An integrated thermal management system for electric vehicles

Abstract

The present invention relates to the field of energy conservation and new energy technology, and discloses an integrated thermal management system for electric vehicles, including a refrigerant circuit and a coolant circuit; the refrigerant circuit and the coolant circuit realize thermal interaction through a plate heat exchanger; the refrigerant circuit is provided with a compressor, an eight-way valve, an in-cabin heat exchanger, a gas-liquid separator, a first heating component, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a battery direct cooling plate and a first external heat exchanger; the coolant circuit is provided with a radiator, a three-way water valve, an electric drive system, a motor water pump, an expansion water tank, a second external heat exchanger and a second heating component. The present invention solves the problem that the thermal management system of pure electric vehicles has many components, a complex circuit and a high failure rate.

Description

Technical Field

[0001] The present invention relates to the field of energy saving and new energy technology, and in particular to an integrated thermal management system for electric vehicles. Background Art

[0002] Since the 21st century, the concepts of sustainable development and clean energy have penetrated into every corner 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 become increasingly high. Compared with traditional fuel vehicles, the thermal management system of pure electric vehicles also plays a vital role in the operation of the entire vehicle.

[0003] When running, the thermal management system of pure electric vehicles needs to meet the temperature requirements of the power battery, drive motor, and passenger compartment at the same time. The thermal management system will consume a lot of battery power, which seriously affects the vehicle's range in both winter and summer. The thermal management system of pure electric vehicles is gradually developing in the direction of energy saving, high efficiency, simplicity, lightness, and low cost. At present, the thermal management system of pure electric vehicles has many components and complex circuits, and there are problems such as high failure rate and high cost. Summary of the invention

[0004] The purpose of the present invention is to provide an integrated thermal management system for electric vehicles to solve the problems of numerous components, complex circuits and high failure rate of thermal management systems for pure electric vehicles.

[0005] In order to achieve the above purpose, the technical solutions adopted are as follows:

[0006] An integrated thermal management system for an electric vehicle includes a refrigerant circuit and a coolant circuit;

[0007] The refrigerant circuit and the coolant circuit achieve thermal interaction through a plate heat exchanger;

[0008] The refrigerant circuit is provided with a compressor, an eight-way valve, an in-cabin heat exchanger, a gas-liquid separator, a first heating component, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a battery direct cooling plate and a first external heat exchanger; wherein the eight-way valve has eight ports, namely a first eight-way valve port, a second eight-way valve port, a third eight-way valve port, a fourth eight-way valve port, a fifth eight-way valve port, a sixth eight-way valve port, a seventh eight-way valve port and an eighth eight-way valve port, the first eight-way valve port pipeline is connected to one end of the gas-liquid separator, the other end of the gas-liquid separator is connected to one end of the compressor, the other end of the compressor is connected to the third eight-way valve port, and the third eight-way valve port is connected to the third eight-way valve port. The valve port and the fourth eight-way valve port are both connected to the battery direct cooling plate through a pipeline, the first electronic expansion valve is arranged on the pipeline connecting the third eight-way valve port and the battery direct cooling plate, the fifth eight-way valve port and the sixth eight-way valve port are both connected to the cabin heat exchanger through a pipeline, the third electronic expansion valve is arranged on the pipeline connecting the sixth eight-way valve port and the cabin heat exchanger, the seventh eight-way valve port and the eighth eight-way valve port are both connected to the plate heat exchanger through a pipeline, the second electronic expansion valve is arranged on the pipeline connecting the eighth eight-way valve port and the plate heat exchanger, and the cabin heat exchanger, the first heating assembly and the first external heat exchanger are arranged in the passenger compartment;

[0009] The coolant circuit is provided with a radiator, a three-way water valve, an electric drive system, a motor water pump, an expansion water tank, a second external heat exchanger and a second heating component; the expansion water tank is connected to the radiator pipeline, the three-way water valve has three ports, namely a first water valve end, a second water valve end and a third water valve end, the first water valve end pipeline is connected to the radiator, the radiator pipeline is connected to one end of the plate heat exchanger, the other end of the plate heat exchanger is connected to one end of the electric drive system by a pipeline, the other end of the electric drive system is connected to one end of the motor water pump, the other end of the motor water pump is connected to the second water valve end by a pipeline, the expansion water tank is connected to the connecting pipeline of the motor water pump and the second water valve end by a pipeline, the third water valve end is connected to the connecting pipeline of the radiator and the plate heat exchanger by a pipeline, the second external heat exchanger is arranged corresponding to the position of the radiator, and the second heating component is arranged corresponding to the position of the electric drive system.

[0010] Preferably, the above-mentioned integrated thermal management system for electric vehicles further includes a controller, which is signal-connected to the eight-way valve, the three-way water valve, the first electronic expansion valve, the second electronic expansion valve and the third electronic expansion valve.

[0011] Preferably, in the above-mentioned integrated thermal management system for electric vehicles, the controller is used to:

[0012] Obtain the passenger compartment temperature and battery temperature;

[0013] Compare the cabin temperature and battery temperature to the maximum cabin temperature and battery temperature, respectively:

[0014] When the passenger compartment temperature is greater than the maximum passenger compartment temperature or the battery temperature is greater than the maximum battery temperature, it indicates that the system has a cooling demand and will continue to operate:

[0015] If the passenger compartment temperature is greater than the maximum passenger compartment temperature and the battery temperature is greater than the maximum battery temperature, it means that both the passenger compartment and the battery have cooling requirements, and the dual cooling mode is turned on;

[0016] If only the passenger compartment temperature is greater than the maximum passenger compartment temperature, the passenger compartment cooling mode is turned on;

[0017] If only the battery temperature is greater than the maximum battery temperature, the battery cooling mode is turned on;

[0018] When the passenger compartment temperature and battery temperature are both lower than the maximum passenger compartment temperature and battery temperature:

[0019] If the passenger compartment temperature and battery temperature are both lower than the minimum passenger compartment temperature and the minimum battery temperature, determine whether the motor temperature meets the waste heat recovery requirements:

[0020] If the motor temperature is greater than the temperature setting value, the dual heat + waste heat recovery mode is turned on;

[0021] If the motor temperature is lower than the set temperature, the dual heat + heat storage mode is turned on;

[0022] If the values ​​of the passenger compartment temperature and the battery temperature do not satisfy that both are lower than the minimum passenger compartment temperature and the minimum battery temperature, it is further determined whether the passenger compartment temperature is lower than the minimum passenger compartment temperature:

[0023] If the passenger compartment temperature is lower than the minimum passenger compartment temperature and the motor temperature is greater than the temperature setting value, the passenger compartment heating + waste heat recovery mode is turned on;

[0024] If the passenger compartment temperature is lower than the minimum passenger compartment temperature and the motor temperature is lower than the temperature setting value, the passenger compartment heating + heat storage mode is turned on;

[0025] If only the passenger compartment temperature is not lower than the minimum passenger compartment temperature, further determine whether the motor reaches the waste heat recovery temperature:

[0026] If the motor temperature is greater than the set temperature value, the battery heating + waste heat recovery mode is turned on;

[0027] If the motor temperature is lower than the set temperature value, the motor heating + heat storage mode is turned on.

[0028] Preferably, in the above-mentioned electric vehicle integrated thermal management system, in the dual-cooling mode, the second electronic expansion valve does not work, the gaseous refrigerant is compressed by the compressor and enters the plate heat exchanger serving as a condenser, and the liquid refrigerant from the plate heat exchanger is divided into two parts, one part of which is expanded through the third electronic expansion valve and then enters the cabin heat exchanger, and the other part is expanded through the first electronic expansion valve and then enters the battery direct cooling plate, the gaseous refrigerants flowing out of the two branches are combined and re-enter the compressor through the gas-liquid separator to enter the next round of circulation, and the coolant circuit exchanges heat with the external environment through the radiator to realize heat transfer of the entire system.

[0029] Preferably, in the above-mentioned integrated thermal management system of the electric vehicle, in the passenger compartment cooling mode, the plate heat exchanger is used as a condenser, and after the refrigerant circuit and the coolant circuit are thermally coupled, the coolant transports the heat to the external environment via the radiator, and the circulation path of the refrigerant is: compressor, eight-way valve, plate heat exchanger, third expansion valve, cabin heat exchanger, gas-liquid separator and compressor; the circulation path of the coolant is: motor water pump, plate heat exchanger, radiator, three-way water valve and motor water pump.

[0030] Preferably, in the above-mentioned integrated thermal management system for electric vehicles, in the battery cooling mode, the refrigerant completes a working cycle through the working processes of the compressor working, condensation and heat release in the plate heat exchanger, throttling by the second electronic expansion valve, and evaporation and heat absorption in the direct cooling plate. The refrigerant circulation path is: compressor, eight-way valve, plate heat exchanger, expansion valve, battery direct cooling plate, gas-liquid separator and compressor. The coolant circuit is driven by a motor water pump to circulate the cooling liquid, and the heat absorbed from the refrigerant circuit is dissipated to the external environment through the outdoor radiator, completing the refrigeration cycle of the entire system.

[0031] Preferably, in the above-mentioned electric vehicle integrated thermal management system, the dual-heat + waste heat recovery mode is a dual-heat mode and a waste heat recovery mode that are executed simultaneously; wherein, in the dual-heat mode, the gaseous refrigerant from the compressor is divided into two parts due to the opening of the first electronic expansion valve and the second electronic expansion valve, and enters the cabin heat exchanger and the battery direct cooling plate respectively, and the liquid refrigerant in the cabin heat exchanger and the battery direct cooling plate is throttled by the second electronic expansion valve, and then enters the plate heat exchanger serving as an evaporator, and the refrigerant evaporated from the plate heat exchanger passes through the gas-liquid separator and then enters the compressor to complete the working cycle, and the coolant circuit provides different heat source options for the refrigerant circuit according to the environment and working mode;

[0032] In the waste heat recovery mode, the coolant circuit uses the second heating component and / or the motor waste heat as a heat source to provide heat for the refrigerant circuit.

[0033] Preferably, in the above-mentioned integrated thermal management system for electric vehicles, the dual-heat + heat storage mode includes a dual-heat mode and a heat storage mode that are executed simultaneously; wherein, in the heat storage mode, heat in the low-temperature environment is transferred to the thermal management system to achieve heating and energy supply for the passenger compartment or the battery.

[0034] Preferably, in the above-mentioned electric vehicle integrated thermal management system, the passenger compartment heating + waste heat recovery mode includes a passenger compartment heating mode and a waste heat recovery mode that are executed simultaneously; the passenger compartment heating + heat storage mode includes a passenger compartment heating mode and a heat storage mode that are executed simultaneously.

[0035] Preferably, in the above-mentioned electric vehicle integrated thermal management system, the battery heating + waste heat recovery mode includes a battery heating mode and a waste heat recovery mode executed simultaneously, and the electric heating + heat storage mode includes a battery heating mode and a heat storage mode executed simultaneously;

[0036] In the battery heating mode, the refrigerant circulation path is: compressor, eight-way valve, battery direct cooling plate, second electronic expansion valve, plate heat exchanger, gas-liquid separator and compressor; during operation, the plate heat exchanger absorbs heat from the coolant circuit to provide energy for the refrigerant circuit.

[0037] The beneficial effects of the present invention are:

[0038] The vehicle thermal management module and the pipeline connections of the present invention are integrated, which reduces the use of thermal management system components and the connection of various complex pipelines, so that the thermal management efficiency of the vehicle is further improved. The integrated thermal management system has multiple working modes, which can ensure the normal operation of the vehicle in high and low temperature environments at the same time, and can also recycle the waste heat of the drive motor at low temperatures. The system pipeline connections are simple and the components are used less. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 The figure shows an overall structural diagram of an integrated thermal management system for an electric vehicle according to an embodiment of the present invention.

[0040] Figure 2 A low temperature + motor heat storage and high temperature cycle roadmap of an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0041] Figure 3 A low temperature + waste heat recovery cycle roadmap of an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0042] Figure 4 A one-layer circuit connection diagram of an eight-way valve in an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0043] Figure 5 A two-layer circuit connection diagram of an eight-way valve in an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0044] Figure 6 A front perspective structural schematic diagram of an eight-way valve in an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0045] Figure 7 A schematic diagram of the back three-dimensional structure of an eight-way valve in an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0046] Figure 8 A schematic diagram of the structure of an eight-way valve core in an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0047] Fig. 9 A control flow chart of operating mode division of an integrated thermal management system for an electric vehicle according to an embodiment of the present invention is shown.

[0048] Reference numerals:

[0049] 10. Compressor; 20. Eight-way valve; 1. First eight-way valve port; 2. Second eight-way valve port; 3. Third eight-way valve port; 4. Fourth eight-way valve port; 5. Fifth eight-way valve port; 6. Sixth eight-way valve port; 7. Eighth eight-way valve port; 8. Eighth eight-way valve port; 9. One-layer channel piping structure of eight-way valve; 11. Two-layer channel piping structure of eight-way valve; 30. In-cabin heat exchanger; 40. Gas-liquid separator; 50. First heating assembly; 60. Battery direct cooling plate; 70. First external heat exchanger; 80. Radiator; 90. Three-way water valve; 100. Motor water pump; 110. Expansion water tank; 120. Second external heat exchanger; 130. Second heating assembly; 140. Electric drive system; 150. Plate heat exchanger; EXV1. First electronic expansion valve; EXV2. Second electronic expansion valve; EXV3. Third electronic expansion valve. DETAILED DESCRIPTION

[0050] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0051] The specific implementation of the present invention is further described in detail below in conjunction with the drawings and examples.

[0052] The embodiment of the present invention provides an integrated thermal management system for electric vehicles, including three subsystems: a heat pump air conditioning system, a power battery pack thermal management system, and an electric drive thermal management system. Compared with the traditional thermal management system, the system proposed in this embodiment adds a battery direct cooling plate refrigerant branch in parallel with the condenser and evaporator branches on the basis of the heat pump air conditioning system, and uses the refrigerant directly as the heat exchange medium to realize the temperature control of the battery pack. At the same time, the outdoor condenser is eliminated, and the plate heat exchanger is coupled with the electric drive circuit to realize the function of the condenser / evaporator, thereby coupling the heat of each subsystem to establish an efficient and integrated thermal management system. In a low-temperature environment, the passenger compartment heating also needs to be configured with air-PTC (A-PTC) as the first heating component to improve the problems of insufficient heating or low heating efficiency of the heat pump. In a low-temperature fast charging or extremely low-temperature environment, the motor water circuit is configured with water-PTC (W-PTC) as the second heating component to ensure normal heating of the system.

[0053] According to the type of medium, the system can be divided into a refrigerant circuit and a coolant circuit, wherein the refrigerant is R134a and the coolant is a 50% ethylene glycol aqueous solution: the thermal management of the passenger compartment and the battery pack is achieved through the circulation of the refrigerant in the refrigerant circuit; the thermal management of the electric drive system is achieved through the circulation of the coolant; the refrigerant circuit and the coolant circuit achieve thermal interaction through the plate heat exchanger 150. The above thermal management system uses the refrigerant circuit to achieve a high degree of integration of the thermal management of the passenger compartment and the battery pack, and the thermal interaction between the refrigerant circuit and the coolant circuit achieves a high degree of coupling of the three subsystems of the passenger compartment, the battery pack, and the motor electronic control, which deepens the integration of the entire system and can achieve coordinated thermal control of the entire vehicle.

[0054] The refrigerant circuit of the thermal management system is arranged with a compressor 10, an eight-way valve 20, an in-cabin heat exchanger 30 (realizing the function of an evaporator / condenser), a gas-liquid separator 40, a first heating assembly 50, three electronic expansion valves, a battery direct cooling plate 60, and a first external heat exchanger 70. The three electronic expansion valves are respectively the first electronic expansion valve EXV1, the second electronic expansion valve EXV2, and the third electronic expansion valve EXV3. The main function is to achieve temperature regulation of the passenger compartment and the battery pack by circulating the refrigerant in the circuit and changing its phase state. Compared with the battery liquid cooling circuit, the secondary circuit layout is reduced. The thermal management system is highly integrated in structure and can achieve efficient heat exchange. Among them, the eight-way valve is the main component of the present invention. Its function is to integrate the connection of each pipeline and the flow control of the refrigerant. The eight-way valve can realize the rapid switching of the high and low temperature modes of the system.

[0055] In the refrigerant circuit, the eight-way valve 20 has eight ports, namely the first eight-way valve port 1, the second eight-way valve port 2, the third eight-way valve port 3, the fourth eight-way valve port 4, the fifth eight-way valve port 5, the sixth eight-way valve port 6, the seventh eight-way valve port 7 and the eighth eight-way valve port 8. The first eight-way valve port 1 is connected to one end of the gas-liquid separator 40 by a pipeline, the other end of the gas-liquid separator 40 is connected to one end of the compressor 10, and the other end of the compressor 10 is connected to the third eight-way valve port 3. The third eight-way valve port 3 and the fourth eight-way valve port 4 are both connected to the battery direct cooling plate 60 through pipelines. The third eight-way valve port 3 is connected to the A first electronic expansion valve EXV1 is arranged on the pipe connected to the battery direct cooling plate 60, the fifth eight-way valve port 5 and the sixth eight-way valve port 6 are both connected to the cabin heat exchanger 30 through pipes, a third electronic expansion valve EXV3 is arranged on the pipe connecting the sixth eight-way valve port 6 and the cabin heat exchanger 30, the seventh eight-way valve port 7 and the eighth eight-way valve port 8 are both connected to the plate heat exchanger 150 through pipes, a second electronic expansion valve EXV2 is arranged on the pipe connecting the eighth eight-way valve port 8 and the plate heat exchanger 150, the cabin heat exchanger 30, the first heating assembly 50 and the first external heat exchanger 70 are arranged in the passenger compartment.

[0056] The coolant circuit is provided with a radiator 80, a three-way water valve 90, a motor water pump 100, an expansion tank 110, a second external heat exchanger 120, a second heating assembly 130 and an electric drive system 140. The electric drive system 140 includes a motor and its electronic control components. The main function of the coolant circuit is to dissipate heat from the motor and its electronic control components to ensure that each component is within a suitable temperature range; it can also realize the recovery of motor waste heat and heat storage of the coolant circuit, which can not only strengthen the coupling with the refrigerant circuit but also provide more heat source options for the system.

[0057] In the coolant circuit, the expansion water tank 110 is connected to the radiator 80 by a pipeline, and the three-way water valve 90 has three ports, namely a first water valve end 91, a second water valve end 92 and a third water valve end 93. The first water valve end 91 is connected to the radiator 80 by a pipeline, the radiator 80 is connected to one end of the plate heat exchanger 150 by a pipeline, the other end of the plate heat exchanger 150 is connected to one end of the electric drive system 140 by a pipeline, the other end of the electric drive system 140 is connected to one end of the motor water pump 100, and the other end of the motor water pump 100 is connected to the second water valve end 92 by a pipeline. The expansion water tank 110 is connected to the connecting pipeline of the motor water pump 100 and the second water valve end 92 through a pipeline, and the third water valve end 93 is connected to the connecting pipeline of the radiator 80 and the plate heat exchanger 150 through a pipeline. The second external heat exchanger 120 is arranged corresponding to the position of the radiator 80, and the second heating component 130 is arranged corresponding to the position of the electric drive system 140.

[0058] In some embodiments, the working mode under different working conditions can be switched by setting a controller to control the eight-way valve 20, the three-way water valve 90, and the three electronic expansion valves. The eight-way valve 20 is used to distinguish the battery and the passenger compartment cooling and heating circuits; the different opening directions of the three-way water valve 90 correspond to different working modes of the motor circuit: heat dissipation, waste heat utilization, and heat storage; the electronic expansion valve is used to distinguish the battery or passenger compartment cooling and heating circuits and control the air conditioning and battery circuit refrigerant flow distribution. The internal heat exchanger, the first heating component and the blower are assembled together in the ventilation channel to achieve temperature control in the passenger compartment. The battery direct cooling plate can provide low-temperature or high-temperature refrigerant according to the cooling or heating requirements of the battery pack. The first heating component and the second heating component are used as auxiliary heat sources. The former realizes rapid temperature rise of the passenger compartment to avoid insufficient low-temperature heating, and the latter ensures that the heat pump system still has good performance in harsh environments. The plate heat exchanger 150 realizes the thermal coupling between the refrigerant circuit and the coolant circuit. Table 1 introduces the key components.

[0059] Table 1 Key components

[0060]

[0061] The thermal management system should correctly implement all the predetermined functional modes and ensure stable operation under the functional mode. Based on three subsystems, the basic functional modes can be divided into: passenger compartment heating, passenger compartment cooling, battery heating, battery cooling, motor heat dissipation, motor waste heat utilization, and heat storage. Different modes can be combined with each other to adapt to different working conditions and environmental requirements. The reference temperature is as follows: high temperature refers to an ambient temperature above 30℃, low temperature refers to an ambient temperature of -15℃ to 15℃, extremely low temperature refers to an ambient temperature below -15℃, and normal temperature refers to an ambient temperature of 15℃ to 30℃.

[0062] The following is a detailed introduction to the thermal management modes of the motor, passenger compartment, battery, and the mixed thermal management mode of each component based on the attached figures:

[0063] (1) Motor thermal management mode

[0064] Combined with Figure 1 As shown in the overall structure diagram of the integrated thermal management system, the motor thermal management modes are mainly divided into three types: motor heat dissipation, motor heat storage, and motor waste heat utilization. The motor heat dissipation mode and the motor heat storage mode have the same coolant circulation loop, and the functional difference lies in whether the radiator 80 absorbs or dissipates heat from the surrounding environment, which is closely related to the ambient temperature and the battery / passenger compartment mode selection. The circulation path of the passenger compartment battery in different modes will be introduced in combination with the motor thermal management mode.

[0065] There are two main application scenarios for the motor heat dissipation mode: when the temperature of the motor and its accessories is too high, the motor heat dissipation circuit is started, and the coolant circulation circuit exchanges heat with the environment through the radiator to achieve motor cooling; when the passenger compartment or battery is in cooling mode, the plate heat exchanger 150 and the coolant circuit are used to dissipate excess heat in the heat pump system cycle into the environment. The main function of the motor heat storage mode is to transfer heat from a low-temperature environment to the thermal management system to achieve heating and energy supply for the passenger compartment or battery. This mode is mostly used in low-temperature driving, fast charging and other working conditions. Figure 3 In the low-temperature + waste heat recovery cycle roadmap of the integrated thermal management system shown in the figure, the motor waste heat utilization mode loop absorbs the waste heat generated by the motor and its accessories as well as the heat generated by the PTC (the first heating component 50 and the second heating component 130) to provide a heat source for heating the battery or the passenger compartment. This mode can reasonably utilize the high-temperature heat source of the pure electric vehicle under low or extremely low temperature conditions, effectively improving the energy utilization rate of the entire vehicle.

[0066] (2) Passenger compartment heating mode

[0067] Combination Figure 2 and Figure 3 , when heating the passenger compartment, the refrigerant circuit: the plate heat exchanger 150 acts as an "evaporator" in the heat pump air conditioning system. The refrigerant absorbs heat from the coolant circuit through the plate heat exchanger 150, and then enters the compressor 10. After the compressor 10 does work, the high-temperature and high-pressure gaseous refrigerant enters the cabin heat exchanger 30 (here it acts as a condenser) of the passenger compartment, heating the air entering the cockpit to increase the ambient temperature of the cockpit. The medium-temperature and high-pressure liquid refrigerant then passes through the expansion valve to form a low-temperature and low-pressure two-phase state, and then enters the plate heat exchanger 150 to vaporize and absorb the heat of the cooling circuit to generate a low-temperature and low-pressure gaseous refrigerant, which then enters the compressor 10 to start the next cycle of the refrigerant. As shown in the attached figure Figure 2 As shown, the circulation path of the refrigerant is: compressor 10→eight-way valve 20→cabin heat exchanger 30→second electronic expansion valve EXV2→plate heat exchanger 150→gas-liquid separator 40→compressor 10. Figure 2 As shown, in the passenger compartment heating mode, the third electronic expansion valve EXV3 will not work. In this mode, this expansion valve will be fully opened to ensure that the refrigerant flows normally. Since the battery has no cooling requirement, the first electronic expansion valve EXV1 will be fully closed in this mode to ensure that the refrigerant does not flow through the battery. Figure 2 This is only a refrigerant flow diagram when the passenger compartment and the battery are dual-heated or dual-cooled. When the ambient temperature is too low, the heat pump cannot quickly meet the heating demand. The first heating component 50 serves as an auxiliary heat source to heat the passenger compartment by heating the air entering the passenger compartment.

[0068] In addition to the heat source of the heat pump system, the system also distinguishes different heat sources in the heating mode according to the ambient temperature: when the ambient temperature is high, the heat pump system transfers heat from the "air heat source + motor waste heat" to heat the passenger compartment through the external radiator and coupling loop, and the cooling liquid loop enters the heat storage mode, such as Figure 2 As shown; when the ambient temperature is low, the heating capacity of the heat pump system is difficult to meet the heating demand. In order to avoid heat loss, the coolant circuit shields the external radiator and enters the motor waste heat recovery mode, using the second heating component / motor waste heat as a heat source to provide heat for the heat pump system. Figure 3 shown.

[0069] (3) Passenger compartment cooling mode

[0070] Combination Figure 2 When cooling the passenger compartment in a high temperature environment, the heat pump system works in the same principle as a common air conditioner. At this time, the plate heat exchanger 150 is used as a condenser in the heat pump system. After the refrigerant circuit and the coolant circuit are thermally coupled, the coolant transports the heat to the outside environment through the radiator 80. Figure 2 As shown, the circulation path of the refrigerant and coolant is: compressor 10→eight-way valve 20→plate heat exchanger 150→third electronic expansion valve EXV3→in-cabin heat exchanger 30 (here acting as an evaporator)→gas-liquid separator 40→compressor 10; motor water pump 100→motor water jacket (not shown in the figure)→plate heat exchanger 150→radiator 80→three-way water valve 90→motor water pump 100. Figure 2 This is the refrigerant flow diagram when the passenger compartment and the battery are cooled at the same time. When only the passenger compartment is cooled, the first electronic expansion valve EXV1 in front of the battery direct cooling plate 60 will be completely closed, and no refrigerant will flow through the battery direct cooling plate 60. The second electronic expansion valve EXV2 that works in the heating mode only needs to ensure that the refrigerant can flow normally, and the second electronic expansion valve EXV2 will be fully opened.

[0071] (4) Battery heating mode

[0072] Combination Figure 2 and Figure 3, battery heating is achieved directly by utilizing the latent heat of phase change of the refrigerant in the battery cold plate, and there is no need to build a secondary circuit with a parallel liquid cooling heat exchanger. In the refrigerant circulation loop, the working process of the refrigerant is similar to the passenger compartment heating mode. The refrigerant completes the working cycle through the compressor 10 doing work, condensing and releasing heat in the direct cooling plate, throttling by the expansion valve, and evaporating and absorbing heat in the plate heat exchanger 150. Refrigerant circulation path: compressor 10→eight-way valve 20→battery direct cooling plate 60→second electronic expansion valve EXV2→plate heat exchanger 150→gas-liquid separator 40→compressor 10; during operation, the plate heat exchanger 150 absorbs heat from the coolant circuit to power the refrigerant circuit. When the heat pump heat source and the air heat source can keep the battery temperature within a reasonable range, it is used Figure 2 The circuit shown in the figure is used when the working conditions are more severe. Figure 3 The heat pump shown is combined with the motor waste heat recovery route. It is worth noting that Figure 2 and Figure 3 It is the refrigerant flow direction when the passenger cabin and the power battery are heated at the same time. When only the battery is heated, the third electronic expansion valve EXV3 in front of the cabin heat exchanger 30 will be completely closed. At this time, no refrigerant will flow through the cabin heat exchanger 30, and the first electronic expansion valve EXV1 in front of the battery direct cooling plate 60 only needs to ensure that the refrigerant can flow normally, and the first electronic expansion valve EXV1 will be fully opened.

[0073] (5) Battery cooling mode

[0074] Combination Figure 2 Generally speaking, the battery pack temperature is higher than the ambient temperature. However, in an extremely harsh environment, when the battery pack has a cooling demand, the refrigerant completes the working cycle through the compressor 10, condensation and heat release in the plate heat exchanger 150, throttling of the expansion valve, and evaporation and heat absorption in the direct cooling plate. Figure 2 As shown, the refrigerant circulation path is: compressor 10→eight-way valve 20→plate heat exchanger 150→first electronic expansion valve EXV1→battery direct cooling plate 60→gas-liquid separator 40→compressor 10. The cooling liquid loop is driven by the motor water pump 100 to circulate the cooling liquid, and the heat absorbed from the refrigerant loop is dissipated to the external environment through the radiator 80, completing the refrigeration cycle of the entire system. Figure 2 This is the refrigerant flow diagram when the passenger compartment and the battery are cooled at the same time. When only the battery is cooled, the third electronic expansion valve EXV3 in front of the cabin heat exchanger 30 will be completely closed. At this time, no refrigerant will flow through the cabin heat exchanger 30. The second electronic expansion valve EXV2 that works in the heating mode only needs to ensure that the refrigerant can flow normally, and the second electronic expansion valve EXV2 will be fully opened.

[0075] (6) Hybrid Mode

[0076] Combination Figure 2 and3 , Dual heating mode: The circulation loop of the battery and passenger compartment hybrid heating mode is as shown in the attached Figure 2 and 3 As shown, the gaseous refrigerant from the compressor 10 is divided into two parts due to the opening of the first electronic expansion valve EXV1 and the third electronic expansion valve EXV3, and enters the cabin heat exchanger 30 (here, it acts as a condenser) and the battery direct cooling plate 60 respectively. The liquid refrigerant in the cabin heat exchanger 30 and the direct cooling plate is throttled by the second electronic expansion valve EXV2, and then enters the plate heat exchanger 150 as an "evaporator". The refrigerant evaporated from the plate heat exchanger 150 passes through the gas-liquid separator 40 and enters the compressor 10 to complete the working cycle. The coolant circuit provides different heat source options for the refrigerant circuit according to the environment and working mode. In the dual heat mode, the first electronic expansion valve EXV1 and the third electronic expansion valve EXV3 only need to ensure that the refrigerant flows normally, and will be fully opened, and the refrigerant is throttled by the second electronic expansion valve EXV2.

[0077] Combination Figure 2 , Dual cooling mode: The circulation loop of the battery and passenger compartment mixed cooling mode is as shown in the attached Figure 2 As shown, the gaseous refrigerant is compressed by the compressor 10 and then enters the plate heat exchanger 150 which serves as a "condenser". The liquid refrigerant from the plate heat exchanger 150 is divided into two parts. One part is expanded through the third electronic expansion valve EXV3 and then enters the cabin heat exchanger 30 (here it acts as an evaporator). The other part is expanded through the first electronic expansion valve EXV1 and then enters the direct cooling plate of the battery pack. The gaseous refrigerant flowing out of the two branches is combined and re-enters the compressor 10 through the gas-liquid separator 40 to enter the next cycle. The coolant circuit exchanges heat with the external environment through the radiator 80 to realize the heat transfer of the entire system and ensure that the temperature of each subsystem is reduced to the most suitable range. In the dual cooling mode, the second electronic expansion valve EXV2 will not work. It only needs to ensure that the refrigerant flows normally. It will be fully opened and the refrigerant will be throttled through the first electronic expansion valve EXV1 and the third electronic expansion valve EXV3.

[0078] like Figure 4 and Figure 5As shown, it is a first-layer and second-layer pipeline connection diagram of the eight-way valve 20, wherein 1-8 are the eight ports of the eight-way valve 20, namely the first eight-way valve port 1, the second eight-way valve port 2, the third eight-way valve port 3, the fourth eight-way valve port 4, the fifth eight-way valve port 5, the seventh eight-way valve port 7 and the eighth eight-way valve port 8. Each of the two channels inside the eight-way valve 20 corresponds to a layer of pipeline connection. By controlling the rotation of the valve core inside the eight-way valve 20, the two-layer pipeline connection of the eight-way valve 20 can be switched. The two layers of pipelines do not cross each other and are not connected to each other, corresponding to the two different working modes of high temperature and low temperature. The first layer of the eight-way valve 20 corresponds to the high-temperature cooling working mode of the integrated thermal management system, and the second layer of the eight-way valve 20 corresponds to the low-temperature heating working mode of the integrated thermal management system. Figure 4 and Figure 5 The arrow in the middle indicates the direction of refrigerant flow. Figure 4 It only represents the refrigerant flow direction when the high-temperature passenger compartment and the power battery are cooled at the same time. When only the passenger compartment is cooled alone, the refrigerant will not flow through the third eight-way valve port 3 and the fourth eight-way valve port 4. When only the power battery is cooled alone, the refrigerant will not flow through the fifth eight-way valve port 5 and the sixth eight-way valve port 6. Figure 5 It only indicates the refrigerant flow direction when the low-temperature passenger compartment and the power battery are heated at the same time. When only the passenger compartment is heated alone, the refrigerant will not flow through the third eight-way valve port 3 and the fourth eight-way valve port 4. When only the power battery is heated alone, the refrigerant will not flow through the fifth eight-way valve port 5 and the sixth eight-way valve port 6.

[0079] like Figure 6 and Figure 7 As shown in the figure, it is a schematic diagram of the specific structure of the eight-way valve 20 of the integrated thermal management system of the present invention, wherein the eight-way valve 20 has eight ports, the middle part of which is the valve core, and the valve core can rotate around the axis relative to the valve body to switch different circuit connections. Therefore, the controller controls the rotation of the valve core to rotate it 90 degrees to complete the switching of the first and second circuits. Figure 8 The figure shows a schematic diagram of the specific structure of the valve core of the eight-way valve 20 of the integrated thermal management system of the present invention. On the four busbars evenly distributed on the valve core, four channels are opened on each busbar, and each of the four relative channels completes a layer of pipeline connection through the connection inside the core body. Corresponding to the interior of the valve core, there are an eight-way valve first-layer channel pipeline structure 9 and an eight-way valve second-layer channel pipeline structure 11. The eight-way valve first-layer channel pipeline structure 9 is used for the high-temperature cooling working mode of the integrated thermal management system, and the eight-way valve second-layer channel pipeline structure 11 is used for the low-temperature heating working mode of the integrated thermal management system. The specific structure and size of the eight-way valve 20 can be changed accordingly according to actual needs, and should be aimed at minimizing the volume occupation and simplifying the structure.

[0080] like Figure 7As shown, it is a control flow chart of the working mode division of the integrated thermal management system provided by an embodiment of the present invention. Figure 7In the figure, T1 represents the passenger compartment temperature, T2 represents the battery temperature, Tmax1 represents the maximum passenger compartment temperature, Tmax2 represents the maximum battery temperature, Tmin1 represents the minimum passenger compartment temperature, Tmin2 represents the minimum battery temperature, T3 represents the motor temperature, Tmax3 represents the temperature setting value, Y represents the condition is met, and N represents the condition is not met. The working modes are respectively dual heat + waste heat recovery mode, dual heat + heat storage mode, passenger compartment heating + waste heat recovery mode, passenger compartment heating + heat storage mode, battery heating + waste heat recovery mode, battery heating + heat storage mode, system not working, passenger compartment cooling mode, battery cooling mode and dual cooling mode. At the beginning, if the condition T1>Tmax1 or T2>Tmax2 is met, it is determined whether the conditions T1>Tmax1 and T2>Tmax2 are met. If the conditions T1>Tmax1 and T2>Tmax2 are met, the working mode is determined to be the dual cooling mode. When the condition T1>Tmax1 or T2>Tmax2 is met but the conditions T1>Tmax1 and T2>Tmax2 are not met, if the condition T1>Tmax1 is met, the working mode is determined to be the passenger compartment cooling mode, and if the condition T1>Tmax1 is not met, the working mode is determined to be the battery cooling mode. When the condition T1>Tmax1 or T2>Tmax2 is not met, it is further determined whether the condition T1<Tmin1 or T2<Tmin2 is met, and if the condition is not met, the working mode is determined to be the system not working. When the conditions T1>Tmax1 or T2>Tmax2 are not met but the conditions T1<Tmin1 or T2<Tmin2 are met, it is further determined whether the conditions T1<Tmin1 and T2<Tmin2 are met. If the conditions T1<Tmin1 and T2<Tmin2 are met and the condition T3>Tmax3 is met, the working mode is determined to be the dual heat + waste heat recovery mode. If the conditions T1<Tmin1 and T2<Tmin2 are met and the condition T3>Tmax3 is not met, the working mode is determined to be the dual heat + heat storage mode.When the condition T1>Tmax1 or T2>Tmax2 is not satisfied but the condition T1<Tmin1 or T2<Tmin2 is satisfied, if the conditions T1<Tmin1 and T2<Tmin2 are not satisfied and the conditions T1<Tmin1 and T3>Tmax3 are satisfied, then the working mode is determined to be the passenger compartment heating + waste heat recovery mode; if the conditions T1<Tmin1 and T2<Tmin2 are not satisfied, the condition T1<Tmin1 is satisfied and the condition T3>Tmax3 is not satisfied, then the working mode is determined to be the passenger compartment heating + heat storage mode; if the conditions T1<Tmin1 and T2<Tmin2 are not satisfied, the condition T1<Tmin1 is not satisfied and the condition T3>Tmax3 is satisfied, then the working mode is determined to be the battery heating + waste heat recovery mode; if the conditions T1<Tmin1 and T2<Tmin2 are not satisfied, the condition T1<Tmin1 is not satisfied and the condition T3>Tmax3 is satisfied, then the working mode is determined to be the battery heating + waste heat recovery mode; if the conditions T1<Tmin1 and T2<Tmin2, the condition T1<Tmin1 is not satisfied and the condition T3>Tmax3 is satisfied, then the working mode is determined to be the battery heating + heat storage mode.

[0081] In specific implementation, the working mode division process can be configured in the controller in a program manner. When the program starts to execute, the passenger compartment temperature T1 and the battery temperature T2 will be read first, and then the temperature values ​​will be compared with the set maximum passenger compartment temperature Tmax1 and the maximum battery temperature Tmax2. If one of the two temperature values ​​is greater than the maximum passenger compartment temperature Tmax1 and the maximum battery temperature Tmax2, it means that the system has a cooling demand and will continue to run. If both temperature values ​​are greater than the maximum passenger compartment temperature Tmax1 and the maximum battery temperature Tmax2, it means that both the passenger compartment and the battery have cooling demands, and the dual cooling mode will be turned on. If only the passenger compartment temperature T1 is greater than the maximum passenger compartment temperature Tmax1, the passenger compartment cooling mode will be turned on. Otherwise, it means that only the battery has a cooling demand and the battery cooling mode will be turned on. If the values ​​of the passenger compartment temperature T1 and the battery temperature T2 are not greater than the maximum passenger compartment temperature Tmax1 and the maximum battery temperature Tmax2, the program will continue to run. If the values ​​of the passenger compartment temperature T1 and the battery temperature T2 are greater than their respective minimum temperature limits (i.e., the preset passenger compartment temperature minimum value Tmin1 and the battery temperature minimum value Tmin2), it indicates that the system is within the optimal operating temperature and the system will not work. If one of the values ​​of the passenger compartment temperature T1 and the battery temperature T2 is lower than its minimum temperature limit, it will be further judged. If the values ​​of the passenger compartment temperature T1 and the battery temperature T2 are both lower than their respective temperature limits, it will then be judged whether the motor temperature T3 meets the waste heat recovery requirements. If the motor temperature T3 is greater than the temperature setting value Tmax3, the dual heat + waste heat recovery mode is turned on, otherwise the dual heat + heat storage mode is turned on. If the values ​​of the passenger compartment temperature T1 and the battery temperature T3 do not meet the requirements of being lower than their respective temperature limits, it is further determined whether the passenger compartment temperature T1 is lower than its minimum temperature limit. If so, it is further determined whether the motor temperature T3 reaches the waste heat recovery temperature. If so, the passenger compartment heating + waste heat recovery mode is turned on, otherwise the passenger compartment heating + heat storage mode is turned on. If the passenger compartment temperature T1 is not lower than its minimum temperature limit, it indicates that the battery has a heating demand, and it is further determined whether the motor reaches the waste heat recovery temperature. If so, the battery heating + waste heat recovery mode is turned on, otherwise the motor heating + heat storage mode is turned on. In summary, the nine working modes except for the system not working can meet the thermal requirements of the passenger compartment and various system components under various high and low temperature conditions, and the control strategy is simple and the response efficiency is high.

[0082] The above implementation modes are only used to illustrate the present invention, but not to limit the present invention. Ordinary technicians in the relevant technical field can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions also belong to the scope of the present invention. The patent protection scope of the present invention should be defined by the claims.

Claims

1. An integrated thermal management system for electric vehicles, characterized in that: Includes a refrigerant circuit and a coolant circuit; The refrigerant circuit and the coolant circuit achieve thermal interaction through a plate heat exchanger; The refrigerant circuit is provided with a compressor, an eight-way valve, an in-cabin heat exchanger, a gas-liquid separator, a first heating component, a first electronic expansion valve, a second electronic expansion valve, a third electronic expansion valve, a battery direct cooling plate and a first external heat exchanger; wherein the eight-way valve has eight ports, namely a first eight-way valve port, a second eight-way valve port, a third eight-way valve port, a fourth eight-way valve port, a fifth eight-way valve port, a sixth eight-way valve port, a seventh eight-way valve port and an eighth eight-way valve port, the first eight-way valve port pipeline is connected to one end of the gas-liquid separator, the other end of the gas-liquid separator is connected to one end of the compressor, the other end of the compressor is connected to the third eight-way valve port, and the third eight-way valve port is connected to the third eight-way valve port. The valve port and the fourth eight-way valve port are both connected to the battery direct cooling plate through a pipeline, the first electronic expansion valve is arranged on the pipeline connecting the third eight-way valve port and the battery direct cooling plate, the fifth eight-way valve port and the sixth eight-way valve port are both connected to the cabin heat exchanger through a pipeline, the third electronic expansion valve is arranged on the pipeline connecting the sixth eight-way valve port and the cabin heat exchanger, the seventh eight-way valve port and the eighth eight-way valve port are both connected to the plate heat exchanger through a pipeline, the second electronic expansion valve is arranged on the pipeline connecting the eighth eight-way valve port and the plate heat exchanger, and the cabin heat exchanger, the first heating assembly and the first external heat exchanger are arranged in the passenger compartment; The coolant circuit is provided with a radiator, a three-way water valve, an electric drive system, a motor water pump, an expansion water tank, a second external heat exchanger and a second heating component; the expansion water tank is connected to the radiator pipeline, the three-way water valve has three ports, namely a first water valve end, a second water valve end and a third water valve end, the first water valve end pipeline is connected to the radiator, the radiator pipeline is connected to one end of the plate heat exchanger, the other end of the plate heat exchanger is connected to one end of the electric drive system by a pipeline, the other end of the electric drive system is connected to one end of the motor water pump, the other end of the motor water pump is connected to the second water valve end by a pipeline, the expansion water tank is connected to the connecting pipeline of the motor water pump and the second water valve end by a pipeline, the third water valve end is connected to the connecting pipeline of the radiator and the plate heat exchanger by a pipeline, the second external heat exchanger is arranged corresponding to the position of the radiator, and the second heating component is arranged corresponding to the position of the electric drive system; It also includes a controller, which is signal-connected to the eight-way valve, the three-way water valve, the first electronic expansion valve, the second electronic expansion valve, and the third electronic expansion valve; The controller is used to: Obtain the passenger compartment temperature and battery temperature; Compare the cabin temperature and battery temperature to the maximum cabin temperature and battery temperature, respectively: When the passenger compartment temperature is greater than the maximum passenger compartment temperature or the battery temperature is greater than the maximum battery temperature, it indicates that the system has a cooling demand and will continue to operate: If the passenger compartment temperature is greater than the maximum passenger compartment temperature and the battery temperature is greater than the maximum battery temperature, it means that both the passenger compartment and the battery have cooling requirements, and the dual cooling mode is turned on; If only the passenger compartment temperature is greater than the maximum passenger compartment temperature, the passenger compartment cooling mode is turned on; If only the battery temperature is greater than the maximum battery temperature, the battery cooling mode is turned on; When the passenger compartment temperature and battery temperature are both lower than the maximum passenger compartment temperature and battery temperature: If the passenger compartment temperature and battery temperature are both lower than the minimum passenger compartment temperature and the minimum battery temperature, determine whether the motor temperature meets the waste heat recovery requirements: If the motor temperature is greater than the temperature setting value, the dual heat + waste heat recovery mode is turned on; If the motor temperature is lower than the set temperature, the dual heat + heat storage mode is turned on; If the values ​​of the passenger compartment temperature and the battery temperature do not satisfy that both are lower than the minimum passenger compartment temperature and the minimum battery temperature, it is further determined whether the passenger compartment temperature is lower than the minimum passenger compartment temperature: If the passenger compartment temperature is lower than the minimum passenger compartment temperature and the motor temperature is greater than the temperature setting value, the passenger compartment heating + waste heat recovery mode is turned on; If the passenger compartment temperature is lower than the minimum passenger compartment temperature and the motor temperature is lower than the temperature setting value, the passenger compartment heating + heat storage mode is turned on; If only the passenger compartment temperature is not lower than the minimum passenger compartment temperature, further determine whether the motor has reached the waste heat recovery temperature: If the motor temperature is greater than the set temperature value, the battery heating + waste heat recovery mode is turned on; If the motor temperature is lower than the set temperature value, the motor heating + heat storage mode is turned on.

2. An integrated thermal management system for electric vehicles as claimed in claim 1, characterized in that: In the dual-cooling mode, the second electronic expansion valve does not work, the gaseous refrigerant is compressed by the compressor and enters the plate heat exchanger serving as a condenser. The liquid refrigerant from the plate heat exchanger is divided into two parts, one part of which is expanded through the third electronic expansion valve and then enters the cabin heat exchanger, and the other part is expanded through the first electronic expansion valve and then enters the battery direct cooling plate. The gaseous refrigerant flowing out of the two branches is combined and re-enters the compressor through the gas-liquid separator to enter the next cycle. The coolant circuit exchanges heat with the external environment through the radiator to realize heat transfer of the entire system.

3. An integrated thermal management system for electric vehicles as claimed in claim 2, characterized in that: In the passenger compartment cooling mode, the plate heat exchanger is used as a condenser. After the refrigerant circuit and the coolant circuit are thermally coupled, the coolant transports the heat to the external environment through the radiator. The circulation path of the refrigerant is: compressor, eight-way valve, plate heat exchanger, third expansion valve, cabin heat exchanger, gas-liquid separator and compressor. The circulation path of the coolant is: motor water pump, plate heat exchanger, radiator, three-way water valve and motor water pump.

4. An integrated thermal management system for electric vehicles as claimed in claim 3, characterized in that: In the battery cooling mode, the refrigerant completes a working cycle through the compressor working, condensing and releasing heat in the plate heat exchanger, throttling by the second electronic expansion valve, and evaporating and absorbing heat in the direct cooling plate. The refrigerant circulation path is: compressor, eight-way valve, plate heat exchanger, expansion valve, battery direct cooling plate, gas-liquid separator and compressor. The coolant loop is driven by a motor water pump to circulate the cooling liquid, and the heat absorbed from the refrigerant loop is dissipated to the external environment through the outdoor radiator, completing the refrigeration cycle of the entire system.

5. An integrated thermal management system for electric vehicles as claimed in claim 4, characterized in that: The dual-heat + waste heat recovery mode is a dual-heat mode and a waste heat recovery mode that are executed simultaneously; wherein, in the dual-heat mode, the gaseous refrigerant from the compressor is divided into two parts due to the opening of the first electronic expansion valve and the second electronic expansion valve, and enters the cabin heat exchanger and the battery direct cooling plate respectively, and the liquid refrigerant in the cabin heat exchanger and the battery direct cooling plate is throttled by the second electronic expansion valve, and then enters the plate heat exchanger serving as an evaporator, and the refrigerant evaporated from the plate heat exchanger passes through the gas-liquid separator and then enters the compressor to complete the working cycle, and the coolant circuit provides different heat source options for the refrigerant circuit according to the environment and working mode; In the waste heat recovery mode, the coolant circuit uses the second heating component and / or the motor waste heat as a heat source to provide heat for the refrigerant circuit.

6. An integrated thermal management system for electric vehicles as claimed in claim 5, characterized in that: The dual-heat + heat storage mode includes a dual-heat mode and a heat storage mode that are executed simultaneously; wherein, in the heat storage mode, heat in a low-temperature environment is transferred to a thermal management system to achieve heating and energy supply for the passenger compartment or the battery.

7. An integrated thermal management system for electric vehicles as claimed in claim 6, characterized in that: The passenger compartment heating+waste heat recovery mode includes a passenger compartment heating mode and a waste heat recovery mode that are executed simultaneously; the passenger compartment heating+heat storage mode includes a passenger compartment heating mode and a heat storage mode that are executed simultaneously.

8. An integrated thermal management system for electric vehicles as claimed in claim 7, characterized in that: The battery heating + waste heat recovery mode includes a battery heating mode and a waste heat recovery mode that are executed simultaneously, and the electric heating + heat storage mode includes a battery heating mode and a heat storage mode that are executed simultaneously; In the battery heating mode, the refrigerant circulation path is: compressor, eight-way valve, battery direct cooling plate, second electronic expansion valve, plate heat exchanger, gas-liquid separator and compressor; during operation, the plate heat exchanger absorbs heat from the coolant circuit to provide energy for the refrigerant circuit.

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