heating mode, such as Figure 5As shown, the vehicle's front grille determines whether to open based on the temperature of the electric drive system 11. If the electric drive system 11 is at a high temperature and residual heat is available, the grille is closed; if the electric drive system 11 is at a low temperature and residual heat is unavailable, the grille needs to be opened. During heating, the compressor 1 compresses the refrigerant and delivers the high-temperature, high-pressure refrigerant to the indoor condenser 7, where it is liquefied to heat the passenger compartment 13 (if the passenger compartment's heating capacity is insufficient, the PTC heating plate 8 can be activated to provide auxiliary heating for the passenger compartment 13), or to the cooling plate 9, where it is liquefied to heat the power battery. Alternatively, the refrigerant can be divided into two streams, flowing through both the indoor condenser 7 and the battery cooling plate 9, simultaneously heating both the passenger compartment 13 and the power battery (same as above; if the passenger compartment's heating capacity is insufficient, the PTC heating plate 8 can be activated to provide auxiliary heating for the passenger compartment 13). The refrigerant flow direction can also be controlled by opening and closing the shut-off valve in the control circuit. The liquefied, low-temperature, high-pressure refrigerant then flows to the second electronic expansion valve 16 or the third electronic expansion valve 17 after the indoor condenser 7 or the cooling plate 9. After passing through the second electronic expansion valve 16 or the third electronic expansion valve 17, the refrigerant flows to the integrated heat exchanger. When the motor temperature is too low and the motor's waste heat is unusable, the refrigerant exchanges heat with the outside air in the integrated heat exchanger, absorbing heat from the outside air. When the motor temperature is suitable and the motor's waste heat is usable, the refrigerant exchanges heat with the motor coolant in the integrated heat exchanger, realizing the waste heat recovery function of the electric drive system 11. Subsequently, the gaseous refrigerant passes through a gas-liquid separator to separate the liquid refrigerant and returns to the compressor for the next working cycle.

[0052] Regarding the control of the PTC heating plate 8, the PTC heating plate 8 is used to provide auxiliary heating when heating the passenger compartment. For example, if the set heating temperature is a℃ and the current passenger compartment temperature is not reached, the controller 33 can start the PTC heating plate 8 until the passenger compartment reaches the set heating temperature and then turn off the PTC heating plate. If the temperature of the passenger compartment can reach a℃, that is, the temperature value inside the passenger compartment is greater than or equal to a℃, then the PTC heating plate 8 will not be started.

[0053] Cooling of the electric drive system 11 is achieved by a water pump and an integrated heat exchanger. In vehicle cooling mode, the waste heat of the electric drive system 11 is unusable. The heat from the electric drive system 11 is carried to the integrated heat exchanger via the coolant, and then transferred to the outside air through the integrated heat exchanger 10. The circulation of the coolant is driven by the water pump. In vehicle heating mode (passenger compartment heating only, power battery heating only, passenger compartment and power battery heating together), if the electric drive system 11 has no heat dissipation requirement, the water pump 6 does not work, and the coolant does not circulate. If the electric drive system 11 has a heat dissipation requirement, the heat from the electric drive system 11 is carried to the integrated heat exchanger 10 via the coolant. In the integrated heat exchanger 10, the coolant and refrigerant exchange heat, realizing the recovery of waste heat from the motor.

[0054] The following section will detail the implementation process of the six working modes of the thermal management system of the integrated heat exchanger for pure electric vehicles.

[0055] like Figure 4 The diagram illustrates the refrigerant flow and motor coolant flow during dual cooling of the passenger compartment and power battery. In dual cooling mode, compressor 1 is activated, fourth shut-off valve 5 and second shut-off valve 3 are activated, first shut-off valve 2 and third shut-off valve 4 are closed, first electronic expansion valve 15 and third electronic expansion valve 17 are activated, and second electronic expansion valve 16 is closed. The high-temperature, high-pressure refrigerant from compressor 1 first flows through fourth shut-off valve 5 to integrated heat exchanger 10 for cooling and liquefaction. The liquefied refrigerant then flows through electronic expansion valve 15 to indoor evaporator 12, where it evaporates and absorbs heat to cool the passenger compartment 13. It also flows through electronic expansion valve 17 to cooling plate 9, where it evaporates and absorbs heat to cool the power battery. The refrigerant flowing out of indoor evaporator 12 and cooling plate 9 returns to compressor 1 via gas-liquid separator 18 for the next cycle. When only the passenger compartment 13 needs cooling, in addition to the dual-cooling mode, the second shut-off valve 3 and the third electronic expansion valve 17 can be closed. The liquid refrigerant flowing out of the integrated heat exchanger 10 will then flow only to the indoor evaporator 12 to cool the passenger compartment 13, and then return to the compressor via the gas-liquid separator 18 to complete the next cycle. When only the power battery needs cooling, in addition to the dual-cooling mode, the first electronic expansion valve 15 can be closed. The liquid refrigerant flowing out of the integrated heat exchanger 10 will then flow only to the cooling plate 9 to cool the power battery, and then return to the compressor 1 via the gas-liquid separator 18 to complete the next cycle. Since the waste heat of the motor cannot be recovered in the high-temperature cooling mode, when the motor needs cooling, the water pump 6 can drive the coolant through the integrated heat exchanger 10 to dissipate heat from the electric drive system 11.

[0056] like Figure 5The diagram illustrates the refrigerant flow and motor coolant flow in dual-heating mode for the passenger compartment and power battery. In dual-heating mode, compressor 1 is on, first and third shut-off valves 2 and 4 are on, second and fourth shut-off valves 3 and 5 are closed, second and third electronic expansion valves 16 and 17 are on, first electronic expansion valve 15 is closed, and PTC heating plate 8 is selectively on. High-temperature, high-pressure refrigerant from compressor 1 flows to the indoor condenser 7, where it liquefies to heat the passenger compartment 13. It also flows through first shut-off valve 2 to the cooling plate 9, where it liquefies to heat the power battery. The refrigerant flowing from the cooling plate 9 and indoor condenser 7 flows through the corresponding third and second electronic expansion valves 17 and 16 respectively, merging to flow through integrated heat exchanger 10, where it vaporizes and absorbs heat from the outside air. During the flow of refrigerant through the integrated heat exchanger 10, if the electric drive system 11 has a heat dissipation requirement, the refrigerant can recover waste heat from the electric drive system 11 through the integrated heat exchanger 10. At this time, the vehicle's front grille can be closed to reduce air resistance. In dual-heating mode, if the passenger compartment has a large heat demand and the compressor heat pump cycle cannot quickly meet the passenger compartment's heating needs, the PTC heating plate 8 can be turned on to provide auxiliary heating for the passenger compartment, facilitating the rapid attainment of the set temperature. When only the passenger compartment needs to be heated, based on the dual-heating mode, the first shut-off valve 2 can be closed, the third electronic expansion valve 17 can be closed, and the PTC heating plate 8 can be selectively turned on. The refrigerant flowing out of the electronic expansion valve 16 also flows through the integrated heat exchanger 10 to vaporize and absorb heat from the outside air, and then returns to the compressor 1 for the next cycle via the third shut-off valve 4 and the gas-liquid separator 18. When the passenger compartment is heated alone, the PTC heating plate 8 can also be turned on to provide auxiliary heating for the passenger compartment, facilitating the rapid attainment of the set temperature. When only the power battery needs heating, in the dual-heating mode, the second electronic expansion valve 16 can be closed, and the refrigerant flowing out of the third electronic expansion valve 17 will also flow through the integrated heat exchanger 10 to vaporize and absorb heat from the outside air. It will then return to the compressor 1 for the next cycle via the third shut-off valve 4 and the gas-liquid separator 18. In heating mode, if the electric drive system 11 has a heat dissipation requirement, the water pump 6 can drive the coolant in the integrated heat exchanger 10 to recover waste heat from the electric drive system 11. If the electric drive system 11 does not have a heat dissipation requirement, the water pump 6 can be turned off, and the coolant will not circulate. The expansion tank 14 can prevent pressure changes caused by the thermal expansion and contraction of the coolant, ensuring normal pressure in the coolant circuit and preventing leakage due to high or low pressure.

[0057] The above embodiments are only used to illustrate the present invention and are not intended to limit the present invention. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions also fall within the scope of the present invention, and the patent protection scope of the present invention should be defined by the claims.

Claims

1. A thermal management system for an integrated heat exchanger in a pure electric vehicle, characterized in that, It includes a compressor, a first shut-off valve, a second shut-off valve, a third shut-off valve, a fourth shut-off valve, a water pump, an indoor condenser, a refrigeration plate, an integrated heat exchanger, an indoor evaporator, a first electronic expansion valve, a second electronic expansion valve, and a third electronic expansion valve; The integrated heat exchanger is provided with a first refrigerant port, a second refrigerant port, a first coolant port, and a second coolant port; The first refrigerant port is connected to the first pipe, and the first pipe is connected to the second, third, fourth and fifth pipes respectively. One end of the indoor evaporator is connected to the sixth pipe and the other end is connected to the ninth pipe. One end of the indoor condenser is connected to the seventh pipe and the other end is connected to the tenth pipe. One end of the refrigeration plate is connected to the eighth pipe and the other end is connected to the eleventh pipe. The second pipe is connected to the seventh pipe, the third pipe is connected to the sixth pipe, the fourth pipe is connected to the seventh and eighth pipes, and the fifth pipe is connected to the eighth pipe. The second refrigerant port is connected to the twelfth pipe, the twelfth pipe is connected to the ninth pipe, the twelfth pipe is connected to the tenth pipe, and the twelfth pipe is connected to the eleventh pipe; The first coolant port is connected to one end of the electric drive system through a first coolant pipe, and the second coolant port is connected to the other end of the electric drive system through a second coolant pipe. The compressor is mounted on the fourth pipe; The first shut-off valve is installed on the fourth pipe, and the first shut-off valve is located in the middle section at the connection between the seventh pipe, the eighth pipe, and the fourth pipe. The second shut-off valve is installed on the fifth pipe. The third shut-off valve is installed on the first pipe, and the third shut-off valve is located in the middle section at the connection between the second pipe, the third pipe, and the first pipe. The fourth shut-off valve is installed on the second pipe. The first electronic expansion valve is installed on the ninth pipe, the second electronic expansion valve is installed on the tenth pipe, and the third electronic expansion valve is installed on the eleventh pipe; The water pump is installed on the first coolant pipeline.

2. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 1, characterized in that, The integrated heat exchanger includes a serpentine loop with gaps, in which heat dissipation fins are evenly distributed. The serpentine loop includes a first serpentine loop and a second serpentine loop that are closely fitted but not connected.

3. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 1, characterized in that, The indoor evaporator and indoor condenser are located inside the crew compartment.

4. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 3, characterized in that, The crew compartment is also equipped with a PTC heating plate.

5. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 1, characterized in that, Both the first coolant pipe and the second coolant pipe are connected to an expansion tank.

6. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 1, characterized in that, It also includes a gas-liquid separator installed on the fourth pipeline.

7. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 1, characterized in that, It also includes a controller, which is signal-connected to the compressor, the first shut-off valve, the second shut-off valve, the third shut-off valve, the fourth shut-off valve, the water pump, the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve.

8. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 7, characterized in that, The controller is used to control the opening and closing of the compressor, the first shut-off valve, the second shut-off valve, the third shut-off valve, the fourth shut-off valve, the water pump, the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve to achieve different working modes. The different working modes include passenger compartment-only cooling mode, power battery-only cooling mode, passenger compartment and power battery dual cooling mode, passenger compartment-only heating mode, power battery-only heating mode, and passenger compartment and power battery dual heating mode.

9. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 8, characterized in that, In the dual cooling mode of the passenger compartment and the power battery, the controller controls the compressor and water pump to turn on, the fourth and second shut-off valves to open, the first and third shut-off valves to close, the first and third electronic expansion valves to open, and the second electronic expansion valve to close. In the crew cabin separate cooling mode, the controller controls the compressor and water pump to start, the fourth shut-off valve to open, the first shut-off valve, the second shut-off valve and the third shut-off valve to close, the first electronic expansion valve to open, the second electronic expansion valve and the third electronic expansion valve to close; In the power battery-only cooling mode, the controller controls the compressor and water pump to turn on, the fourth and second shut-off valves to turn on, the first and third shut-off valves to turn off, the third electronic expansion valve to turn on, and the first and second electronic expansion valves to turn off.

10. The thermal management system for the integrated heat exchanger of a pure electric vehicle as described in claim 8, characterized in that, In the dual-heat mode of the passenger compartment and the power battery, the controller controls the compressor and water pump to turn on, the first and third shut-off valves to turn on, the second and fourth shut-off valves to turn off, the second and third electronic expansion valves to turn on, the first electronic expansion valve to turn off, and controls the PTC heating plate to turn on according to the temperature of the passenger compartment. In the crew cabin separate heating mode, the controller controls the compressor and water pump to turn on, the third shut-off valve to turn on, the first shut-off valve, the second shut-off valve and the fourth shut-off valve to turn off, the second electronic expansion valve to turn on, the first electronic expansion valve and the third electronic expansion valve to turn off, and controls the PTC heating plate to turn on according to the temperature of the crew cabin. In the power battery-only heating mode, the controller controls the compressor and water pump to start, the first and third shut-off valves to start, the second and fourth shut-off valves to stop, the third electronic expansion valve to start, and the first and second electronic expansion valves to stop.

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