A vehicle thermal management integrated system and control method, vehicle

Abstract

The application discloses a vehicle thermal management integrated system and a control method and a vehicle, relates to the technical field of vehicle thermal management, and the refrigerant flows through an indoor heat exchange module, a first expansion valve and an outdoor heat exchange module in sequence in a heating mode, and the refrigerant can be divided into three paths after flowing through the indoor heat exchange module: a first path flows to the outdoor heat exchange module through the first expansion valve to realize indoor heating; a second path flows to a heat recovery heat exchanger through a second expansion valve to recover heat of a motor electric control module absorbed by a motor electric control heat absorption module; and a third path flows to a battery heat dissipation heat exchanger through a third expansion valve to realize battery cooling; in this way, heat of the motor electric control can be recovered for indoor heating when the indoor heating is performed, and energy waste is reduced; in addition, the air conditioner cooling, the motor electric control cooling and the battery heat dissipation module are integrated, additional components and pipelines are reduced, weight reduction is facilitated, and space occupation is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and further to an integrated vehicle thermal management system and control method, and a vehicle. Background Technology

[0002] Existing automotive air conditioning modules circulate refrigerant through a compressor, four-way reversing valve, outdoor heat exchange module, outdoor fan, throttle valve, indoor heat exchange module, and indoor fan to achieve cooling or heating of the vehicle interior. The vehicle's motor and electronic control system circulates coolant to cool the motor through a water pump, water tank, heat exchanger, and fan. The air conditioning module and motor / electronic control cooling system operate independently. The vehicle's battery thermal management system is sometimes a separate system, and sometimes integrated into the air conditioning system, connected in parallel with the indoor heat exchanger to dissipate heat from the battery coolant.

[0003] In the process of realizing this invention, the inventors discovered that the prior art has at least the following problems: the overall vehicle space is compact, and each independent system occupies additional space, which also increases the vehicle weight and cost; in addition, the heat from the motor and electronic control cannot be used for vehicle heating in winter, which to some extent causes energy waste.

[0004] For those skilled in the art, how to integrate air conditioning cooling, motor and electronic control cooling, and battery cooling to reduce the overall weight of the system and reduce energy waste is a technical problem that needs to be solved. Summary of the Invention

[0005] The core of this invention is to provide an integrated vehicle thermal management system that can reduce the overall weight of the system and recover heat from the motor and electronic control system, thereby reducing energy waste. The specific solution is as follows:

[0006] An integrated vehicle thermal management system includes an air conditioning module, a motor and electronic control cooling module, and a battery cooling module.

[0007] The air conditioning module includes a compressor, an indoor heat exchange module, a first expansion valve, and an outdoor heat exchange module that are connected in a circulating manner to achieve indoor heating circulation; it also includes a second expansion valve, one end of which is connected to the inlet end of the compressor, and the other end of which is connected between the indoor heat exchange module and the first expansion valve; it also includes a third expansion valve, one end of which is connected between the outdoor heat exchange module and the first expansion valve, and the other end of which is connected to the inlet end of the compressor;

[0008] The motor and electronic control heat dissipation module includes a heat recovery heat exchanger. One flow channel of the heat recovery heat exchanger is disposed between the second expansion valve and the inlet end of the compressor. The other flow channel of the heat recovery heat exchanger is used to connect in series with the motor and electronic control heat absorption module to recover the heat absorbed by the motor and electronic control module.

[0009] The battery heat dissipation module includes a battery heat exchanger, a battery heat dissipation driver, and a battery heat absorption module connected in series in the battery main circuit. One flow channel of the battery heat exchanger is located between the third expansion valve and the inlet end of the compressor, and the other flow channel of the battery heat exchanger is located between the battery heat absorption module and the battery heat dissipation driver. The battery heat dissipation driver drives the coolant to flow. When the coolant flows through the battery heat absorption module, it absorbs the heat from the battery. When the coolant flows through the battery heat exchanger, the heat is transferred to the air conditioning module to achieve battery cooling.

[0010] Optionally, the motor control heat dissipation module further includes a wind-cooled radiator, a motor control heat dissipation driver, and a motor control heat absorption module connected in series; the wind-cooled radiator is cooled by the outdoor fan of the outdoor heat exchange module; the motor control heat dissipation driver is used to drive the flow of coolant in the pipeline, and absorbs heat from the motor control module when the coolant flows through the motor control heat absorption module, and releases heat when the coolant flows through the wind-cooled radiator.

[0011] Optionally, the motor control heat dissipation module may selectively exchange heat through the air-cooled radiator or the heat recovery heat exchanger.

[0012] Optionally, the motor control heat dissipation driver and the motor control heat absorption module are connected in series in the motor control main circuit;

[0013] The air-cooled radiator is connected to the motor control main circuit via the first and second interfaces of the three-way valve.

[0014] The heat recovery heat exchanger is connected to the motor control main circuit through the first and third ports of the three-way valve (25).

[0015] Optionally, a first expansion tank is connected in parallel on the main motor control line; an inlet water temperature sensor is installed on the main motor control line.

[0016] Optionally, a second expansion tank is connected in parallel on the main battery pipe; an outlet water temperature sensor is installed on the main battery pipe.

[0017] Optionally, the air conditioning module includes a four-way reversing valve for switching the direction of refrigerant flow; the four ports of the four-way reversing valve are respectively connected to the outlet and inlet of the compressor, the outdoor heat exchange module, and the indoor heat exchange module.

[0018] Optionally, the air conditioning module includes a gas-liquid separator and a drying filter;

[0019] The gas-liquid separator is disposed between the compressor inlet and the fourth port of the four-way reversing valve; the dryer filter is disposed between the first expansion valve and the outdoor heat exchange module.

[0020] The present invention also provides a vehicle thermal management integrated control method, including: setting the vehicle interior temperature T0 and the battery temperature T3, and detecting the interior temperature T1, the inlet water temperature T2 and the outlet water temperature T4;

[0021] When in the indoor cooling-motor electronic control heat dissipation-battery heat dissipation state, directly turn on the indoor fan to enter the ventilation state, and determine whether T0 < T1. If so, run the air conditioning module and start the compressor, indoor fan, outdoor fan, and first expansion valve; otherwise, determine whether to stop indoor cooling.

[0022] Determine if T0≥T1. If not, continue running the air conditioning module. If yes, continue to determine if the battery cooling module is running. If the battery cooling module is running, close the first expansion valve. If the battery cooling module stops running, only maintain ventilation.

[0023] Determine whether to stop indoor cooling. If not, continue to check if T0 < T1. If yes, stop indoor cooling.

[0024] Optionally, determine whether T2 > 30℃. If so, run the motor control cooling module, start the motor control cooling driver and outdoor fan, and control the flow direction with a three-way valve so that the coolant flowing out of the motor control heat absorption module flows only into the air-cooled radiator. The outdoor fan is started to dissipate the coolant. If T2 ≤ 30℃, stop the motor control cooling module and determine whether to exit the motor control cooling according to the control command. Otherwise, return to continue detecting T2 > 30℃. If so, exit.

[0025] Optionally, before determining whether T3 < T4, check whether the indoor cooling system is running;

[0026] If the indoor cooling is not running, the battery cooling module will be turned on, and the battery cooling driver, compressor, outdoor fan, and third expansion valve will be started. When T3≥T4 is detected during battery cooling operation, all devices will be stopped. The control command will determine whether to exit battery cooling. If not, it will return to continuously check whether T3<T4. If so, battery cooling will be exited.

[0027] If the indoor cooling system is running, the battery cooling driver and the third expansion valve will be activated. When T3 ≥ T4 is detected, the battery cooling driver and the third expansion valve will be stopped. The system will determine whether to discontinue battery cooling based on the control command. If not, it will continue to check if T3 < T4. If so, it will discontinue battery cooling.

[0028] Optionally, when in the indoor heating-motor electronic control heat dissipation-motor electronic control waste heat recovery state, determine whether T0 > T1. If so, run the heating system, i.e. start the compressor, four-way reversing valve, indoor fan, outdoor fan, and first expansion valve. When T0 ≤ T1, stop running the heating system. Determine whether to exit heating according to the control command. Otherwise, return to continuously determine whether T0 > T1. If so, exit indoor heating.

[0029] Optionally, it is determined whether T2 > 30℃. If so, the motor-controlled heat dissipation module is activated, the motor-controlled heat dissipation driver and outdoor fan are started, and the three-way valve controls the flow direction, allowing the coolant from the motor-controlled heat absorption module to flow into the air-cooled radiator. The outdoor fan is then activated to dissipate heat from the coolant. When T2 ≤ 30℃ is detected, it is then determined whether indoor heating is running. If not, the motor-controlled heat dissipation module is stopped, and the control command is used to determine whether to exit the motor-controlled heat dissipation mode. If indoor heating is running, the motor-controlled waste heat recovery is activated, the motor-controlled heat dissipation driver and second expansion valve are started, and the three-way valve controls the flow direction, allowing the coolant from the motor-controlled heat absorption module to flow into the heat recovery heat exchanger. The refrigerant dissipates heat from the coolant. If T2 > 30℃, the second expansion valve is closed, the three-way valve is reversed, and the air-cooled radiator dissipates heat.

[0030] The present invention also provides a vehicle including the vehicle thermal management integrated system described in any of the preceding claims.

[0031] Compared with the prior art, the technical solution provided by the present invention has at least the following beneficial effects:

[0032] This invention provides an integrated vehicle thermal management system that combines three modules: an air conditioning module, a motor and electronic control cooling module, and a battery cooling module. In heating mode, the refrigerant flows sequentially through the indoor heat exchange module, the first expansion valve, and the outdoor heat exchange module. After passing through the indoor heat exchange module, the refrigerant can be divided into three paths: the first path flows through the first expansion valve to the outdoor heat exchange module to achieve indoor heating; the second path flows through the second expansion valve to the heat recovery heat exchanger to recover the heat absorbed by the motor and electronic control module; and the third path flows through the third expansion valve to the battery cooling heat exchanger to achieve battery cooling. In this way, the heat from the motor and electronic control module can be recovered and used for vehicle heating during indoor heating, reducing energy waste. In addition, integrating the air conditioning cooling, motor and electronic control cooling, and battery cooling modules reduces additional components and pipes, which helps to reduce weight and space occupation. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a system schematic diagram of the vehicle thermal management integrated system of the present invention;

[0035] Figure 2 This is a schematic diagram of the vehicle thermal management integrated system of the present invention in the state of indoor cooling - motor electronic control heat dissipation - battery heat dissipation;

[0036] Figure 3 To highlight Figure 2 A schematic diagram of indoor cooling;

[0037] Figure 4 To highlight Figure 2 A schematic diagram of the heat dissipation of the electric motor control system;

[0038] Figure 5 To highlight Figure 2 A schematic diagram of battery heat dissipation;

[0039] Figure 6 This is a schematic diagram of the vehicle thermal management integrated system of the present invention in the state of indoor heating - motor electronic control heat dissipation and motor electronic control waste heat recovery;

[0040] Figure 7 To highlight Figure 6 A schematic diagram of the heating system in the central room;

[0041] Figure 8 To highlight Figure 6 A schematic diagram of the motor's electronic control heat dissipation and waste heat recovery.

[0042] Figure 9 A schematic diagram of the control logic for indoor cooling, motor electronic control heat dissipation, and battery heat dissipation.

[0043] Figure 10 This is a schematic diagram of the control logic for indoor heating, motor-controlled heat dissipation, and motor-controlled waste heat recovery.

[0044] The image includes:

[0045] Air conditioning module 1, compressor 11, outdoor heat exchange module 12, outdoor fan 1201, outdoor heat exchanger 1202, indoor heat exchange module 13, indoor fan 1301, indoor heat exchanger 1302, first expansion valve 14, second expansion valve 15, third expansion valve 16, four-way reversing valve 17, gas-liquid separator 18, pressure sensor 19, dryer filter 110;

[0046] 2. Motor and electronic control heat dissipation module, 21. Air-cooled radiator, 22. Motor and electronic control heat dissipation driver, 23. Motor and electronic control heat absorption module, 24. Heat recovery heat exchanger, 25. Three-way valve, 26. First expansion tank, 27. Inlet water temperature sensor.

[0047] Battery heat dissipation module 3, battery heat exchanger 31, battery heat dissipation driver 32, battery heat absorption module 33, second expansion tank 34, and outlet water temperature sensor 35. Detailed Implementation

[0048] To enable those skilled in the art to better understand the technical solution of the present invention, the vehicle thermal management integrated system and vehicle of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0049] This invention provides a vehicle thermal management integrated system, including an air conditioning module 1 and a motor electronic control heat dissipation module 2. The vehicle thermal management integrated system couples the air conditioning module 1 and the motor electronic control heat dissipation module 2. The heat in the motor electronic control heat dissipation module 2 is dissipated by the air conditioning module 1, which simplifies the number of components and the length of the pipeline in the motor electronic control heat dissipation module 2 and helps to reduce weight.

[0050] Combination Figure 1 As shown, the air conditioning module 1 includes a compressor 11, an outdoor heat exchange module 12, an indoor heat exchange module 13, a first expansion valve 14, and other components. These components are connected by refrigerant piping, which carries the refrigerant through each component. Through the coordination of these components, the air conditioning module 1 ensures the refrigerant flows in a predetermined direction, enabling either indoor cooling or indoor heating. The direction of refrigerant flow differs between these different modes.

[0051] The inlet end of the outdoor heat exchange module 12 and the inlet end of the indoor heat exchange module 13 are connected in parallel to the outlet end (exhaust port) of the compressor 11. The outlet end of the compressor 11 can be selectively connected to the inlet end of the outdoor heat exchange module 12 or the inlet end of the indoor heat exchange module 13. When cooling indoors, the outlet end of the compressor 11 is connected to the inlet end of the outdoor heat exchange module 12, and the refrigerant discharged from the compressor 11 flows to the outdoor heat exchange module 12 first. The inlet end (suction port) of the compressor 11 is connected to the outlet end of the indoor heat exchange module 13, and the refrigerant flowing out of the indoor heat exchange module 13 flows back to the compressor 11 through the inlet end of the compressor 11. When heating indoors, the outlet end of the compressor 11 is connected to the inlet end of the indoor heat exchange module 13, and the refrigerant discharged from the compressor 11 flows to the indoor heat exchange module 13 first. The inlet end of the compressor 11 is connected to the outlet end of the outdoor heat exchange module 12, and the refrigerant flowing out of the outdoor heat exchange module 12 flows back to the compressor 11 through the inlet end of the compressor 11. It is understood that the inlet and outlet are relative concepts, which will change according to the direction of refrigerant flow in or out of the relevant refrigeration device in cooling or heating mode. For example, the inlet of the indoor heat exchange module 13 is the same as the outlet of the indoor heat exchange module 13 when the room is cooling.

[0052] A first expansion valve 14 is installed in the pipeline between the outdoor heat exchange module 12 and the indoor heat exchange module 13. The outdoor heat exchange module 12, the first expansion valve 14, and the indoor heat exchange module 13 are connected in series in the same air conditioning main pipeline. The expansion valve is an important component of the air conditioning system, mainly responsible for throttling and reducing pressure, regulating refrigerant flow, and controlling the superheat at the evaporator outlet. Figure 2 , Figure 3 As shown, during indoor cooling, the refrigerant flowing from the outdoor heat exchange module 12 flows to the indoor heat exchange module 13 through the first expansion valve 14; combined with Figure 6 , Figure 7 As shown, during indoor heating, the refrigerant flowing from the indoor heat exchange module 13 flows to the outdoor heat exchange module 12 through the first expansion valve 14. The flow direction of the refrigerant through the outdoor heat exchange module 12, the first expansion valve 14, and the indoor heat exchange module 13 differs between the indoor cooling and indoor heating modes. It can be understood that during indoor cooling, the compressor 11, the outdoor heat exchange module 12, the first expansion valve 14, and the indoor heat exchange module 13 are sequentially connected in a cyclic loop to form a refrigeration cycle, thereby achieving indoor cooling circulation. Conversely, during indoor heating, the compressor 11, the indoor heat exchange module 13, the first expansion valve 14, and the outdoor heat exchange module 12 are sequentially connected in a cyclic loop to form a heating cycle, thereby achieving indoor heating circulation.

[0053] The outdoor heat exchange module 12 includes an outdoor fan 1201 and an outdoor heat exchanger 1202. The outdoor heat exchanger 1202 can adopt a structure such as a coil combined with fins, that is, the outdoor heat exchanger 1202 can be a coil-type heat exchanger, etc., and refrigerant can circulate inside it. When the outdoor fan 1201 is working, it generates an active airflow that blows onto the outdoor heat exchanger 1202, causing the refrigerant in the outdoor heat exchanger 1202 to undergo forced convection heat exchange with the outside air, thereby transferring heat. When cooling indoors, the outdoor heat exchanger 1202 dissipates heat to the outside air; when heating indoors, the outdoor heat exchanger 1202 absorbs heat from the outside air.

[0054] The indoor heat exchange module 13 includes an indoor fan 1301 and an indoor heat exchanger 1302. The indoor heat exchanger 1302 can adopt a structure such as a coil with fins, that is, it can be a coil-type heat exchanger. Refrigerant can circulate inside it. When the indoor fan 1301 is working, it generates an active airflow that blows onto the indoor heat exchanger 1302, causing the refrigerant in the indoor heat exchanger 1302 to undergo forced convection heat exchange with the indoor air, thereby transferring heat. When the room is cooling, the indoor heat exchanger 1302 absorbs heat from the indoor air; when the room is heating, the indoor heat exchanger 1302 dissipates heat to the indoor air.

[0055] The motor and electronic control heat dissipation module 2 includes components such as an air-cooled radiator 21, a motor and electronic control heat dissipation driver 22, and a motor and electronic control heat absorption module 23. These components are connected by pipes through which coolant flows. The motor and electronic control heat dissipation driver 22 can be a water pump.

[0056] The piping of the motor and electronic control heat dissipation module 2 is independent of that of the air conditioning module 1. The coolant in the motor and electronic control heat dissipation module 2 and the refrigerant in the air conditioning module 1 do not flow to each other, but heat exchange and transfer can be achieved.

[0057] The air-cooled radiator 21 is located on one side of the outdoor fan 1201, for example, between the outdoor fan 1201 and the outdoor heat exchanger 1202. The air-cooled radiator 21 can adopt a structure with coils and fins, that is, it can be a coil-type heat exchanger. The coolant of the motor control cooling module 2 circulates inside the air-cooled radiator 21. The airflow generated by the outdoor fan 1201 blows onto the air-cooled radiator 21, and the coolant in the air-cooled radiator 21 undergoes forced convection heat exchange with the outside air, realizing heat transfer. The outdoor fan 1201 blows cold outside air onto the outer surface of the air-cooled radiator 21. The air absorbs heat, which cools the coolant inside the air-cooled radiator 21. The air-cooled radiator 21 is cooled by the outdoor fan 1201 of the outdoor heat exchange module 12. The air-cooled radiator 21 and the outdoor heat exchange module 12 are integrated together. The air-cooled radiator 21 and the outdoor heat exchanger 1202 share the same outdoor fan 1201 for heat dissipation, so there is no need to set up two sets of fans.

[0058] The air-cooled radiator 21, the motor control heat dissipation driver 22, and the motor control heat absorption module 23 are connected in series in the main motor control circuit, through which the coolant circulates. The motor control heat dissipation driver 22 drives the flow of coolant in the circuit, providing driving force for the coolant to circulate and exchange heat at different locations. The motor control heat absorption module 23 is located near the motor control module. The heat generated during the operation of the motor control module is absorbed by the motor control heat absorption module 23, and the heat enters the coolant in the motor control heat dissipation module 2. When the coolant flows through the motor control heat absorption module 23, it absorbs the heat from the motor control module; when the coolant flows through the air-cooled radiator 21, the heat is transferred to the air and carried away. The coolant flowing in the motor control heat dissipation module 2 heats up when passing through the motor control heat absorption module 23 and cools down when passing through the air-cooled radiator 21.

[0059] When the indoor unit is cooling or heating, both the outdoor heat exchange module 12 and the indoor heat exchange module 13 are working. Therefore, regardless of whether the air conditioning module 1 is cooling or heating indoors, the motor and electronic control heat dissipation module 2 can release heat through the air-cooled radiator 21 to achieve heat dissipation and cooling of the motor and electronic control module.

[0060] Air conditioning module 1 also includes a third expansion valve 16, combined with Figure 1 As shown, one end of the third expansion valve 16 is connected between the outdoor heat exchange module 12 and the first expansion valve 14 via a pipeline, and the other end of the third expansion valve 16 is connected to the inlet end of the compressor 11 via a pipeline.

[0061] The vehicle thermal management integrated system of the present invention also includes a battery cooling module 3, which may be a component independent of the air conditioning module 1 and the motor control cooling module 2, and coolant flows through the battery cooling module 3.

[0062] The battery heat dissipation module 3 includes a battery heat exchanger 31, a battery heat dissipation driver 32, and a battery heat absorption module 33 connected in series with the battery main circuit. The battery heat exchanger 31 is connected in series between the third expansion valve 16 and the inlet end of the compressor 11. The battery heat dissipation driver 32 drives the flow of coolant. The battery heat dissipation driver 32 can be a water pump. When the coolant flows through the battery heat absorption module 33, it absorbs the heat from the battery. When the coolant flows through the battery heat exchanger 31, the heat is transferred to the refrigerant of the air conditioning module 1.

[0063] The battery heat exchanger 31 includes two flow channels that exchange heat with each other. One flow channel is connected to the air conditioning module 1, that is, connected in series between the third expansion valve 16 and the inlet end of the compressor 11. The other flow channel is connected between the battery heat absorption module 33 and the battery heat dissipation driver 32. The refrigerant in the air conditioning module 1 and the coolant in the battery heat dissipation module 3 exchange heat at the battery heat exchanger 31. The structure of the battery heat exchanger 31 can be the same as that of the heat recovery heat exchanger 24, that is, the battery heat exchanger 31 can also be a plate heat exchanger.

[0064] The vehicle thermal management integrated system of the present invention, based on the air conditioning module 1, couples and integrates the motor electronic control heat dissipation module 2 with the air conditioning module 1, and couples and integrates the battery heat dissipation module 3 with the air conditioning module 1, forming a system design that integrates the air conditioning module 1, the motor electronic control heat dissipation module 2, and the battery heat dissipation module 3. This simplifies the structural composition of the entire vehicle thermal management integrated system, requiring only one fan for heat dissipation, eliminating the need for additional fans for the electronic control heat dissipation module 2 and the battery heat dissipation module 3. Furthermore, the pipe lengths of the electronic control heat dissipation module 2 and the battery heat dissipation module 3 are shortened, which helps to achieve a lightweight cooling structure.

[0065] Based on the above scheme, combined with Figure 1 As shown, the air conditioning module 1 also includes a second expansion valve 15. One end of the second expansion valve 15 is connected to the inlet end of the compressor 11 through a pipeline, and the other end is connected between the indoor heat exchange module 13 and the first expansion valve 14 through a pipeline. The pipeline where the second expansion valve 15 is located can be a bypass pipeline independent of the main air conditioning pipeline. The pipeline where the second expansion valve 15 is located is mainly used to circulate refrigerant when heating indoors. The refrigerant flowing through the second expansion valve 15 no longer flows through the outdoor heat exchange module 12, but flows directly to the compressor 11.

[0066] The motor and electronic control cooling module 2 also includes a heat recovery heat exchanger 24, which is used to transfer heat from the pipes of the motor and electronic control cooling module 2 to the refrigerant of the air conditioning module 1. Figure 8As shown, when the air conditioning module 1 is in indoor heating mode, the heat recovery heat exchanger 24 can transfer the heat from the pipes of the motor and electronic control heat dissipation module 2 to the refrigerant of the air conditioning module 1. This satisfies both the cooling and heat dissipation needs of the motor and electronic control module and the use of the heat generated by the motor and electronic control module 2 for indoor heating, thus achieving heat recovery and utilization. Compared to directly dissipating heat into the air, transferring heat to the air conditioning module 1 allows for better utilization and reduces energy waste.

[0067] The heat recovery heat exchanger 24 includes two independent but mutually exchanging flow channels. One flow channel is connected to the air conditioning module 1, and the other flow channel is connected to the motor and electronic control cooling module 2, used to transfer heat between the air conditioning module 1 and the motor and electronic control cooling module 2. The flow channel of the heat recovery heat exchanger 24 connecting to the air conditioning module 1 is located between the second expansion valve 15 and the compressor 11, that is, the second expansion valve 15, the heat recovery heat exchanger 24, the flow channel connecting to the air conditioning module 1, and the inlet end of the compressor 11 are connected in series. The flow channel of the heat recovery heat exchanger 24 connecting to the motor and electronic control cooling module 2 is connected in parallel to the motor and electronic control main pipeline. The motor and electronic control cooling module 2 selectively exchanges heat through the air-cooled radiator 21 or the heat recovery heat exchanger 24. Since the heat recovery heat exchanger 24 is connected in parallel to the motor and electronic control main pipeline, a control valve is set at the connection node to switch the coolant. The control valve can be an electric three-way valve. When coolant flows through the heat recovery heat exchanger 24, the air-cooled radiator 21 stops flowing with coolant; when coolant flows through the air-cooled radiator 21, the heat recovery heat exchanger 24 stops flowing with coolant. The heat recovery heat exchanger 24 can be a plate heat exchanger.

[0068] It should be noted that the present invention does not exclude the possibility of connecting the air-cooled radiator 21 and the heat recovery heat exchanger 24 in series. In this case, only one of the devices can still work for heat exchange.

[0069] As can be seen from the above, the vehicle thermal management integrated system provided by the present invention may include an air conditioning module 1, a motor and electronic control heat dissipation module 2, and a battery heat dissipation module 3. The air conditioning module 1 may include a compressor 11, an indoor heat exchange module 13, a first expansion valve 14, and an outdoor heat exchange module 12 in a circulating manner to achieve indoor heating circulation; it also includes a second expansion valve 15, one end of which is connected to the inlet end of the compressor 11, and the other end of which is connected between the indoor heat exchange module 13 and the first expansion valve 14; it also includes a third expansion valve 16, one end of which is connected between the outdoor heat exchange module 12 and the first expansion valve 14, and the other end of which is connected to the inlet end of the compressor 11. The motor and electronic control heat dissipation module 2 may include a heat recovery heat exchanger 24, one flow channel of which is disposed between the second expansion valve 15 and the inlet end of the compressor 11, and the other flow channel of which is connected in series with the motor and electronic control heat absorption module 23 to recover the heat absorbed by the motor and electronic control module 23. The battery heat dissipation module 3 may include a battery heat exchanger 31, a battery heat dissipation driver 32, and a battery heat absorption module 33 connected in series in the battery main circuit. One flow channel of the battery heat exchanger 31 is located between the third expansion valve 16 and the inlet end of the compressor 11, and the other flow channel of the battery heat exchanger 31 is located between the battery heat absorption module 33 and the battery heat dissipation driver 32 to achieve battery cooling.

[0070] In this embodiment, the air conditioning module 1, the motor control cooling module 2, and the battery cooling module 3 are integrated. In heating mode, the refrigerant flows sequentially through the indoor heat exchange module 13, the first expansion valve 14, and the outdoor heat exchange module 12. After passing through the indoor heat exchange module 13, the refrigerant can be divided into three paths: the first path flows through the first expansion valve 14 to the outdoor heat exchange module 12 to achieve indoor heating; the second path flows through the second expansion valve 15 to the heat recovery heat exchanger 24 to recover the heat absorbed by the motor control module 23; and the third path flows through the third expansion valve 16 to the battery cooling heat exchanger 31 to achieve battery cooling. In this way, the heat from the motor control module can be recovered and used for vehicle heating during indoor heating, reducing energy waste. In addition, integrating the air conditioning cooling, motor control cooling, and battery cooling modules reduces additional components and pipes, which helps to reduce weight and space occupation.

[0071] Combination Figure 1As shown, the motor-controlled heat dissipation driver 22 and the motor-controlled heat absorption module 23 are connected in series to the motor-controlled main pipeline. The pipeline containing the air-cooled radiator 21 is connected to the motor-controlled main pipeline through the first and second ports of the three-way valve 25, and the pipeline containing the heat recovery heat exchanger 24 is connected to the motor-controlled main pipeline through the first and third ports of the three-way valve 25. The motor-controlled heat dissipation module 2 is equipped with a three-way valve 25 for switching the refrigerant flow direction. Active switching is achieved through the three-way valve 25. Two ports of the three-way valve 25 are open for coolant flow, while the other port is closed to stop flow. The port connected to the motor-controlled heat absorption module 23 remains normally open, while the other two ports are selectively open. At any given time, one of the ports corresponding to the heat recovery heat exchanger 24 and the air-cooled radiator 21 is open for coolant flow. It can be understood that when cooling is achieved through the air-cooled radiator 21, the first and second ports of the three-way valve 25 are open, while the third port is closed; and when cooling is achieved through the heat recovery heat exchanger 24, the first and third ports of the three-way valve 25 are open, while the second port is closed.

[0072] Combination Figure 1 As shown, a first expansion tank 26 is connected in parallel on the main motor control pipeline. The first expansion tank 26 contains coolant. The first expansion tank 26 is connected in parallel to the motor control heat dissipation module 2. Water is added before the motor control heat dissipation driver 22 and water is discharged after the motor control heat absorption module 23 for exhaust function.

[0073] A water inlet temperature sensor 27 is installed on the main circuit of the motor control system. The water inlet temperature sensor 27 is used to detect the coolant temperature at its node and send the temperature detection signal to the controller.

[0074] A second expansion tank 34 is connected in parallel on the main battery line. The second expansion tank 34 stores coolant and is connected in parallel to the battery heat dissipation module 3. It is replenished before the battery heat dissipation driver 32 and exits after the battery heat absorption module 33 for venting. An outlet water temperature sensor 35 is installed on the main battery line to detect the coolant temperature at its location and sends the temperature detection signal to the controller.

[0075] Combination Figure 1As shown, the air conditioning module 1 includes a four-way reversing valve 17 for switching the refrigerant flow direction. Through the conduction of the four ports of the four-way reversing valve 17, the flow direction of the refrigerant can be changed, thus enabling switching between cooling and heating modes. The four ports of the four-way reversing valve 17 are respectively connected to the outlet and inlet ends of the compressor 11, the outdoor heat exchange module 12, and the indoor heat exchange module 13. The outlet and inlet ends of the compressor 11 are each connected to one port of the four-way reversing valve 17. The compressor 11 provides the driving force for the refrigerant. In both indoor cooling and indoor heating modes, the direction in which the compressor 11 drives the refrigerant remains unchanged. The outlet end of the compressor 11 outputs refrigerant, and the refrigerant after circulation flows into the compressor 11 from the inlet end. More specifically, in conjunction with... Figure 1 As shown, the four ports of the four-way reversing valve 17 are the first port to the fourth port. The outlet (exhaust port) of the compressor 11 is connected to the first port. The second port is connected to one end of the outdoor heat exchanger 1202. The other end of the outdoor heat exchanger 1202 is connected to one end of the first expansion valve 14. The other end of the first expansion valve 14 is connected to one end of the indoor heat exchanger 1302. The other end of the indoor heat exchanger 1302 is connected to the third port. The fourth port is connected to the inlet (suction port) of the compressor 11. When the room is cooling, the first port and the second port are connected, and the third port and the fourth port are connected. When the room is heating, the first port and the third port are connected, and the second port and the fourth port are connected. One end of the second expansion valve 15 is connected between the indoor heat exchanger 1302 and the first expansion valve 14. The other end of the second expansion valve 15 is connected to one end of the flow channel of the heat recovery heat exchanger 24 used to connect the air conditioning module 1. The other end of this flow channel is connected to the inlet of the compressor. One end of the third expansion valve 16 is connected between the outdoor heat exchanger 1202 and the first expansion valve 14, and the other end of the third expansion valve 16 is connected to one end of the flow channel of the battery heat exchanger 31 for connecting the air conditioning module 1, and the other end of the flow channel is connected to the inlet end of the compressor 11.

[0076] Combination Figure 1 As shown, the air conditioning module 1 also includes a gas-liquid separator 18, a pressure sensor 19, and a drier filter 110. The gas-liquid separator 18 is located before the inlet of the compressor 11 and between the inlet of the compressor 11 and the fourth port of the four-way reversing valve 17. The gas-liquid separator 18 is used for gas-liquid separation to prevent liquid slugging in the compressor 11. The pressure sensor 19 is located after the outlet of the compressor 11 and before the inlet. For example, a low-pressure sensor is installed between the gas-liquid separator 18 and the inlet of the compressor 11, and a high-pressure sensor is installed between the outlet of the compressor 11 and the first port of the four-way reversing valve 17, respectively, to monitor the refrigerant pressure at the corresponding locations. The drier filter 110 is located between the first expansion valve 14 and the outdoor heat exchange module 12. The drier filter mainly serves to filter impurities.

[0077] This invention provides an integrated control method for vehicle thermal management. This method is applied to the aforementioned integrated vehicle thermal management system and mainly consists of two modes: indoor cooling and indoor heating, as detailed below:

[0078] Mode 1: Indoor cooling + motor and electronic control heat dissipation + battery heat dissipation.

[0079] Indoor cooling principle: combined with Figure 2 , Figure 3 The low-temperature, low-pressure gaseous refrigerant is compressed into high-temperature, high-pressure vapor (gaseous refrigerant) by the compressor 11. After flowing through the four-way reversing valve 17, it enters the outdoor heat exchanger 1202 and releases heat through forced convection by the outdoor fan 1201. It condenses into medium-temperature, high-pressure liquid refrigerant. After passing through the dryer filter 110, it is divided into two paths. The first path flows through the first expansion valve 14 and is throttled into a low-temperature, low-pressure liquid (or gas-liquid mixture). It enters the indoor heat exchanger 1302, absorbs heat, and evaporates into a low-temperature, low-pressure gaseous refrigerant. The indoor air releases heat and blows out cold air through the indoor fan 1301. The low-temperature, low-pressure gaseous refrigerant then flows through the four-way reversing valve 17 and merges with the second path. The second branch flows through the third expansion valve 16, where it is throttled into a low-temperature, low-pressure liquid (or a gas-liquid mixture). It then enters the battery heat exchanger 31, where it absorbs heat and evaporates into a low-temperature, low-pressure gaseous refrigerant. After flowing out, it merges with the first branch before entering the gas-liquid separator 18, and finally returns to the compressor 11 to continue the cycle.

[0080] Motor and electronic control heat dissipation principle: combined with Figure 2 , Figure 4 As shown, the coolant is powered by the motor-controlled cooling driver 22 (water pump) to inject the low-temperature coolant flowing from the air-cooled radiator 21 into the vehicle's motor-controlled heat absorption module 23. After absorbing heat from the motor and control unit, the coolant becomes high-temperature coolant and flows out, passing through the three-way valve 25 into the air-cooled radiator 21. The outdoor fan 1201 forces convection to release heat, reducing the coolant to room temperature, before returning to the motor-controlled cooling driver 22 for continuous circulation. The first expansion tank 26 is connected in parallel to the motor-controlled cooling module 2. Water exits before the motor-controlled cooling driver 22 to replenish the motor-controlled cooling module 2, and water exits after the motor-controlled heat absorption module 23 for exhaust.

[0081] Battery heat dissipation principle: combined with Figure 2 , Figure 5As shown, the battery coolant is powered by the battery heat dissipation driver 32 (water pump), which draws coolant from the battery heat exchanger 31 through the motor-controlled heat absorption module 23 to absorb heat and cool the battery. After absorbing heat from the battery, the coolant returns to the battery heat exchanger 31 to release heat, cooling to a low-temperature coolant, and then returns to the battery heat dissipation driver 32 in a continuous cycle. The second expansion tank 34 is connected in parallel to the battery heat dissipation module 3. Water is discharged before the battery heat dissipation driver 32 to replenish the battery heat dissipation module 3, and water is introduced after the battery heat absorption module 33 to vent air.

[0082] The process of Mode 1 above is as follows: Figure 9 As shown, the specific logic is as follows:

[0083] 1. Air conditioning module 1 enters the indoor cooling-motor electronic control cooling-battery cooling mode via vehicle control commands, and sets the interior temperature T0 and battery temperature T3. The system then enters standby mode, and all components are not activated. The interior temperature T1, inlet water temperature T2, and outlet water temperature T4 are detected, and the indoor cooling demand, motor electronic control cooling demand, and battery cooling demand are determined and operated independently.

[0084] 2. In indoor cooling mode, the indoor fan 1301 is directly turned on to operate in ventilation mode. When T0 < T1, the air conditioning module 1 is operated, starting the compressor 11, indoor fan 1301, outdoor fan 1201, and first expansion valve 14. When T0 ≥ T1, it is determined whether the battery cooling module 3 is running. If it is not running, indoor cooling is stopped and only ventilation is maintained. If it is running, only the first expansion valve 14 is closed. Finally, it is determined whether to exit this mode according to the control command. If not, it continues to return to the T0 < T1 detection. If the command is to exit, the process ends. Understandably, when in the indoor cooling-motor control cooling-battery cooling state, the indoor fan 1301 can be directly turned on to enter the ventilation state, and it is determined whether T0 < T1. If so, the air conditioning module 1 is run, and the compressor 11, indoor fan 1301, outdoor fan 1201, and first expansion valve 14 are started. Otherwise, it is determined whether to turn off indoor cooling. It is then determined whether T0 ≥ T1. If not, the air conditioning module 1 continues to run. If so, it is determined whether the battery cooling module 3 is running. If the battery cooling module 3 is running, the first expansion valve 14 is closed. If the battery cooling module 3 stops running, only the ventilation state is maintained. Finally, it is determined whether to turn off indoor cooling. If not, it returns to the T0 < T1 detection. If so, indoor cooling is turned off.

[0085] 3. If the motor control cooling requirement T2 > 30℃, the motor control cooling module 2 is activated, the motor control cooling driver 22 and the outdoor fan 1201 are started, and the three-way valve 25 controls the flow direction so that the coolant from the motor control heat absorption module 23 flows only into the air-cooled radiator 21. The outdoor fan 1201 is started to dissipate the coolant in the air-cooled radiator 21. When T2 ≤ 30℃ is detected, the motor control cooling module 2 is stopped, and the control command is used to determine whether to exit this mode. That is, the control command is used to determine whether to exit the motor control cooling mode. If it does not exit, it returns to continue to detect T2 > 30℃. If it does, it exits. That is, the command to exit ends.

[0086] 4. If the battery heat dissipation requirement T3 < T4, check whether the indoor cooling system is running.

[0087] 1) If indoor cooling is not running, the battery cooling module 3 is activated, starting the battery cooling driver 32, compressor 11, outdoor fan 1201, and third expansion valve 16. During battery cooling operation, if T3 ≥ T4 is detected, all components stop operating. The system determines whether to exit battery cooling mode based on control commands. If the control commands do not exit battery cooling mode, it returns to continuously checking if T3 < T4. If the control commands exit battery cooling mode, the process ends. Essentially, the system determines whether to exit battery cooling based on control commands; otherwise, it returns to continuously checking if T3 < T4, and if so, it exits battery cooling.

[0088] 2) If the indoor cooling system is running, start the battery cooling driver 32 and the third expansion valve 16; when T3≥T4 is detected, stop the battery water pump and the third expansion valve 16. Finally, determine whether to exit the mode according to the control command. If not, continue to return to detect T3<T4. If the command is to exit, the process ends. That is, determine whether to exit battery cooling according to the control command. If not, continue to return to detect T3<T4. If yes, exit battery cooling.

[0089] Mode 2: Indoor heating + waste heat recovery.

[0090] Heating system principle: combined with Figure 6 , Figure 7The low-temperature, low-pressure gaseous refrigerant is compressed into high-temperature, high-pressure vapor by the compressor 11. After flowing through the four-way reversing valve 17, it enters the indoor heat exchange module 13. In the indoor (vehicle interior), it releases heat through forced convection heat exchange by the indoor fan 1301 and condenses into medium-temperature, high-pressure liquid refrigerant. Then, it splits into two branches. The first branch flows through the first expansion valve 14, which throttles it into a low-temperature, low-pressure liquid. It then enters the outdoor heat exchanger 1202, absorbs heat, and evaporates into a low-temperature, low-pressure gas. After flowing through the four-way reversing valve 17, it merges with the second branch before entering the gas-liquid separator 18. The medium-temperature, high-pressure liquid refrigerant in the second branch flows through the second expansion valve 15, which throttles it into a low-temperature, low-pressure liquid. It then enters the heat recovery heat exchanger 24, absorbs heat from the motor control coolant, evaporates into a low-temperature, low-pressure gas, and directly reaches the gas-liquid separator 18 before merging with the first branch and returning to the compressor 11.

[0091] Motor and electronic control heat dissipation principle: combined with Figure 6 , Figure 8 As shown, the coolant is powered by the motor-controlled cooling driver 22 (water pump) to inject the low-temperature coolant flowing from the heat recovery heat exchanger 24 into the vehicle's motor-controlled heat absorption module 23. After absorbing its heat and becoming high-temperature coolant, it flows out and, after passing through the three-way valve 25, flows back into the heat recovery heat exchanger 24 to release heat and become low-temperature coolant. The second expansion tank 34 is connected in parallel in the battery cooling module 3. Water is discharged before the motor-controlled cooling driver 22 to replenish the system, and water is discharged after the motor-controlled heat absorption module 23 for venting.

[0092] The process of Mode 2 above is as follows: Figure 10 As shown, the specific logic is as follows:

[0093] 1. Air conditioning module 1 enters the indoor heating-motor electronic control heat dissipation-motor electronic control waste heat recovery mode through the vehicle control command, and sets the vehicle interior temperature T0. The system enters standby mode, and all components are not started. The indoor temperature T1 and the outlet water temperature T4 are detected. The heating demand and the motor electronic control heat dissipation demand are determined and operated independently.

[0094] 2. When the heating demand T0 > T1, the air conditioning module 1 starts indoor heating, i.e., the compressor 11, four-way reversing valve 17, indoor fan 1301, outdoor fan 1201, and first expansion valve 14 are started. When T0 ≤ T1, indoor heating stops. If the control command does not exit indoor heating mode, it returns to continuously judging whether T0 > T1. If the control command exits indoor heating mode, the mode ends. In essence, when in the indoor heating - motor and electronic control heat dissipation - motor and electronic control waste heat recovery state, it judges whether T0 > T1. If so, the heating system is started, i.e., the compressor 11, four-way reversing valve 17, indoor fan 1301, outdoor fan 1201, and first expansion valve 14 are started. When T0 ≤ T1, the heating system stops. It then judges whether to exit heating according to the control command; otherwise, it returns to continuously judging whether T0 > T1. If so, indoor heating stops.

[0095] 3. Motor and electronic control system heat dissipation requirement determination: If T2 > 30℃, then operate the motor and electronic control heat dissipation module 2, start the motor and electronic control heat dissipation driver 22 and outdoor fan 1201. The three-way valve 25 controls the flow direction, directing the coolant from the motor and electronic control heat absorption module 23 to flow only into the air-cooled radiator 21. The outdoor fan 1201 dissipates the coolant in the air-cooled radiator 21. When T2 ≤ 30℃, then determine whether indoor heating is running. If not, stop the motor and electronic control heat dissipation module 2. The control command determines whether to exit the motor-controlled heat dissipation mode. If the heating system is running, that is, if the indoor heating is running, the motor-controlled waste heat recovery is activated, the motor-controlled heat dissipation driver 22 and the second expansion valve 15 are started, and the three-way valve 25 controls the flow direction so that the coolant from the motor-controlled heat absorption module 23 flows only into the heat recovery heat exchanger 24, and the coolant is dissipated by the refrigerant. If T2 > 30°C occurs during the process, the second expansion valve 15 is closed, the three-way valve 25 is reversed, and the coolant returns to the air-cooled radiator 21 for heat dissipation.

[0096] The present invention also provides a vehicle, including the above-described vehicle thermal management integrated system and vehicle thermal management integrated control method. The vehicle may be a pure electric bus, logistics vehicle, truck, engineering vehicle, etc., and the vehicle can achieve the technical effects described above.

[0097] This invention integrates motor electronic control heat dissipation and battery heat dissipation functions with the automotive air conditioning system. It can perform motor electronic control heat dissipation and battery heat dissipation while the air conditioning is cooling, and can also perform motor electronic control heat dissipation while the air conditioning is heating. Moreover, it can recover the heat from the motor.

[0098] Vehicles using the integrated thermal management system of this invention can achieve the following effects:

[0099] 1. Space optimization: By integrating the motor and battery cooling systems into the air conditioning system, the space occupied by independent systems in the vehicle is reduced, thereby freeing up more interior space and improving the flexibility of the vehicle's interior layout.

[0100] 2. Weight Reduction and Cost Reduction: The integrated system reduces additional components and piping, lowering the overall vehicle weight and contributing to improved energy efficiency and performance. It also reduces manufacturing and maintenance costs, as sharing a single system minimizes the need for materials and labor.

[0101] 3. Improved energy efficiency and heat recovery: The optimized system control logic enables the recovery of heat from the motor while the air conditioner is heating, improving energy utilization efficiency and further enhancing the system's energy efficiency and comfort.

[0102] 4. System compatibility: The integrated system design improves compatibility with different vehicle models, making it easy to apply and promote on a variety of vehicle types.

[0103] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle thermal management integrated system, characterized in that, It includes an air conditioning module (1), a motor and electronic control heat dissipation module (2), and a battery heat dissipation module (3). The air conditioning module (1) includes a compressor (11), an indoor heat exchange module (13), a first expansion valve (14), and an outdoor heat exchange module (12) connected in a circulating manner to achieve indoor heating circulation; it also includes a second expansion valve (15), one end of which is connected to the inlet end of the compressor (11), and the other end is connected between the indoor heat exchange module (13) and the first expansion valve (14); it also includes a third expansion valve (16), one end of which is connected between the outdoor heat exchange module (12) and the first expansion valve (14), and the other end is connected to the inlet end of the compressor (11); The motor control heat dissipation module (2) includes a heat recovery heat exchanger (24). One flow channel of the heat recovery heat exchanger (24) is located between the second expansion valve (15) and the inlet end of the compressor (11). The other flow channel of the heat recovery heat exchanger (24) is used to connect in series with the motor control heat absorption module (23) to recover the heat absorbed by the motor control module (23) from the motor control module. The battery heat dissipation module (3) includes a battery heat exchanger (31), a battery heat dissipation driver (32), and a battery heat absorption module (33) connected in series in the battery main circuit. One flow channel of the battery heat exchanger (31) is located between the third expansion valve (16) and the inlet end of the compressor (11), and the other flow channel of the battery heat exchanger (31) is located between the battery heat absorption module (33) and the battery heat dissipation driver (32) to achieve battery cooling. The motor control heat dissipation module (2) also includes a wind-cooled radiator (21), a motor control heat dissipation driver (22), and a motor control heat absorption module (23) connected in series. The wind-cooled radiator (21) is cooled by the outdoor fan (1201) of the outdoor heat exchange module (12). The motor control heat dissipation driver (22) is used to drive the flow of coolant in the pipeline. When the coolant flows through the motor control heat absorption module (23), it absorbs the heat of the motor control module. When the coolant flows through the wind-cooled radiator (21), it releases the heat. The motor control heat dissipation driver (22) and the motor control heat absorption module (23) are connected in series in the motor control main circuit; The air-cooled radiator (21) is connected to the motor control main circuit through the first and second interfaces of the three-way valve (25); The heat recovery heat exchanger (24) is connected to the motor control main circuit through the first and third interfaces of the three-way valve (25).

2. The vehicle thermal management integrated system according to claim 1, characterized in that, The motor control heat dissipation module (2) selectively exchanges heat through the air-cooled radiator (21) or the heat recovery heat exchanger (24).

3. The vehicle thermal management integrated system according to claim 2, characterized in that, A first expansion tank (26) is connected in parallel on the main motor control line; an inlet water temperature sensor (27) is installed on the main motor control line.

4. The vehicle thermal management integrated system according to claim 1, characterized in that, A second expansion tank (34) is connected in parallel on the main battery pipe; a water outlet temperature sensor (35) is installed on the main battery pipe.

5. The vehicle thermal management integrated system according to claim 1, characterized in that, The air conditioning module (1) includes a four-way reversing valve (17) for switching the refrigerant flow direction; the four ports of the four-way reversing valve (17) are respectively connected to the outlet end and inlet end of the compressor (11), the outdoor heat exchange module (12), and the indoor heat exchange module (13).

6. The vehicle thermal management integrated system according to claim 5, characterized in that, The air conditioning module (1) includes a gas-liquid separator (18) and a dryer filter (110). The gas-liquid separator (18) is located between the inlet end of the compressor (11) and the fourth port of the four-way reversing valve (17); the dryer filter (110) is located between the first expansion valve (14) and the outdoor heat exchange module (12).

7. A vehicle thermal management integrated control method, characterized in that, The vehicle thermal management integrated system according to any one of claims 1 to 6 includes: setting the interior temperature T0 and the battery temperature T3, and detecting the interior temperature T1, the inlet water temperature T2 and the outlet water temperature T4. When in the indoor cooling-motor electronic control heat dissipation-battery heat dissipation state, directly turn on the indoor fan (1301) to enter the ventilation state, determine whether T0 < T1, if so, run the air conditioning module (1), start the compressor (11), indoor fan (1301), outdoor fan (1201), and first expansion valve (14); otherwise, determine whether to exit indoor cooling. Determine whether T0≥T1. If not, continue running the air conditioning module (1). If yes, continue to determine whether the battery heat dissipation module (3) is running. If the battery heat dissipation module (3) is running, close the first expansion valve (14). If the battery heat dissipation module (3) stops running, only maintain ventilation. Determine whether to stop indoor cooling. If not, continue to check if T0 < T1. If yes, stop indoor cooling.

8. The vehicle thermal management integrated control method according to claim 7, characterized in that, Determine if T2 > 30℃. If so, run the motor control heat dissipation module (2), start the motor control heat dissipation driver (22) and outdoor fan (1201), and the three-way valve (25) controls the flow direction so that the coolant flowing out of the motor control heat absorption module (23) flows only into the air-cooled radiator (21). The coolant is cooled by starting the outdoor fan (1201). When T2 ≤ 30℃, stop the motor control heat dissipation module (2). Determine whether to exit the motor control heat dissipation according to the control command. If not, return to continue to detect T2 > 30℃. If so, exit.

9. The vehicle thermal management integrated control method according to claim 8, characterized in that, Determine if T3 < T4, and check if the indoor cooling system is running; If the indoor cooling is not running, the battery cooling module (3) is turned on, and the battery cooling driver (32), compressor (11), outdoor fan (1201), and third expansion valve (16) are started. When T3≥T4 is detected during battery cooling operation, all devices are stopped. The control command determines whether to exit battery cooling. If not, it returns to continuously determine whether T3<T4. If so, battery cooling is exited. If the indoor cooling is in operation, start the battery cooling driver (32) and the third expansion valve (16); when T3≥T4 is detected, stop the battery cooling driver (32) and the third expansion valve (16); determine whether to exit battery cooling according to the control command, if not, continue to check T3<T4, if so, exit battery cooling.

10. The vehicle thermal management integrated control method according to any one of claims 7 to 9, characterized in that, When in the indoor heating-motor electronic control heat dissipation-motor electronic control waste heat recovery state, determine whether T0>T1. If so, run the heating system, that is, start the compressor (11), four-way reversing valve (17), indoor fan (1301), outdoor fan (1201), and first expansion valve (14). When T0≤T1, stop running the heating system. Determine whether to exit heating according to the control command. Otherwise, return to continuously determine whether T0>T1. If so, exit indoor heating.

11. The vehicle thermal management integrated control method according to claim 10, characterized in that, Determine if T2 > 30℃. If so, run the motor control heat dissipation module (2), start the motor control heat dissipation driver (22) and outdoor fan (1201), and use the three-way valve (25) to control the flow of coolant from the motor control heat absorption module (23) into the air-cooled radiator (21). The outdoor fan (1201) is then used to dissipate the coolant. When T2 ≤ 30℃ is detected, determine if indoor heating is running. If not, stop the motor control heat dissipation module (2) and... The control command determines whether to exit the motor control heat dissipation mode; if the room is in heating mode, the motor control waste heat recovery is activated, the motor control heat dissipation driver (22) and the second expansion valve (15) are started, and the three-way valve (25) controls the flow direction, from the coolant flowing out of the motor control heat absorption module (23) into the heat recovery heat exchanger (24), and the coolant is cooled by the refrigerant; if T2>30℃, the second expansion valve (15) is closed, the three-way valve (25) is reversed, and the air-cooled radiator (21) dissipates heat.

12. A vehicle, characterized in that, Includes the vehicle thermal management integrated system as described in any one of claims 1 to 6.

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