An integrated refrigeration system and method

Abstract

This invention discloses an integrated refrigeration system and method, relating to the field of refrigeration. The integrated refrigeration system includes an evaporator, an electric compressor, a condenser assembly, a cab refrigerant shut-off valve, an air conditioning thermal expansion valve, a battery pack refrigerant shut-off valve, a battery thermal expansion valve, a battery cooler, a battery circuit electronic water pump, and a battery module. The evaporator, electric compressor, condenser assembly, cab refrigerant shut-off valve, and air conditioning thermal expansion valve perform air conditioning refrigeration, while the electric compressor, condenser assembly, battery pack refrigerant shut-off valve, battery thermal expansion valve, battery cooler, battery circuit electronic water pump, and battery module perform battery refrigeration. Because this solution uses only one electric compressor and one condenser assembly to simultaneously achieve air conditioning and battery refrigeration functions, it significantly reduces the cost, size, and noise of the refrigeration system for pure electric trucks, and makes it easier to arrange the components within the cooling system.

Description

Technical Field

[0001] This invention relates to the field of refrigeration, and in particular to an integrated refrigeration system and method. Background Technology

[0002] With the development of technology, the cooling systems of pure electric trucks are also gradually being upgraded. Currently, the cooling systems of pure electric trucks include the cooling system of the cab and the cooling system of the battery. The cooling system of the cab and the cooling system of the battery are separate and independent systems. Each cooling system has its own compressor, condenser assembly and several refrigerant aluminum pipes. Because the compressor and condenser assembly generate high noise in actual operation, the existing cooling systems of pure electric trucks have the problem of high noise in actual operation. Furthermore, because the cooling system of the cab and the cooling system of the battery are separate and independent systems, the internal components of the two systems are similar, and the compressor and condenser assembly are large in size and cost, the cooling system of pure electric trucks is both expensive and bulky. In addition, the large number of internal components of the two systems also makes the overall layout of the vehicle difficult. Summary of the Invention

[0003] The purpose of this invention is to provide an integrated refrigeration system and method. This solution only requires an electric compressor and a condenser assembly to simultaneously achieve the functions of air conditioning and battery cooling, which greatly reduces the cost and size of the refrigeration system for pure electric trucks and makes it easier to arrange the components within the cooling system.

[0004] To solve the above-mentioned technical problems, the present invention provides an integrated refrigeration system, including: an evaporator, an electric compressor, a condenser assembly, a cab refrigerant shut-off valve, an air conditioning thermal expansion valve, a battery pack refrigerant shut-off valve, a battery thermal expansion valve, a battery cooler, a battery circuit electronic water pump, and a battery pack module, wherein the battery pack module includes several battery packs.

[0005] The evaporator is used to convert the first low-temperature, low-pressure liquid refrigerant into a first low-temperature, low-pressure gaseous refrigerant and transfer it to the electric compressor when the electric compressor is turned on, so that the electric compressor converts the first low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant.

[0006] The condenser assembly is used to convert the high-temperature, high-pressure gaseous refrigerant into a high-temperature, high-pressure liquid refrigerant and transmit it to the refrigerant shut-off valve in the cab and the refrigerant shut-off valve in the battery pack.

[0007] The air conditioning thermal expansion valve is used to convert the high-temperature, high-pressure liquid refrigerant into a second low-temperature, low-pressure liquid refrigerant when the cab refrigerant shut-off valve is opened, and to transfer the second low-temperature, low-pressure liquid refrigerant to the evaporator.

[0008] The battery thermal expansion valve is used to convert the high-temperature, high-pressure liquid refrigerant into a third low-temperature, low-pressure liquid refrigerant when the battery pack refrigerant shut-off valve is opened, and to transfer the third low-temperature, low-pressure liquid refrigerant to the battery cooler.

[0009] The battery cooler is used to absorb heat from the battery pack cooling circulating water, and to transfer the second low-temperature low-pressure gaseous refrigerant converted from the third low-temperature low-pressure liquid refrigerant to the electric compressor. It also pumps the cooled battery pack cooling circulating water into the vehicle's battery module through the battery circuit electronic water pump, and receives the battery pack cooling circulating water after absorbing heat.

[0010] Optionally, it may also include: a first three-state switch, a second three-state switch, and an electric compressor controller;

[0011] The first three-state switch is used to collect the first refrigerant pressure value at the inlet of the refrigerant shut-off valve in the cab;

[0012] The second three-state switch is used to collect the second refrigerant pressure value at the inlet of the refrigerant shut-off valve of the battery pack;

[0013] The electric compressor controller is used to control the electric compressor to shut down when the first refrigerant pressure value is not within the first preset pressure range, and to control the electric compressor to shut down when the second refrigerant pressure value is not within the second preset pressure range.

[0014] Optional, also includes:

[0015] The liquid receiver dryer is used to dry and filter the high-temperature and high-pressure liquid refrigerant sequentially after receiving it from the condenser assembly, and then transmit the dried and filtered high-temperature and high-pressure liquid refrigerant to the refrigerant shut-off valve in the cab and the refrigerant shut-off valve in the battery pack.

[0016] Optionally, it also includes: an electric drive circuit electronic water pump, a gearbox water tank, a motor controller water tank corresponding to several motor controllers, a motor water tank corresponding to several motors, and a high-voltage auxiliary drive integrated controller water tank corresponding to the high-voltage auxiliary drive integrated controller module.

[0017] The electric drive circuit electronic water pump is used to sequentially pump electric drive cooling circulating water into each of the motor controller water tanks, the gearbox water tank, each of the motor water tanks, and the high-voltage auxiliary drive integrated controller water tank.

[0018] Optional, also includes:

[0019] The low-temperature heat dissipation module is used to cool the electric drive cooling circulating water flowing out from the water tanks of each of the motor controllers, the water tank of the gearbox, the water tanks of each of the motors, and the water tank of the high-voltage auxiliary drive integrated controller, and to transfer the cooled electric drive cooling circulating water to the electric drive circuit electronic water pump.

[0020] To address the aforementioned technical problems, the present invention also provides an integrated refrigeration method, applied to the integrated refrigeration system described above, the method comprising:

[0021] Obtain the current status of the vehicle's key switch and the current temperature of the evaporator;

[0022] Determine whether the user's air conditioning cooling request and the electric compressor speed requirement have been received;

[0023] If the user's air conditioning cooling demand and the electric compressor's speed requirement are received, the refrigerant shut-off valve in the cab will be opened or closed according to the current state and the current temperature of the evaporator.

[0024] Obtain the highest cell temperature value of each battery pack in the battery pack module;

[0025] Determine whether the user's battery cooling request has been received;

[0026] If the user's battery cooling request is received, the refrigerant shut-off valve of the battery pack is opened or closed according to the current state, the current temperature of the evaporator, and the highest temperature of the battery cell.

[0027] Optionally, after receiving the user's air conditioning cooling demand and the electric compressor's speed requirement, the method further includes:

[0028] The system obtains the highest current temperature values ​​of each motor controller in the motor controller module, the highest current temperature values ​​of each motor in the motor group module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump, and the current temperature of the vehicle's DC power supply module.

[0029] The first duty cycle setting value of the cooling fan corresponding to the motor controller module is adjusted according to the current highest temperature value of each motor controller in the motor controller module;

[0030] Adjust the second duty cycle setting value of the cooling fan corresponding to the motor group module according to the highest current temperature value of each motor in the motor group module;

[0031] Adjust the third duty cycle setting of the cooling fan corresponding to the vehicle's steering pump according to the current temperature of the vehicle's steering pump.

[0032] Adjust the fourth duty cycle setting of the cooling fan corresponding to the air pump of the vehicle according to the current temperature of the air pump of the vehicle.

[0033] Adjust the fifth duty cycle setting value of the cooling fan corresponding to the DC power module according to the current temperature of the DC power module of the vehicle.

[0034] Adjust the sixth duty cycle setting value of the cooling fan corresponding to the electric compressor based on the speed requirement.

[0035] Optionally, after adjusting the sixth duty cycle setting value of the cooling fan corresponding to the electric compressor based on the speed requirement, the method further includes:

[0036] Determine the current operating mode of the vehicle;

[0037] Determine whether the current operating mode is hybrid mode or electric mode;

[0038] If the current working mode is hybrid mode, then the values ​​of each setting value in the first set of settings will be adjusted to match the highest value in the first set of settings.

[0039] If the current working mode is electric mode, then adjust the values ​​of each setting in the second set of settings to match the highest value in the second set of settings;

[0040] The first set of settings includes: the first duty cycle setting, the second duty cycle setting, the third duty cycle setting, the fourth duty cycle setting, and the fifth duty cycle setting; the second set of settings includes: the first duty cycle setting, the second duty cycle setting, the third duty cycle setting, the fourth duty cycle setting, the fifth duty cycle setting, and the sixth duty cycle setting.

[0041] Optionally, after obtaining the current state of the vehicle's key switch and the current temperature of the evaporator, the method further includes:

[0042] The current temperature of the motor controller module, the current temperature of the motor assembly module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power supply module, the current speed of the vehicle, the current current value of the power steering pump, and the current current value of the vehicle's air pump are obtained.

[0043] The target duty cycle of the electric water pump in the electric drive circuit is determined based on the current state of the key switch, the current temperature of the motor controller module, the current temperature of the motor module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power module, the current speed of the vehicle, the current current value of the power steering pump, and the current current value of the vehicle's air pump.

[0044] The current duty cycle of the electric water pump in the electric drive circuit is adjusted to the target duty cycle of the electric water pump in the electric drive circuit.

[0045] Optional, also includes:

[0046] Determine the current operating mode of the vehicle;

[0047] Obtain the current operating mode of the battery circuit electronic water pump;

[0048] The target duty cycle of the battery circuit electronic water pump is determined based on the current operating mode of the vehicle and the current operating mode of the battery circuit electronic water pump.

[0049] The current duty cycle of the battery circuit electronic water pump is adjusted to the target duty cycle of the battery circuit electronic water pump.

[0050] Optionally, after controlling the opening or closing of the cab refrigerant shut-off valve according to the current state and the current temperature of the evaporator, the method further includes:

[0051] If the refrigerant shut-off valve in the cab is open, then obtain the current required speed of the electric compressor and the current inlet water temperature of the battery module;

[0052] The target speed of the electric compressor is determined based on the current required speed and the current inlet water temperature.

[0053] The current speed of the electric compressor is adjusted to the target speed of the electric compressor.

[0054] The purpose of this invention is to provide an integrated refrigeration system and method. The integrated refrigeration system includes an evaporator, an electric compressor, a condenser assembly, a cab refrigerant shut-off valve, an air conditioning thermal expansion valve, a battery pack refrigerant shut-off valve, a battery thermal expansion valve, a battery cooler, a battery circuit electronic water pump, and a battery module. The evaporator, electric compressor, condenser assembly, cab refrigerant shut-off valve, and air conditioning thermal expansion valve perform air conditioning cooling, while the electric compressor, condenser assembly, battery pack refrigerant shut-off valve, battery thermal expansion valve, battery cooler, battery circuit electronic water pump, and battery module perform battery cooling. Because this solution uses only one electric compressor and one condenser assembly to simultaneously achieve air conditioning and battery cooling functions, it significantly reduces the cost, size, and noise of the refrigeration system for pure electric trucks, and makes it easier to arrange the components within the cooling system. Attached Figure Description

[0055] 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 embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0056] Figure 1 This invention provides a schematic diagram of the structure of an integrated refrigeration system;

[0057] Figure 2 A schematic diagram of another integrated refrigeration system provided by the present invention;

[0058] Figure 3 This invention provides a process flow diagram of an integrated refrigeration method. Detailed Implementation

[0059] The core of this invention is to provide an integrated refrigeration system and method. This solution only requires an electric compressor and a condenser assembly to simultaneously achieve the functions of air conditioning and battery cooling. Therefore, it greatly reduces the cost, size and noise of the refrigeration system of pure electric trucks, and makes it easier to arrange the components in the cooling system.

[0060] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0061] Please refer to Figure 1 , Figure 1 This is a schematic diagram of an integrated refrigeration system provided by the present invention. The integrated refrigeration system includes: an evaporator 1, an electric compressor 2, a condenser assembly 3, a refrigerant shut-off valve in the cab 4, an air conditioning thermal expansion valve 5, a refrigerant shut-off valve in the battery pack 6, a battery thermal expansion valve 7, a battery cooler 8, an electronic water pump in the battery circuit 9, and a battery module 10, wherein the battery module 10 includes several battery packs;

[0062] Evaporator 1 is used to convert a first low-temperature, low-pressure liquid refrigerant into a first low-temperature, low-pressure gaseous refrigerant and transfer it to the electric compressor 2 when the electric compressor 2 is turned on, so that the electric compressor 2 converts the first low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant.

[0063] The condenser assembly 3 is used to convert high-temperature and high-pressure gaseous refrigerant into high-temperature and high-pressure liquid refrigerant and transmit it to the refrigerant shut-off valve 4 in the cab and the refrigerant shut-off valve 6 in the battery pack.

[0064] The air conditioning thermal expansion valve 5 is used to convert the high-temperature and high-pressure liquid refrigerant into a second low-temperature and low-pressure liquid refrigerant when the refrigerant shut-off valve 4 in the cab is opened, and to transfer the second low-temperature and low-pressure liquid refrigerant to the evaporator 1.

[0065] The battery thermal expansion valve 7 is used to convert the high-temperature and high-pressure liquid refrigerant into a third low-temperature and low-pressure liquid refrigerant when the battery pack refrigerant shut-off valve 6 is opened, and to transfer the third low-temperature and low-pressure liquid refrigerant to the battery cooler 8.

[0066] The battery cooler 8 is used to absorb the heat of the battery pack cooling circulating water, and to transfer the second low-temperature low-pressure gaseous refrigerant converted from the third low-temperature low-pressure liquid refrigerant to the electric compressor 2. It also pumps the cooled battery pack cooling circulating water into the vehicle's battery module 10 through the battery circuit electronic water pump 9, and receives the battery pack cooling circulating water after absorbing heat.

[0067] This invention addresses the issue that existing truck refrigeration systems include air conditioning and battery cooling systems, each with its own compressor, condenser assembly 3, and refrigerant aluminum pipes. This results in high costs, large size, and complicated layout for existing systems. Therefore, this solution integrates the air conditioning and battery cooling systems. Air conditioning is achieved through an evaporator 1, electric compressor 2, condenser assembly 3, cab refrigerant shut-off valve 4, and air conditioning thermal expansion valve 5. Battery cooling is achieved through an electric compressor 2, condenser assembly 3, battery pack refrigerant shut-off valve 6, battery thermal expansion valve 7, battery cooler 8, battery circuit electronic water pump 9, and battery module 10. Since the electric compressor 2 and condenser assembly 3 are shared components for both cooling functions, one compressor and one condenser assembly 3 are eliminated. Thus, by using only one electric compressor 2 and one condenser assembly 3, both air conditioning and battery cooling functions are achieved simultaneously. This significantly reduces the cost, size, and noise of the refrigeration system in pure electric trucks and simplifies the arrangement of components within the cooling system.

[0068] It should be noted that the first low-temperature, low-pressure liquid refrigerant, the second low-temperature, low-pressure liquid refrigerant, and the third low-temperature, low-pressure liquid refrigerant are all liquid refrigerants that meet the preset first low-temperature, low-pressure condition; the first low-temperature, low-pressure gaseous refrigerant and the second low-temperature, low-pressure gaseous refrigerant are both gaseous refrigerants that meet the preset second low-temperature, low-pressure condition. Similarly, the high-temperature, high-pressure gaseous refrigerant is a gaseous refrigerant that meets the first high-temperature, high-pressure condition, and the high-temperature, high-pressure liquid refrigerant is a liquid refrigerant that meets the second high-temperature, high-pressure condition.

[0069] This embodiment provides an integrated refrigeration system, which includes an evaporator 1, an electric compressor 2, a condenser assembly 3, a cab refrigerant shut-off valve 4, an air conditioning thermal expansion valve 5, a battery pack refrigerant shut-off valve 6, a battery thermal expansion valve 7, a battery cooler 8, a battery circuit electronic water pump 9, and a battery module 10. The evaporator 1, electric compressor 2, condenser assembly 3, cab refrigerant shut-off valve 4, and air conditioning thermal expansion valve 5 provide air conditioning cooling, while the electric compressor 2, condenser assembly 3, battery pack refrigerant shut-off valve 6, battery thermal expansion valve 7, battery cooler 8, battery circuit electronic water pump 9, and battery module 10 provide battery cooling. Because this solution uses only one electric compressor 2 and one condenser assembly 3 to simultaneously achieve air conditioning and battery cooling functions, it significantly reduces the cost, size, and noise of the refrigeration system for pure electric trucks, and makes it easier to arrange the components within the cooling system.

[0070] Based on the above embodiments:

[0071] As an optional embodiment, it also includes: a first three-state switch, a second three-state switch, and an electric compressor controller;

[0072] The first three-state switch is used to collect the first refrigerant pressure value at the inlet of the refrigerant shut-off valve 4 in the cab.

[0073] The second three-state switch is used to collect the second refrigerant pressure value at the inlet of the battery pack refrigerant shut-off valve 6.

[0074] An electric compressor controller is used to shut down the electric compressor when the first refrigerant pressure value is not within the first preset pressure range, and to shut down the electric compressor when the second refrigerant pressure value is not within the second preset pressure range.

[0075] In this invention, considering that the pressure values ​​at the inlet of the refrigerant shut-off valve 4 in the driver's cab and the inlet of the refrigerant shut-off valve 6 in the battery pack are related to the safety of the vehicle control during actual air conditioning and battery cooling, for example, if the pressure values ​​at the inlet of the refrigerant shut-off valve 4 in the driver's cab and the inlet of the refrigerant shut-off valve 6 in the battery pack are too high or too low, it indicates a fault in the cooling circuit. If cooling continues under these conditions, it may damage the electric compressor 2 (air conditioning compressor). Therefore, this solution adds a first three-state switch, a second three-state switch, and an electric compressor controller. The first three-state switch collects the first refrigerant pressure value at the inlet of the refrigerant shut-off valve 4 in the driver's cab, and the second three-state switch collects the second refrigerant pressure value at the inlet of the refrigerant shut-off valve 6 in the battery pack. The electric compressor controller will shut down the electric compressor when the first refrigerant pressure value is not within the first preset pressure range and when the second refrigerant pressure value is not within the second preset pressure range, so that users or operators can detect and repair faults in a timely manner, ensuring vehicle safety.

[0076] It should be noted that in practical applications, because the proportion of refrigerant required for air conditioning and battery cooling differs for each function, this solution can also control the content and proportion of high-temperature, high-pressure liquid refrigerant delivered to either the cab refrigerant shut-off valve 4 or the battery pack refrigerant shut-off valve 6 by controlling the opening time of these valves. Furthermore, by controlling the opening and closing of the cab refrigerant shut-off valve 4 and the battery pack refrigerant shut-off valve 6, the delivery location of the high-temperature, high-pressure liquid refrigerant can be changed according to the user's actual cooling needs, i.e., whether air conditioning cooling and / or battery cooling are performed, thus facilitating practical applications for the user.

[0077] It should also be noted that in practical applications, an electric compressor controller can be added or omitted. For example, the control functions of all components within the integrated refrigeration system can be implemented by the vehicle's VCU (Vehicle Control Unit), eliminating the need for additional controllers and maximizing cost savings and minimizing vehicle space. Furthermore, when the number of components within the integrated refrigeration system is excessive, i.e., when the system aims to perform too many functions, different controllers can be added for individual functions to reduce the computational load on the VCU and improve the system's efficiency.

[0078] As an optional embodiment, it also includes:

[0079] The liquid receiver dryer is used to dry and filter the high-temperature and high-pressure liquid refrigerant after receiving it from the condenser assembly 3, and then transfer the dried and filtered high-temperature and high-pressure liquid refrigerant to the refrigerant shut-off valve 4 in the cab and the refrigerant shut-off valve 6 in the battery pack.

[0080] In this invention, considering that there may be some impurities and excess moisture in the high-temperature and high-pressure liquid refrigerant output from the condenser assembly 3, a liquid receiver dryer is provided in this solution. The liquid receiver dryer performs drying and filtering operations on the high-temperature and high-pressure liquid refrigerant in sequence, and then transmits the dried and filtered high-temperature and high-pressure liquid refrigerant to the refrigerant shut-off valve 4 in the cab and the refrigerant shut-off valve 6 in the battery pack, which greatly improves the accuracy of the solution.

[0081] As an optional embodiment, it also includes: an electric drive circuit electronic water pump, a gearbox water tank, a motor controller water tank corresponding to several motor controllers, a motor water tank corresponding to several motors, and a high-voltage auxiliary drive integrated controller water tank corresponding to the high-voltage auxiliary drive integrated controller module.

[0082] The electric drive circuit electronic water pump is used to sequentially pump the electric drive cooling circulating water into the water tanks of each motor controller, the gearbox, each motor, and the high-voltage auxiliary drive integrated controller.

[0083] In this invention, in addition to considering that the temperature of the vehicle's battery pack affects the normal operation of the vehicle, the temperature of the electric drive circuit (motor controller, gearbox, motor, high-voltage auxiliary drive integrated controller module) also affects the normal operation of the vehicle. Therefore, this solution adds an electric drive circuit electronic water pump, a gearbox water tank, several motor controller water tanks corresponding to the motor controllers, several motor water tanks corresponding to the motors, and a high-voltage auxiliary drive integrated controller water tank corresponding to the high-voltage auxiliary drive integrated controller module to the electric drive circuit. The electric drive circuit electronic water pump sequentially pumps the electric drive cooling circulating water into each motor controller water tank, gearbox water tank, each motor water tank, and high-voltage auxiliary drive integrated controller water tank to reduce the temperature of each motor controller, gearbox, each motor, and high-voltage auxiliary drive integrated controller module, thereby improving the vehicle's operating efficiency.

[0084] It should be noted that the high-voltage auxiliary drive integrated controller module includes: the vehicle's steering oil pump, air pump controller, DC power supply module, etc.

[0085] As an optional embodiment, it also includes:

[0086] The low-temperature heat dissipation module is used to cool the electric drive cooling circulating water flowing out from the water tanks of each motor controller, gearbox, each motor, and high-voltage auxiliary drive integrated controller, and to transfer the cooled electric drive cooling circulating water to the electric drive circuit electronic water pump.

[0087] In this invention, considering that after the electric drive cooling circulating water is pumped into the water tanks of each motor controller, gearbox, motor, and high-voltage auxiliary drive integrated controller by the electric drive circuit electronic water pump, although it can absorb the heat from the modules of each motor controller, gearbox, motor, and high-voltage auxiliary drive integrated controller, the temperature of the cooling circulating water itself will increase. If this is not treated, it will affect the subsequent cooling process. Therefore, this solution adds a low-temperature heat dissipation module to cool the electric drive cooling circulating water flowing out of the water tanks of each motor controller, gearbox, motor, and high-voltage auxiliary drive integrated controller, and transfers the cooled electric drive cooling circulating water to the electric drive circuit electronic water pump to improve the cooling efficiency of the electric drive circuit.

[0088] It should be noted that the working principle of the integrated refrigeration system provided in this solution is as follows: Figure 2As shown, the refrigerant system of the cab air conditioner and the refrigerant system of the battery pack share an electric compressor 2 and a condenser assembly 3. When the electric compressor 2 is running, it draws in the low-temperature, low-pressure gaseous refrigerant generated in the evaporator 1, compresses it, and then discharges it under high temperature and high pressure conditions. High-temperature, high-pressure gaseous refrigerant enters the condenser assembly 3. After being cooled by a fan or frontal airflow, the refrigerant changes from a high-temperature, high-pressure gaseous state to a high-temperature, high-pressure liquid state before entering the receiver-drier. After removing moisture and impurities, the refrigerant flows through the first and second three-state switches, then splits into two paths. One path passes through SOV1 (cabin refrigerant shut-off valve 4) and then through the air conditioning thermal expansion valve 5 (air conditioning). The high-temperature, high-pressure liquid refrigerant, after being throttled and depressurized by the air conditioning thermal expansion valve 5, becomes a low-temperature, low-pressure liquid refrigerant and enters the evaporator 1. The low-temperature, low-pressure liquid refrigerant absorbs heat from the air inside the vehicle within the evaporator 1, becoming a low-temperature, low-pressure gaseous refrigerant, thereby lowering the surface temperature of the evaporator 1. Air blown by the blower continuously flows over the surface of the evaporator 1, is cooled, and then blown out through the vents. Finally, the low-temperature, low-pressure gaseous refrigerant flows into the electric compressor 2. The refrigerant has two paths: one through the intake port; the other through SOV2 (battery pack refrigerant shut-off valve 6), and then through the thermal expansion valve (battery). The high-temperature, high-pressure liquid refrigerant is reduced in pressure by the expansion valve and becomes a low-temperature, low-pressure liquid refrigerant, which enters the battery cooling chiller (battery cooler 8). The low-temperature, low-pressure liquid refrigerant absorbs heat from the battery pack cooling circulating water in the battery cooling chiller and becomes a low-temperature, low-pressure gaseous refrigerant. Finally, it also flows into the intake port of the electric compressor 2. The cooled battery cooling circulating water is pumped into the battery module 10 by the battery circuit electronic water pump 9 to cool each battery group (battery group 1-5) in the battery module 10. The water (hot water) from the battery group flows into the water tank outside the battery cooling chiller (battery cooler 8), and the battery cooling chiller (battery cooler 8) cools the circulating water in the water tank. The on / off state of SOV1 (cabin refrigerant shut-off valve 4) and SOV2 (battery pack refrigerant shut-off valve 6) is controlled by the VCU (Vehicle Control Unit, the core electronic control unit that realizes vehicle control decisions, including power control, fault management, and accessory control). This distributes refrigerant to the cab air conditioning branch and the battery pack cooling branch according to the cooling needs of the cab and battery pack, in other words, the cooling process of the cab and battery pack is controlled by controlling the on / off state of SOV1 (cabin refrigerant shut-off valve 4) and SOV2 (battery pack refrigerant shut-off valve 6).

[0089] It should also be noted that the integrated refrigeration system provided by this solution combines the cooling air conditioning system of the cab and the cooling system of the battery into one, reducing one controller, one air conditioning compressor, one condenser assembly, and several air conditioning refrigerant aluminum pipes, which reduces both installation space and cost.

[0090] It should also be noted that, considering the impact of the temperature of each motor controller, gearbox, and motor in the electric drive circuit on vehicle operating efficiency, in practical applications, corresponding temperature sensors can be installed at each motor controller, gearbox, and motor to collect their temperatures in real time. Additionally, a temperature sensor can be installed at the output of the low-temperature heat dissipation module to collect the temperature of the electric drive cooling circulating water output by the low-temperature heat dissipation module in real time. When the temperature of each motor controller, gearbox, or motor, or the temperature of the electric drive cooling circulating water, is too high, an alarm should be issued to remind the user or operator to repair or replace the low-temperature heat dissipation module. Similarly, corresponding temperature sensors can be installed at the output of the battery cooler 8 and at the outlet of the battery pack. If the temperature is too high, an alarm should be issued to remind the user or operator to repair or replace the battery cooler 8.

[0091] It should also be noted that, considering the vehicle's operation in cold environments, in practical applications, heating devices and temperature monitoring devices can be added inside the vehicle. When the temperature monitoring device detects that the temperature inside the vehicle's cab or passenger compartment is too low, the heating device needs to be activated to raise the temperature inside the cab and passenger compartment. Figure 2 The internal system includes a water-based PTC (Positive Temperature Coefficient) heater core, a heater coil, and a heater loop electronic water pump. The electronic water pump pumps coolant from the heater loop into the PTC, which then heats the coolant. This heated coolant flows through the heater coil, where a vehicle blower or an additional fan blows cold air across its surface. The cold air absorbs heat and becomes warm air, which is then distributed to the driver's cab and passenger compartment via the vehicle's internal air ducts to raise their temperature. Furthermore, considering the potential for engine malfunctions in cold environments, this system also allows the heated coolant from the PTC to be preheated in the engine's cooling system before startup. Additionally, the heating function should be interlocked with the cab refrigerant shut-off valve 4, meaning that cab heating and cooling processes cannot occur simultaneously.

[0092] Please refer to Figure 3 , Figure 3 This invention provides a process flow diagram of an integrated refrigeration method. This integrated refrigeration method, applied to the integrated refrigeration system described above, includes:

[0093] S11: Obtain the current status of the vehicle's key switch and the current temperature of evaporator 1;

[0094] S12: Determine whether the user's air conditioning cooling demand and the speed requirement of electric compressor 2 have been received;

[0095] S13: If the user's air conditioning cooling demand and the speed requirement of the electric compressor 2 are received, the opening or closing of the refrigerant shut-off valve 4 in the cab is controlled according to the current status and the current temperature of the evaporator 1.

[0096] S14: Obtain the highest cell temperature value of each battery pack in the battery pack module 10;

[0097] S15: Determine whether a user's battery cooling request has been received;

[0098] S16: If a user's battery cooling request is received, the opening or closing of the battery pack refrigerant shut-off valve 6 is controlled according to the current status, the current temperature of evaporator 1, and the highest value of the cell temperature.

[0099] In this invention, considering that the vehicle's air conditioning cooling needs differ depending on whether the vehicle is started or not, and that the current temperature of the evaporator 1 also affects the air conditioning cooling needs, this solution first obtains the current state of the vehicle's key switch and the current temperature of the evaporator 1, and then determines whether the user's air conditioning cooling needs and the speed requirements of the electric compressor 2 have been received. If the user's air conditioning cooling needs and the speed requirements of the electric compressor 2 are received, it proves that the air conditioning cooling function is required. At this time, the opening or closing of the refrigerant shut-off valve 4 in the driver's cab can be controlled according to the obtained current state and the current temperature of the evaporator 1, that is, the air conditioning cooling process is controlled. Similarly, the vehicle's battery cooling function and the battery pack module 1... The maximum cell temperature of the battery pack in module 0 is related to the actual cooling needs of the vehicle. In addition, the cooling needs of the battery differ depending on whether the vehicle is started or not, and the current temperature of the evaporator 1 also affects the cooling needs of the air conditioning. Therefore, in order to reduce the power consumption of the cooling equipment, this solution first obtains the maximum cell temperature of each battery pack in module 10, and then determines whether the user's battery cooling needs have been received. If the user's battery cooling needs have been received, it means that battery cooling is required at this time. Therefore, it is necessary to control the opening or closing of the refrigerant shut-off valve 6 of the battery pack according to the current state, the current temperature of the evaporator 1, and the maximum cell temperature. That is, the battery cooling process is controlled according to actual needs, which reduces the actual power consumption of air conditioning cooling and battery cooling.

[0100] It should be noted that (1) the control process of the air conditioning shut-off valve SOV1, which controls the refrigerant distribution, is roughly as follows:

[0101] 1. The key switch is in the non-ON position (Key_ON=0) and the mode request sent by the BMS (Battery Management System) to the TMS (Thermal Management System) is in cooling mode (BMS_TMS_ReqMode=1).

[0102] 2. The key switch is in the ON position (Key_ON=1) and the mode request sent by the BMS to the TMS is for cooling mode (BMS_TMS_ReqMode=1).

[0103] 3. Air Conditioner Initial State (ACState): The air conditioner has no cooling demand (ACStateReq=0). ① When the AC button is pressed (AirConditionSwitch=1), and the VCU sends a speed request (VCU_AirCondition_Speed>0) to the compressor, the air conditioner enters state 1 (ACState1), and has a cooling demand (ACStateReq=1). If the AC button is not pressed (AirConditionSwitch=0) and the VCU sends a speed request (VCU_AirCondition_Speed=0), the air conditioner returns to the initial state (ACState), with no cooling demand (ACStateReq=0). ② In state 1 (ACState1), when the AC button is pressed (AirConditionSwitch=1), and the VCU sends a speed request (VCU_AirCondition_Speed=0), the air conditioner enters state 2 (ACState2), and has a cooling demand (ACStateReq=1). If the VCU sends a speed request to the air conditioner compressor, VCU_AirCondition_Speed ​​> 0, the air conditioner returns to state 1 (ACState1), and the air conditioner has a cooling demand, ACStateReq = 1; ③ When the air conditioner is in the initial state (ACState), if the air conditioner AC button is pressed, AirConditionSwitch = 1, and the air conditioner evaporator 1 temperature AC_VCU_EvaporatorTemp ≥ 10℃, and the VCU sends a speed request to the air conditioner compressor, VCU_AirCondition_Speed ​​= 0, the air conditioner enters state 2 (ACState2), and the air conditioner has a cooling demand, ACStateReq = 1. If the air conditioner AC button is not pressed at this time, AirConditionSwitch = 0, or the VCU sends a speed request to the air conditioner compressor, VCU_AirCondition_Speed ​​= 0, and the air conditioner evaporator 1 temperature AC_VCU_EvaporatorTemp < 7℃, the air conditioner returns to the initial state (ACState), and the air conditioner has no cooling demand, ACStateReq = 0;

[0104] 4. When the air conditioner is in the initial state (ACState) in step 3, the air conditioner has no cooling demand ACStateReq=0, and step 2 is satisfied; or the condition of step 1 is satisfied, then the air conditioner shut-off valve is energized SOV1=1, and the air conditioner shut-off valve SOV1 is disconnected.

[0105] 5. If the conditions in step 4 are not met, the air conditioner shut-off valve is de-energized (SOV1=0), and the air conditioner shut-off valve (SOV1) is open.

[0106] (2)The control process of the BMS cut-off valve SOV2 for controlling refrigerant distribution is roughly as follows:

[0107] 1. When the cab air conditioner cooling and battery cooling are requested simultaneously, it is regulated according to the temperature of the cab air conditioner evaporator 1 and the maximum temperature of the battery cells. In the initial state, the battery refrigerant electromagnetic cut-off valve is powered off (open), SOV2 = 0. When the maximum temperature of the battery cell BMS_VCU_CellMaxTemp < 50 °C, and the temperature of the air conditioner evaporator 1 AC_VCU_EvaporatorTemp > 7 °C, and the air conditioner AC switch is pressed AirConditionSwitch = 1, and the BMS sends a cooling mode BMS_TMS_ReqMode = 1 to the thermal management system, allowing entry into the power battery refrigerant flow regulation mode PMW_Enable = 1. The electromagnetic cut-off valve SOV2 of the power battery branch is opened and closed to adjust the refrigerant flow;

[0108] 2. When the maximum temperature of the battery cell of the battery pack BMS_VCU_CellMaxTemp > 57 °C, or the temperature of the air conditioner evaporator 1 AC_VCU_EvaporatorTemp ≤ 4 °C, or the air conditioner AC switch is not pressed AirConditionSwitch ≠ 1, or the BMS sends a non-cooling mode BMS_TMS_ReqMode ≠ 1 to the thermal management system, or the key switch is turned to a non-ON position Key_ON ≠ 1, then exit the power battery refrigerant flow regulation mode PMW_Enable = 0, and the electromagnetic cut-off valve SOV2 of the power battery branch is always in the conducting state;

[0109] 3. Enter the power battery refrigerant flow regulation mode and do not meet the conditions of step 2. When the maximum temperature of the battery cell 45 °C < BMS_VCU_CellMaxTemp ≤ 47 °C, the electromagnetic cut-off valve SOV2 is closed for 8 seconds and opened for 12 seconds every 20-second cycle; when the maximum temperature of the battery cell BMS_VCU_CellMaxTemp < 43 °C, and the temperature of the air conditioner evaporator 1 AC_VCU_EvaporatorTemp < 8 °C, the electromagnetic cut-off valve SOV2 is closed for 9 seconds and opened for 11 seconds every 20-second cycle;

[0110] 4. Enter the power battery refrigerant flow regulation mode and do not meet the conditions of step 2. When the maximum temperature of the battery cell BMS_VCU_CellMaxTemp < 43 °C, and the temperature of the air conditioner evaporator 1 10 °C < AC_VCU_EvaporatorTemp ≤ 12 °C, the electromagnetic cut-off valve SOV2 is closed for 14 seconds and opened for 6 seconds every 20-second cycle;

[0111] 5. Enter the power battery refrigerant flow regulation mode and do not meet the requirements of step 2. When the maximum temperature of the battery cells BMS_VCU_CellMaxTemp < 43°C and the temperature of the air conditioner evaporator 1 is 12°C < AC_VCU_EvaporatorTemp ≤ 14°C, the electromagnetic cut-off valve SOV2 closes for 16 seconds and opens for 4 seconds every 20-second cycle.

[0112] 6. Enter the power battery refrigerant flow regulation mode and do not meet the requirements of step 2. When the maximum temperature of the battery cells BMS_VCU_CellMaxTemp < 43°C and the temperature of the air conditioner evaporator 1 is 14°C < AC_VCU_EvaporatorTemp, the electromagnetic cut-off valve SOV2 closes for 18 seconds and opens for 2 seconds every 20-second cycle.

[0113] 7. Enter the power battery refrigerant flow regulation mode and do not meet the requirements of step 2. When the maximum temperature of the battery cells is 47°C < BMS_VCU_CellMaxTemp < 50°C, the electromagnetic cut-off valve SOV2 closes for 6 seconds and opens for 14 seconds every 20-second cycle. When the maximum temperature of the battery cells is 43°C ≤ BMS_VCU_CellMaxTemp < 45°C, the electromagnetic cut-off valve SOV2 closes for 8 seconds and opens for 12 seconds every 20-second cycle.

[0114] 8. Enter the power battery refrigerant flow regulation mode and do not meet the requirements of step 2. When the maximum temperature of the battery cells is 50°C ≤ BMS_VCU_CellMaxTemp < 55°C, the electromagnetic cut-off valve SOV2 closes for 4 seconds and opens for 16 seconds every 20-second cycle. When the maximum temperature of the battery cells is 45°C ≤ BMS_VCU_CellMaxTemp < 48°C, the electromagnetic cut-off valve SOV2 closes for 6 seconds and opens for 14 seconds every 20-second cycle.

[0115] 9. Enter the power battery refrigerant flow regulation mode and do not meet the requirements of step 2. When the maximum temperature of the battery cells is 55°C ≤ BMS_VCU_CellMaxTemp, the electromagnetic cut-off valve SOV2 closes for 2 seconds and opens for 18 seconds every 20-second cycle. When the maximum temperature of the battery cells is 48°C ≤ BMS_VCU_CellMaxTemp < 53°C, the electromagnetic cut-off valve SOV2 closes for 4 seconds and opens for 16 seconds every 20-second cycle.

[0116] The integrated refrigeration method provided in this embodiment corresponds to the above integrated refrigeration system, so it has the same beneficial effects as the above integrated refrigeration system. Therefore, for the embodiments of the integrated refrigeration method, please refer to the description of the embodiments of the integrated refrigeration system part, which will not be elaborated here.

[0117] As an optional embodiment, after receiving the user's air conditioner refrigeration demand and the speed requirement of the electric compressor 2, it further includes:

[0118] Get the highest current temperature of each motor controller in the motor controller module, the highest current temperature of each motor in the motor group module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump, and the current temperature of the vehicle's DC power supply module.

[0119] Adjust the first duty cycle setting value of the cooling fan corresponding to the motor controller module according to the current highest temperature value of each motor controller in the motor controller module;

[0120] Adjust the second duty cycle setting value of the cooling fan corresponding to the motor group module according to the current highest temperature value of each motor in the motor group module;

[0121] Adjust the third duty cycle setting of the cooling fan corresponding to the vehicle's power steering pump based on the current temperature of the power steering pump.

[0122] Adjust the fourth duty cycle setting of the cooling fan corresponding to the vehicle's air pump based on the current temperature of the vehicle's air pump.

[0123] Adjust the fifth duty cycle setting of the cooling fan corresponding to the DC power module according to the current temperature of the vehicle's DC power module.

[0124] Adjust the sixth duty cycle setting value of the cooling fan corresponding to the electric compressor 2 based on the speed requirement.

[0125] In this invention, considering that the vehicle interior also includes a motor controller module, a motor assembly module, a steering pump, an air pump, an electric compressor 2, and cooling fans corresponding to each component, and that each component's cooling fan has its own corresponding initial duty cycle setting value, if all the above-mentioned components and their corresponding cooling fans are working during vehicle operation, then regardless of the temperature of each component, the power consumption of its corresponding cooling fan is fixed. Once the temperature of some components is low, that is, the current component does not need the cooling fan to consume too much power, it will inevitably lead to power waste. Therefore, this solution first obtains the current maximum temperature value of each motor controller in the motor controller module, the current maximum temperature value of each motor in the motor assembly module, the current temperature of the vehicle's steering pump, and the current temperature of the vehicle's air pump, and then adjusts the duty cycle setting value of the corresponding cooling fan according to the current temperature of each component, thereby making the temperature of the component correspond to the power consumption of the cooling fan and avoiding the occurrence of power waste.

[0126] As an optional embodiment, after adjusting the sixth duty cycle setting value of the cooling fan corresponding to the electric compressor 2 based on the speed requirement, the method further includes:

[0127] Determine the vehicle's current operating mode;

[0128] Determine whether the current operating mode is hybrid mode or electric mode;

[0129] If the current working mode is hybrid mode, then adjust the values ​​of each setting in the first set of settings to match the highest value in the first set of settings;

[0130] If the current working mode is electric mode, adjust the values ​​of each setting in the second set of settings to match the highest value in the second set of settings;

[0131] The first set of settings includes: a first duty cycle setting, a second duty cycle setting, a third duty cycle setting, a fourth duty cycle setting, and a fifth duty cycle setting. The second set of settings includes: a first duty cycle setting, a second duty cycle setting, a third duty cycle setting, a fourth duty cycle setting, a fifth duty cycle setting, and a sixth duty cycle setting.

[0132] In this invention, considering that the cooling fans corresponding to the motor controller module, motor assembly module, steering pump, air pump, and electric compressor 2 are generally in the form of cooling fan groups, meaning that one cooling fan not only affects the temperature of its corresponding component but also the working efficiency of other cooling fans, and because the vehicle's operating mode requires different numbers of cooling fans, this solution first determines the vehicle's current operating mode, then determines whether the current operating mode is hybrid or electric, and adjusts the actual duty cycle setting value of each cooling fan according to different operating modes. For example, when the vehicle's current operating mode is hybrid, it is necessary to adjust the actual duty cycle setting value of each cooling fan. The maximum duty cycle setting of the cooling fan corresponding to the air pump is used as the unified target duty cycle setting value, and the duty cycle setting values ​​of the other cooling fans are adjusted to the target duty cycle setting value to maintain the coordination and working efficiency of the cooling fan group. Similarly, when the current working mode of the vehicle is electric mode, the maximum duty cycle setting value of the cooling fan corresponding to the motor controller module, motor group module, steering oil pump, air pump, and electric compressor 2 needs to be used as the unified target duty cycle setting value, and the duty cycle setting values ​​of the other cooling fans need to be adjusted to the target duty cycle setting value to maintain the coordination and working efficiency of the cooling fan group, thereby improving the actual working efficiency of the entire cooling fan group.

[0133] It should be noted that (3) the cooling fan control process is roughly as follows:

[0134] 1. When the motor controller temperature MCU_VCU_MCUTemp ≥ 50℃, the power module temperature DCDC_VCU_DCDCTemp ≥ 60℃, the motor temperature MCU_VCU_MotorTemp ≥ 60℃, the steering pump temperature EPS_VCU_EPSTemp ≥ 60℃, the air pump temperature AP_VCU_APTemp ≥ 60℃, the upper-mount motor temperature LMCU_VCU_MotorTemp ≥ 55℃, the upper-mount motor controller temperature LMCU_VCU_MCUTemp ≥ 50℃, or the AC button on the air conditioning panel is pressed (AC_VCU_WorkState = 1), the VCU sends a PWM start signal to the fan: VCU_FanPwmClo = 1. When the motor controller temperature MCU_VCU_MCUTemp ≤ 45℃, the power module temperature DCCDC_VCU_DCDCTemp ≤ 55℃, the motor temperature MCU_VCU_MotorTemp ≤ 55℃, the steering pump temperature EPS_VCU_EPSTemp ≤ 55℃, the air pump temperature AP_VCU_APTemp ≤ 55℃, the superstructure motor temperature LMCU_VCU_MotorTemp ≤ 50℃, the superstructure motor controller temperature LMCU_VCU_MCUTemp ≤ 45℃, and the AC button on the air conditioning panel is not pressed, AC_VCU_WorkState=0, the VCU sends a PWM start signal to the fan, VCU_FanPwmClo=0.

[0135] 2. The PWM duty cycle setting value for controlling the cooling fan corresponding to the speed request sent by the VCU to the air conditioning compressor is as follows:

[0136] When VCU_AirCondition_Speed ​​≥ 0 rpm, 40% > ACSpeed_FanPWM ≥ 3%;

[0137] When VCU_AirCondition_Speed ​​≥ 1500rpm, 45% > ACSpeed_FanPWM ≥ 40%;

[0138] When 4500rpm > VCU_AirCondition_Speed ​​≥ 3000rpm, 60% > ACSpeed_FanPWM ≥ 45%;

[0139] When VCU_AirCondition_Speed ​​≥ 4500 rpm, 70% > ACSpeed_FanPWM ≥ 60%;

[0140] When VCU_AirCondition_Speed ​​≥ 6000rpm, 90% > ACSpeed_FanPWM ≥ 70%;

[0141] When 8000rpm ≥ VCU_AirCondition_Speed ​​≥ 7000rpm, ACSpeed_FanPWM = 90%;

[0142] 3. The maximum values ​​for the steering pump temperature and air pump temperature are used. The PWM duty cycle setting for the cooling fan corresponding to the temperature PDU_VCU_PDUTemp is as follows:

[0143] When 55℃ > PDU_VCU_PDUTemp ≥ 0℃, 30% > PDUTemp_FanPWM ≥ 0%;

[0144] When 60℃≥PDU_VCU_PDUTemp≥50℃, PDUTemp_FanPWM=30%;

[0145] When 65℃ > PDU_VCU_PDUTemp > 60℃, 40% > PDUTemp_FanPWM > 30%.

[0146] When 70℃ > PDU_VCU_PDUTemp ≥ 65℃, 50% > PDUTemp_FanPWM ≥ 40%;

[0147] When 75℃ > PDU_VCU_PDUTemp ≥ 70℃, 100% > PDUTemp_FanPWM ≥ 50%;

[0148] When 140℃≥PDU_VCU_PDUTemp≥75℃, PDUTemp_FanPWM=100%;

[0149] 4. The PWM duty cycle setting value for controlling the cooling fan corresponding to the motor controller temperature LMCU_VCU_MCUTemp is as follows:

[0150] When LMCU_VCU_MCUTemp ≥ 0℃ at 45℃, 30% > LMCUTemp_FanPWM ≥ 0%;

[0151] When 50℃≥LMCU_VCU_MCUTemp≥45℃, LMCUTemp_FanPWM=30%;

[0152] When LMCU_VCU_MCUTemp > 50℃, 50% > LMCUTemp_FanPWM > 30%;

[0153] When LMCU_VCU_MCUTemp ≥ 55℃, 100% > LMCUTemp_FanPWM ≥ 50%;

[0154] When 120℃≥LMCU_VCU_MCUTemp≥65℃, LMCUTemp_FanPWM=100%;

[0155] 5. The PWM duty cycle setting value for controlling the cooling fan corresponding to the upper motor temperature LMCU_VCU_MotorTemp is as follows:

[0156] When 50℃ > LMCU_VCU_MotorTemp ≥ 0℃, 30% > LMCUTemp_FanPWM ≥ 0%;

[0157] When 55℃≥LMCU_VCU_MotorTemp≥50℃, LMCUTemp_FanPWM=30%;

[0158] When 60℃>LMCU_VCU_MotorTemp>55℃, 45%>LMCUTemp_FanPWM>30%;

[0159] When LMCU_VCU_MotorTemp ≥ 60℃, 60% > LMCUTemp_FanPWM ≥ 45%;

[0160] When LMCU_VCU_MotorTemp ≥ 65℃, 75% > LMCUTemp_FanPWM ≥ 60%;

[0161] When LMCU_VCU_MotorTemp ≥ 70℃, 90% > LMCUTemp_FanPWM ≥ 75%;

[0162] When LMCU_VCU_MotorTemp is greater than or equal to 75℃, 100% > LMCUTemp_FanPWM ≥ 90%;

[0163] When 140℃≥LMCU_VCU_MotorTemp≥80℃, LMCUTemp_FanPWM=100%;

[0164] 6. The PWM duty cycle setting values ​​for controlling the cooling fan corresponding to the DC24V power supply module temperature DCDC_VCU_DCDCTemp are as follows:

[0165] When 55℃ > DCDC_VCU_DCDCTemp ≥ 0℃, 30% > DCDCTemp_FanPWM ≥ 0%;

[0166] When 60℃≥DCDC_VCU_DCDCTemp≥55℃, DCDCTemp_FanPWM=30%;

[0167] 65℃>DCDC_VCU_DCDCTemp>60℃, 40%>DCDCTemp_FanPWM>30%;

[0168] When 70℃ > DCDC_VCU_DCDCTemp ≥ 65℃, 50% > DCDCTemp_FanPWM ≥ 40%;

[0169] When 75℃ > DCDC_VCU_DCDCTemp ≥ 70℃, 100% > DCDCTemp_FanPWM ≥ 50%;

[0170] When 140℃≥DCDC_VCU_DCDCTemp≥75℃, DCDCTemp_FanPWM=100%;

[0171] 7. The maximum value (G) of the four temperature values ​​(MCU_VCU_MCUTemp) for motor controller 1, MCU2_VCU_MCUTemp for motor controller 2, GMCU1_VCU_GMCUTemp for generator controller 1, and GMCU2_VCU_GMCUTemp for generator controller 2 is taken. The corresponding PWM duty cycle setting value MCUTemp_FanPWM for controlling the cooling fan is as follows:

[0172] When 45℃>(G)MCU_VCU_MCUTempMax≥0℃, 30%>(G)MCUTemp_FanPWM≥0%;

[0173] When 50℃≥(G)MCU_VCU_MCUTempMax≥45℃, (G)MCUTemp_FanPWM=30%;

[0174] When 55℃>(G)MCU_VCU_MCUTempMax>50℃, 55%>(G)MCUTemp_FanPWM>30%;

[0175] When 60℃>(G)MCU_VCU_MCUTempMax≥55℃, 80%>(G)MCUTemp_FanPWM≥55%;

[0176] 65℃>(G)MCU_VCU_MCUTempMax≥60℃, 100%>(G)MCUTemp_FanPWM≥80%;

[0177] When 140℃≥(G)MCU_VCU_MCUTempMax≥65℃, (G)MCUTemp_FanPWM=100%;

[0178] 8. The maximum value (G) of the four temperature values ​​(MCU_VCU_MotorTemp, MCU2_VCU_MotorTemp, GMCU1_VCU_GMotorTemp, GMCU2_VCU_GMotorTemp) is taken from the temperature of Motor 1, Motor 2, Generator 1, and Generator 2. The corresponding PWM duty cycle setting value for controlling the cooling fan, MotorTemp_FanPWM, is as follows:

[0179] When 55℃>(G)MCU_VCU_MotorTempMax≥0℃, 30%>(G)MotorTemp_FanPWM≥0%;

[0180] When 60℃≥(G)MCU_VCU_MotorTempMax≥55℃, (G)MotorTemp_FanPWM=30%;

[0181] 70℃>(G)MCU_VCU_MotorTempMax>60℃, 60%>(G)MotorTemp_FanPWM>30%;

[0182] When 75℃ > (G)MCU_VCU_MotorTempMax ≥ 70℃, 75% > (G)MotorTemp_FanPWM ≥ 60%;

[0183] When 80℃ > (G)MCU_VCU_MotorTempMax ≥ 75℃, 90% > (G)MotorTemp_FanPWM ≥ 75%;

[0184] When 90℃ > (G)MCU_VCU_MotorTempMax ≥ 80℃, 100% > (G)MotorTemp_FanPWM ≥ 90%;

[0185] When 140℃≥(G)MCU_VCU_MotorTempMax≥90℃, (G)MotorTemp_FanPWM=100%;

[0186] 9. When the storage battery voltage StorageBatteryVolt ≥ DC24V, the VCU sends an allow - work signal VCU_ATSAllowWork = 1. When the storage battery voltage StorageBatteryVolt < DC23V, the VCU sends an allow - work signal VCU_ATSAllowWork = 0;

[0187] 10. When the key switch is in the ON position (KeyON = 1), or the vehicle is in the charging state and the charging wake - up signal FastChargeWakeupSignal = 1, the VCU sends an enable signal VCU_ATS_Enable = 1; when the key switch is not in the ON position (KeyON = 0), and the vehicle is in the non - charging state and the charging wake - up signal FastChargeWakeupSignal = 0, the VCU sends an enable signal VCU_ATS_Enable = 0;

[0188] 11. If VCU_ATSAllowWork = 0 in step 9 or VCU_ATS_Enable = 0 in step 10, regardless of how the temperature changes in steps 1 - 8, the PWM of the four fans is 0;

[0189] If VCU_ATSAllowWork = 1 in step 9 and VCU_ATS_Enable = 1 in step 10, but VCU_FanPwmClo = 0 in step 1, the PWM of the four fans is also 0;

[0190] 13. If VCU_ATSAllowWork = 1 in step 9 and VCU_ATS_Enable = 1 in step 10, and at the same time VCU_FanPwmClo = 1 in step 1, and at this time if it is determined that the vehicle's working mode is hybrid (methanol, diesel - range - extender vehicle) according to the state of the vehicle's rocker switch, after taking the maximum value of the PWM duty ratio for controlling the cooling fans output in each of steps 3 - 8, it is output to control the speed of the four fans;

[0191] 14. If VCU_ATSAllowWork = 1 in step 9 and VCU_ATS_Enable = 1 in step 10, and at the same time VCU_FanPwmClo = 1 in step 1, and at this time if it is determined that the vehicle's working mode is pure - electric according to the state of the vehicle's rocker switch, after taking the maximum value of the PWM duty ratio for controlling the cooling fans output in each of steps 3 - 8, together with the PWM duty ratio for controlling the cooling fans output in step 2, take the maximum value again, and then output to control the speed of the four fans.

[0192] As an optional embodiment, after obtaining the current state of the vehicle's key switch and the current temperature of the evaporator 1, the method further includes:

[0193] Get the current temperature of the motor controller module, the current temperature of the motor assembly module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power module, the vehicle's current speed, the current current value of the power steering pump, and the current current value of the vehicle's air pump.

[0194] The target duty cycle of the electric water pump in the electric drive circuit is determined based on the current state of the key switch, the current temperature of the motor controller module, the current temperature of the motor module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power module, the vehicle's current speed, the current current value of the power steering pump, and the current current value of the vehicle's air pump.

[0195] Adjust the current duty cycle of the electric water pump in the control circuit to the target duty cycle of the electric water pump in the control circuit.

[0196] In this invention, after obtaining the current state of the vehicle's key switch and the current temperature of the evaporator 1, considering that the duty cycle of the electric water pump in the electric drive circuit is related to the temperature and current of each module, it is necessary to adjust the duty cycle of the electric water pump in the electric drive circuit according to the above conditions. That is, the current temperature of the motor controller module, the current temperature of the motor assembly module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power supply module, the current vehicle speed, the current current value of the power steering pump, and the current current value of the vehicle's air pump are obtained. Based on the current state of the key switch, the current temperature of the motor controller module, the current temperature of the motor assembly module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power supply module, the current vehicle speed, the current current value of the power steering pump, and the current current value of the vehicle's air pump, the target duty cycle of the electric water pump in the electric drive circuit is determined. Finally, the current duty cycle of the electric water pump in the electric drive circuit is adjusted to the target duty cycle of the electric water pump in the electric drive circuit.

[0197] It should be noted that (4) the control process of the electric drive circuit cooling water pump is roughly as follows:

[0198] 1. In the initial state, the PWM value sent by the VCU to the water pump is VCU_WaterPumpPWM=0%. When the key switch is in the ON position (Key_ON=1), the following conditions must be met: motor temperature 45℃ > MCU_VCU_MotorTemp ≥ 40℃, motor controller temperature 40℃ > MCU_VCU_MCUTemp ≥ 35℃, upper-mount motor temperature 45℃ > MCU_VCU_SZMotorTemp ≥ 40℃, or upper-mount motor controller temperature 40℃ > MCU_VCU_SZMCUTemp ≥ 35℃, or DC2 When the 4V DC power supply module temperature is 40℃ > DCDC_VCU_DCDCTemp ≥ 35℃, or the maximum temperature of the power steering pump and air pump controller is 40℃ > EPS_VCU_EPSTemp ≥ 35℃, or when the S key is pressed (switching to sport mode) and SCU_VCU_SKeyState=1, or when the vehicle speed is VehSpeed ​​≥ 5km / h, or when the actual current value of the air pump is AP_VCU_ActCurr ≥ 1A, or when the actual current value of the power steering pump is EPS_VCU_ActCurr ≥ 1A, the VCU sends PWM to the water pump. Value VCU_WaterPumpPWM=55%; After the key switch is in the non-ON position (Key_ON=0) for 5 seconds, or if the following conditions are met: motor temperature MCU_VCU_MotorTemp < 35℃ and motor controller temperature MCU_VCU_MCUTemp < 30℃ and upper-mount motor temperature MCU_VCU_SZMotorTemp < 35℃ and upper-mount motor controller temperature MCU_VCU_SZMCUTemp < 30℃ and DC24V power supply module temperature DCDC_VCU_ When DCCDCTemp < 30℃, the maximum temperature of the power steering pump and air pump controllers EPS_VCU_EPSTemp < 30℃, the S key is not pressed (sport mode is not switched), SCU_VCU_SKeyState = 0, the vehicle speed VehSpeed ​​≤ 2km / h, the actual current value of the air pump AP_VCU_ActCurr < 0.5A, and the actual current value of the power steering pump EPS_VCU_ActCurr < 0.5A, the PWM value VCU_WaterPumpPWM sent by the VCU to the water pump is 0%.

[0199] 2. When the motor temperature is 50℃ > MCU_VCU_MotorTemp ≥ 45℃, or the motor controller temperature is 45℃ > MCU_VCU_MCUTemp ≥ 40℃, or the upper-mount motor temperature is 50℃ > MCU_VCU_SZMotorTemp ≥ 45℃, or the upper-mount motor controller temperature is 45℃ > MCU_VCU_SZMCUTemp ≥ 40℃, or the DC24V power supply module temperature is 45℃ > DCDC_VCU_DCDCTemp ≥ 40℃, or the maximum temperature of the steering oil pump / air pump controller is 45℃ > EPS_VCU_EPSTemp ≥ 40℃, the PWM value VCU_WaterPumpPWM sent to the water pump is 75%. When the motor temperature is 35℃≤MCU_VCU_MotorTemp<40℃, the motor controller temperature is 30℃≤MCU_VCU_MCUTemp<35℃, the upper motor temperature is 35℃≤MCU_VCU_SZMotorTemp<40℃, the upper motor controller temperature is 30℃≤MCU_VCU_SZMCUTemp<35℃, the DC24V power supply module temperature is 30℃≤DCDC_VCU_DCDCTemp<35℃, and the maximum temperature of the steering oil pump and air pump controller is 30℃≤EPS_VCU_EPSTemp<35℃, the PWM value VCU_WaterPumpPWM sent by the VCU to the water pump is 55%.

[0200] 3. When the motor temperature MCU_VCU_MotorTemp ≥ 50℃, or the motor controller temperature MCU_VCU_MCUTemp ≥ 45℃, or the upper-mount motor temperature MCU_VCU_SZMotorTemp ≥ 50℃, or the upper-mount motor controller temperature MCU_VCU_SZMCUTemp ≥ 45℃, or the DC24V power supply module temperature DCDC_VCU_DCDCTemp ≥ 45℃, or the maximum value of the steering oil pump / air pump controller temperature EPS_VCU_EPSTemp ≥ 45℃, the PWM value VCU_WaterPumpPWM sent by the VCU to the water pump is 100%; when the motor temperature ≤ M CU_VCU_MotorTemp < 45℃ and motor controller temperature 35℃ ≤ MCU_VCU_MCUTemp < 40℃ and upper motor temperature 40℃ ≤ MCU_VCU_SZMotorTemp < 45℃ and upper motor controller temperature 35℃ ≤ MCU_VCU_SZMCUTemp < 40℃ and DC24V power supply module temperature 35℃ ≤ DCDC_VCU_DCDCTemp < 40℃ and steering oil pump and air pump controller maximum temperature 35℃ ≤ EPS_VCU_EPSTemp < 40℃, VCU sends PWM value to water pump VCU_WaterPumpPWM = 75%.

[0201] As an optional embodiment, it also includes:

[0202] Determine the vehicle's current operating mode;

[0203] Obtain the current operating mode of the battery circuit electronic water pump 9;

[0204] The target duty cycle of the battery circuit electronic water pump 9 is determined based on the current operating mode of the vehicle and the current operating mode of the battery circuit electronic water pump 9.

[0205] The current duty cycle of the control battery circuit electronic water pump 9 is adjusted to the target duty cycle of the control battery circuit electronic water pump 9.

[0206] In this invention, considering that the vehicle's operating mode and the battery circuit electronic water pump 9's operating mode affect the duty cycle of the battery circuit electronic water pump 9, this solution first determines the vehicle's current operating mode and the battery circuit electronic water pump 9's current operating mode, then determines the target duty cycle of the battery circuit electronic water pump 9 based on the vehicle's current operating mode and the battery circuit electronic water pump 9's current operating mode, and finally controls the battery circuit electronic water pump 9's current duty cycle to be adjusted to the target duty cycle of the battery circuit electronic water pump 9, making the actual control of the battery circuit electronic water pump 9 more accurate and improving the accuracy and reliability of the solution.

[0207] It should be noted that (5) the battery circuit cooling water pump control process is roughly as follows: In the initial state, the PWM value VCU_BMSWaterPumpPWM sent by the VCU to the BMS water pump is 0%. When the S key is pressed (vehicle mode is switched to sport mode) SCU_VCU_SKeyState=1, or the mode request sent by the BMS to the TMS is cooling mode BMS_TMS_ReqMode=1, or the mode request sent by the BMS to the TMS is self-circulation mode BMS_TMS_ReqMode=3, the PWM value VCU_BMS_WaterPumpPWM sent by the VCU to the BMS water pump is 0%. WaterPumpPWM=100%; When the S key is not pressed (vehicle mode is not switched to sport mode), SCU_VCU_SKeyState≠1 and the mode request sent by BMS to TMS is non-cooling mode BMS_TMS_ReqMode≠1 and the mode request sent by BMS to TMS is non-self-circulation mode BMS_TMS_ReqMode≠3, the PWM (Pulse-Width Modulation) value sent by VCU to BMS for the water pump is VCU_BMSWaterPumpPWM=0%.

[0208] As an optional embodiment, after controlling the opening or closing of the cab refrigerant shut-off valve 4 according to the current state and the current temperature of the evaporator 1, the method further includes:

[0209] If the refrigerant shut-off valve 4 in the cab is open, then obtain the current required speed of the electric compressor 2 and the current inlet water temperature of the battery module 10.

[0210] Determine the target speed of electric compressor 2 based on the current required speed and the current inlet water temperature;

[0211] Adjust the current speed of the electric compressor 2 to the target speed of the electric compressor 2.

[0212] In this invention, after controlling the opening or closing of the refrigerant shut-off valve 4 in the cab according to the current state and the current temperature of the evaporator 1, considering that the speed of the electric compressor 2 is related to the current inlet water temperature of the battery module 10, the speed of the electric compressor 2 must be adjusted under appropriate conditions. Therefore, in this solution, when the refrigerant shut-off valve 4 in the cab is open, the current required speed of the electric compressor 2 and the current inlet water temperature of the battery module 10 are obtained. The target speed of the electric compressor 2 is determined according to the current required speed and the current inlet water temperature. Finally, the current speed of the electric compressor 2 is adjusted to the target speed of the electric compressor 2. This solution controls the speed of the electric compressor 2 reasonably according to actual needs, avoiding the waste of the power of the electric compressor 2.

[0213] It should be noted that (6) the air conditioner compressor speed control process is roughly as follows:

[0214] 1. When the AC button of the air conditioner is pressed and AirConditionSwitch=1, and the mode request sent by BMS to TMS is non-cooling mode BMS_TMS_ReqMode≠1, the compressor speed request sent by VCU to the air conditioner is VCU_AirCondition_Speed=the required speed of the air conditioner panel ACPanel_VCU_AirConditionSpeed.

[0215] 2. When the AC button on the air conditioner is pressed and AirConditionSwitch=1, and the mode request sent by the BMS to the TMS is cooling mode BMS_TMS_ReqMode=1, the compressor speed request sent by the VCU to the air conditioner is VCU_AirCondition_Speed=Air conditioner panel required speed ACPanel_VCU_AirConditionSpeed×0.3+(actual battery inlet water temperature-15℃)×(5000-1000) / (25℃-15℃), and the compressor speed request VCU_AirCondition_Speed≤8000rpm.

[0216] It should be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0217] 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. An integrated refrigeration system, characterized in that, include: Evaporator, electric compressor, condenser assembly, cab refrigerant shut-off valve, air conditioning thermal expansion valve, battery pack refrigerant shut-off valve, battery thermal expansion valve, battery cooler, battery circuit electronic water pump, battery pack module, wherein the battery pack module includes several battery packs; The evaporator is used to convert the first low-temperature, low-pressure liquid refrigerant into a first low-temperature, low-pressure gaseous refrigerant and transfer it to the electric compressor when the electric compressor is turned on, so that the electric compressor converts the first low-temperature, low-pressure gaseous refrigerant into a high-temperature, high-pressure gaseous refrigerant. The condenser assembly is used to convert the high-temperature, high-pressure gaseous refrigerant into a high-temperature, high-pressure liquid refrigerant and transmit it to the refrigerant shut-off valve in the cab and the refrigerant shut-off valve in the battery pack. The air conditioning thermal expansion valve is used to convert the high-temperature, high-pressure liquid refrigerant into a second low-temperature, low-pressure liquid refrigerant when the refrigerant shut-off valve in the cab is opened, and to transfer the second low-temperature, low-pressure liquid refrigerant to the evaporator. The battery thermal expansion valve is used to convert the high-temperature, high-pressure liquid refrigerant into a third low-temperature, low-pressure liquid refrigerant when the battery pack refrigerant shut-off valve is opened, and to transfer the third low-temperature, low-pressure liquid refrigerant to the battery cooler. The battery cooler is used to absorb the heat of the battery pack cooling circulating water, and to transfer the second low-temperature low-pressure gaseous refrigerant converted from the third low-temperature low-pressure liquid refrigerant to the electric compressor. It also pumps the cooled battery pack cooling circulating water into the vehicle's battery module through the battery circuit electronic water pump and receives the battery pack cooling circulating water after absorbing heat. The vehicle's VCU is used to acquire the current highest temperature values ​​of each motor controller in the motor controller module, the current highest temperature values ​​of each motor in the motor assembly module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump, and the current temperature of the vehicle's DC power supply module; adjust the first duty cycle setting value of the cooling fan corresponding to the motor controller module based on the current highest temperature values ​​of each motor in the motor controller module; adjust the second duty cycle setting value of the cooling fan corresponding to the motor assembly module based on the current highest temperature values ​​of each motor in the motor assembly module; adjust the third duty cycle setting value of the cooling fan corresponding to the vehicle's power steering pump based on the current temperature of the vehicle's power steering pump; adjust the fourth duty cycle setting value of the cooling fan corresponding to the vehicle's air pump based on the current temperature of the vehicle's air pump; adjust the fifth duty cycle setting value of the cooling fan corresponding to the vehicle's DC power supply module based on the current temperature of the vehicle's DC power supply module; and adjust the sixth duty cycle setting value of the cooling fan corresponding to the electric compressor based on the speed requirements.

2. The integrated refrigeration system as described in claim 1, characterized in that, Also includes: First three-state switch, second three-state switch, electric compressor controller; The first three-state switch is used to collect the first refrigerant pressure value at the inlet of the refrigerant shut-off valve in the cab; The second three-state switch is used to collect the second refrigerant pressure value at the inlet of the refrigerant shut-off valve of the battery pack; The electric compressor controller is used to control the electric compressor to shut down when the first refrigerant pressure value is not within the first preset pressure range, and to control the electric compressor to shut down when the second refrigerant pressure value is not within the second preset pressure range.

3. The integrated refrigeration system as described in claim 1, characterized in that, Also includes: The liquid receiver dryer is used to dry and filter the high-temperature and high-pressure liquid refrigerant sequentially after receiving it from the condenser assembly, and then transmit the dried and filtered high-temperature and high-pressure liquid refrigerant to the refrigerant shut-off valve in the cab and the refrigerant shut-off valve in the battery pack.

4. The integrated refrigeration system as described in claim 1, characterized in that, Also includes: Electric drive circuit electronic water pump, gearbox water tank, motor controller water tank corresponding to several motor controllers, motor water tank corresponding to several motors, and high-voltage auxiliary drive integrated controller water tank corresponding to the high-voltage auxiliary drive integrated controller module. The electric drive circuit electronic water pump is used to sequentially pump electric drive cooling circulating water into each of the motor controller water tanks, the gearbox water tank, each of the motor water tanks, and the high-voltage auxiliary drive integrated controller water tank.

5. The integrated refrigeration system as described in claim 4, characterized in that, Also includes: The low-temperature heat dissipation module is used to cool the electric drive cooling circulating water flowing out from the water tanks of each of the motor controllers, the water tank of the gearbox, the water tanks of each of the motors, and the water tank of the high-voltage auxiliary drive integrated controller, and to transfer the cooled electric drive cooling circulating water to the electric drive circuit electronic water pump.

6. An integrated refrigeration method, characterized in that, Applied to the integrated refrigeration system as described in any one of claims 1 to 5, the method comprises: Obtain the current status of the vehicle's key switch and the current temperature of the evaporator; Determine whether the user's air conditioning cooling request and the electric compressor speed requirement have been received; If the user's air conditioning cooling demand and the electric compressor's speed requirement are received, the refrigerant shut-off valve in the cab will be opened or closed according to the current state and the current temperature of the evaporator. Obtain the highest cell temperature value of each battery pack in the battery pack module; Determine whether the user's battery cooling request has been received; If the user's battery cooling request is received, the refrigerant shut-off valve of the battery pack is opened or closed according to the current state, the current temperature of the evaporator, and the highest temperature of the battery cell.

7. The integrated refrigeration method as described in claim 6, characterized in that, Also includes: Determine the current operating mode of the vehicle; Determine whether the current operating mode is hybrid mode or electric mode; If the current working mode is hybrid mode, then the values ​​of each setting value in the first set of settings will be adjusted to match the highest value in the first set of settings. If the current working mode is electric mode, then adjust the values ​​of each setting in the second set of settings to match the highest value in the second set of settings; The first set of settings includes: a first duty cycle setting value for the cooling fan corresponding to the motor controller module, a second duty cycle setting value for the cooling fan corresponding to the motor assembly module, a third duty cycle setting value for the cooling fan corresponding to the vehicle's power steering pump, a fourth duty cycle setting value for the cooling fan corresponding to the vehicle's air pump, and a fifth duty cycle setting value for the cooling fan corresponding to the DC power supply module. The second set of settings includes: the first duty cycle setting value, the second duty cycle setting value, the third duty cycle setting value, the fourth duty cycle setting value, the fifth duty cycle setting value, and a sixth duty cycle setting value for the cooling fan corresponding to the electric compressor.

8. The integrated refrigeration method as described in claim 6, characterized in that, After obtaining the current state of the vehicle's key switch and the current temperature of the evaporator, the method further includes: The current temperature of the motor controller module, the current temperature of the motor assembly module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power supply module, the current speed of the vehicle, the current current value of the power steering pump, and the current current value of the vehicle's air pump are obtained. The target duty cycle of the electric water pump in the electric drive circuit is determined based on the current state of the key switch, the current temperature of the motor controller module, the current temperature of the motor module, the current temperature of the vehicle's power steering pump, the current temperature of the vehicle's air pump controller, the current temperature of the vehicle's DC power module, the current speed of the vehicle, the current current value of the power steering pump, and the current current value of the vehicle's air pump. The current duty cycle of the electric water pump in the electric drive circuit is adjusted to the target duty cycle of the electric water pump in the electric drive circuit.

9. The integrated refrigeration method as described in claim 6, characterized in that, Also includes: Determine the current operating mode of the vehicle; Obtain the current operating mode of the battery circuit electronic water pump; The target duty cycle of the battery circuit electronic water pump is determined based on the current operating mode of the vehicle and the current operating mode of the battery circuit electronic water pump. The current duty cycle of the battery circuit electronic water pump is adjusted to the target duty cycle of the battery circuit electronic water pump.

10. The integrated refrigeration method as described in claim 6, characterized in that, After controlling the opening or closing of the cab refrigerant shut-off valve according to the current state and the current temperature of the evaporator, the method further includes: If the refrigerant shut-off valve in the cab is open, then obtain the current required speed of the electric compressor and the current inlet water temperature of the battery module; The target speed of the electric compressor is determined based on the current required speed and the current inlet water temperature. The current speed of the electric compressor is adjusted to the target speed of the electric compressor.

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