Integrated thermal management system

Abstract

The invention provides an integrated thermal management system which comprises a refrigerant loop and a cooling liquid loop, and the cooling liquid loop comprises a hot water module, a cold water module, a battery temperature control module and an electric drive and power part cooling module. The refrigerant loop comprises a compressor, an LCC condenser and a CHILLER evaporator; the cold water module is connected with the battery temperature control module through a pipeline; the hot water module is connected with the battery temperature control module through a pipeline; the electric drive and power part cooling module is connected with the cold water module through a pipeline, and meanwhile the electric drive and power part cooling module is connected with the hot water module through a pipeline. The hot water module exchanges heat with the refrigerant loop through the LCC condenser, and the cold water module exchanges heat with the refrigerant loop through the CHILLER evaporator. The requirements of the vehicle under different working conditions are met through a communicated three-section structure among the hot water module, the cold water module, the battery temperature control module and the electric drive and power part module and heat exchange with the refrigerant loop, the cost investment is reduced, and the overall integration degree is improved.

Description

Technical Field

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

[0002] In the prior art, new energy vehicles are mainly divided into pure electric vehicles and hybrid electric vehicles. Due to the low energy density of lithium batteries used in new energy vehicles, the vehicle range is short compared to traditional internal combustion vehicles. Traditional integrated thermal management systems cannot efficiently recover and utilize the waste heat generated by the vehicle, and the energy utilization rate is not high. In addition, traditional integrated thermal management systems have fewer working modes and can only cover limited working conditions, and cannot take into account both the environmental comfort of the passenger compartment and the efficient use of energy. The heat pump air conditioning system assembly of the traditional vehicle thermal management system generally has separately arranged evaporators and condensers, which are more expensive and occupy a larger layout space.

[0003] Therefore, it is necessary to provide an integrated thermal management system to overcome the above-mentioned defects. Summary of the invention

[0004] An object of the present invention is to provide an integrated thermal management system.

[0005] According to one aspect of the present invention, an integrated thermal management system is provided, comprising a refrigerant circuit and a coolant circuit, wherein the coolant circuit comprises a hot water module, a cold water module, a battery temperature control module, and an electric drive and power component cooling module;

[0006] The refrigerant circuit includes a compressor, an LCC condenser and a CHILLER evaporator;

[0007] The cold water module is connected to the battery temperature control module through a pipeline;

[0008] The hot water module is connected to the battery temperature control module through a pipeline;

[0009] The electric drive and power component cooling module is connected to the cold water module through a pipeline, and at the same time, the electric drive and power component cooling module is connected to the hot water module through a pipeline;

[0010] The hot water module exchanges heat with the refrigerant circuit through the LCC condenser, and the cold water module exchanges heat with the refrigerant circuit through the CHILLER evaporator.

[0011] Preferably, the cold water module includes a first multi-way valve, the first multi-way valve is connected to the electric drive and power component cooling module, and the first multi-way valve is connected to the battery temperature control module.

[0012] Preferably, the hot water module includes a second multi-way valve, the second multi-way valve is connected to the electric drive and power component cooling module, and the second multi-way valve is connected to the battery temperature control module.

[0013] Preferably, the battery temperature control module comprises a third multi-way valve, the third multi-way valve is communicated with the cold water module, and the third multi-way valve is communicated with the hot water module.

[0014] Preferably, the cold water module also includes a cold water pump and a cold air core. The valve port A of the first multi-way valve is connected to the valve port R of the third multi-way valve after passing through the cold water pump and the CHILLER evaporator in sequence. The valve port B of the first multi-way valve is connected to the CHILLER evaporator through the cold air core. The valve port C of the first multi-way valve is connected to the CHILLER evaporator through a pipeline.

[0015] Preferably, the hot water module also includes a hot water pump and a warm air core, the valve port H of the second multi-way valve is connected to the valve port S of the third multi-way valve after passing through the hot water pump and the LCC condenser in sequence, and the valve port J of the second multi-way valve is connected to the LCC condenser through the cold air core.

[0016] Preferably, the battery temperature control module also includes a battery water pump, a battery pack and a one-way valve. The valve port Q of the third multi-way valve is connected to the battery water pump and then connected to the valve port M of the second multi-way valve and the valve port E of the first multi-way valve through the battery pack. At the same time, the battery pack is connected to the battery water pump through the one-way valve.

[0017] Preferably, the electric drive and power component cooling module includes an outdoor heat exchanger, an outdoor fan, an electric drive and a power component. The valve port F of the first multi-way valve and the valve port P of the second multi-way valve are both connected to the outdoor heat exchanger. The outdoor heat exchanger is respectively connected to the valve port N of the second multi-way valve and the electric drive and power component. The electric drive and the power component are respectively connected to the valve port G of the first multi-way valve and the valve port K of the second multi-way valve.

[0018] Preferably, the refrigerant circuit also includes a first PT sensor, a second PT sensor, a third PT sensor, an expansion valve, a liquid storage dryer and a bypass valve. The compressor, the first PT sensor, the LCC condenser, the second PT sensor, the expansion valve, the CHILLER evaporator and the third PT sensor are connected in series in sequence to form a closed loop, and the bypass valve is connected in parallel between the outlet end of the first PT sensor and the inlet end of the three PT sensors.

[0019] Preferably, the cold water module further comprises a cold water tank, a liquid inlet of the cold water tank is connected to a pipeline connecting the CHILLER evaporator and the third multi-way valve, and a liquid outlet of the cold water tank is connected to a battery water pump.

[0020] Preferably, the hot water module comprises a hot water tank, a liquid inlet of the hot water tank is connected to a pipeline connecting the outdoor heat exchanger with the electric drive and the power components, and a liquid outlet of the hot water tank is connected to a hot water pump.

[0021] Preferably, the cold water module further comprises a first water temperature sensor arranged between the CHILLER evaporator and the third multi-way valve, and the CHILLER evaporator is respectively connected with the valve port R of the third multi-way valve, the cold air core, the valve port C of the first multi-way valve and the cold water tank through the first water temperature sensor;

[0022] The hot water module includes a second water temperature sensor disposed between the LCC condenser and the third multi-way valve, and the LCC condenser is respectively connected to the valve port S of the third multi-way valve and the hot air core after passing through the second water temperature sensor;

[0023] The battery temperature control module includes a third water temperature sensor disposed between the battery water pump and the battery pack;

[0024] The electric drive and power component cooling module includes a fourth water temperature sensor arranged between the outdoor heat exchanger and the battery and power component. The outdoor heat exchanger is connected to the hot water tank, the valve port N of the second multi-way valve, and the electric drive and power component respectively after passing through the fourth water temperature sensor.

[0025] Compared with the prior art, the integrated thermal management system provided by the present invention has the following beneficial effects:

[0026] Due to the adoption of the above technical scheme, the present invention has the advantages of simple structure, ingenious design and low cost. The needs of the vehicle under different working conditions are met through the three-stage structure of the hot water module, the cold water module, the battery temperature control module and the electric drive and power component module, and the heat exchange between the hot water module, the cold water module, the battery temperature control module and the electric drive and power component module, and the heat exchange with the refrigerant circuit; the refrigerant circuit adopts LCC condenser and CHILLER evaporator to exchange heat with each module, which reduces the manufacturing cost of the whole system, reduces the layout space, and makes the whole thermal management system more integrated; each module is connected by a multi-way valve, which can provide the required cooling and heat for the passenger compartment to meet the comfort requirements, and at the same time realizes the coupling between the refrigerant circuit, the electric drive and power component cooling module and the battery temperature control module, so that under different ambient temperatures and driving conditions, the cooling, heating, temperature equalization or insulation functions of each module are met, reducing the cost investment and improving the overall integration. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments:

[0028] Figure 1 It is a schematic diagram of mode 1 of the present invention;

[0029] Figure 2 It is a schematic diagram of mode 1 of the present invention;

[0030] Figure 3 It is a schematic diagram of the second mode of the present invention;

[0031] Figure 4 It is a schematic diagram of mode 3 of the present invention;

[0032] Figure 5 It is a schematic diagram of mode 4 of the present invention;

[0033] Figure 6 It is a schematic diagram of mode 5 of the present invention;

[0034] Figure 7 It is a schematic diagram of mode 6 of the present invention;

[0035] Figure 8 It is a schematic diagram of mode 7 of the present invention;

[0036] Fig. 9 It is a schematic diagram of mode 8 of the present invention;

[0037] Fig.10 It is a schematic diagram of mode nine of the present invention;

[0038] Fig.11 It is a schematic diagram of mode 10 of the present invention;

[0039] Fig.12 It is a schematic diagram of the eleventh mode of the present invention;

[0040] Fig.13 A schematic diagram of a twelve-mode of the present invention;

[0041] Fig.14 A schematic diagram of mode thirteen of the present invention;

[0042] Fig.15 A schematic diagram of a fourteenth mode of the present invention;

[0043] Fig.16 Schematic diagrams of Mode 15 and Mode 16 of the present invention;

[0044] Fig.17 A schematic diagram of mode 17 of the present invention;

[0045] Fig.18 A schematic diagram of the eighteenth mode of the present invention;

[0046] Fig.19 This is a schematic diagram of Mode 19 of the present invention.

[0047] Among them, a. refrigerant circuit, a1. compressor, a2. LCC condenser, a3. CHILLER evaporator, a4. first PT sensor, a5. second PT sensor, a6. third PT sensor, a7. expansion valve, a8. liquid storage dryer, a9. bypass valve, b. coolant circuit, b1. cold water module, b11. first multi-way valve, b12. cold water pump, b13. cold air core, b14. first water temperature sensor, b15. cold water tank, b2. Hot water module, b21. Second multi-way valve, b22. Hot water pump, b23. Warm air core, b24. Second water temperature sensor, b25. Hot water tank, b3. Battery temperature control module, b31. Third multi-way valve, b32. Battery water pump, b33. Battery pack, b34. Third water temperature sensor, b35. Check valve, b4. Electric drive and power component cooling module, b41. Outdoor heat exchanger, b42. Outdoor fan, b43. Electric drive and power component, b44. Fourth water temperature sensor. DETAILED DESCRIPTION

[0048] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0049] In order to simplify the drawings, only the parts related to the present invention are schematically shown in each figure, and they do not represent the actual structure of the product. In addition, in order to simplify the drawings and facilitate understanding, in some figures, only one of the parts with the same structure or function is schematically drawn or marked. In this article, "one" not only means "only one", but also means "more than one".

[0050] It should be further understood that the term “and / or” used in the specification and appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0051] In this document, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0052] In addition, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0053] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings and other implementation methods can be obtained based on these drawings without creative work.

[0054] See also Figure 1 This embodiment discloses an integrated thermal management system, including a refrigerant circuit a and a coolant circuit b. The refrigerant circuit a includes a compressor a1, an LCC condenser a2 and a CHILLER evaporator a3. The refrigerant circuit a exchanges heat with the coolant circuit b through the LCC condenser a2 and the CHILLER evaporator a3.

[0055] The coolant circuit b includes a cold water module b1, a hot water module b2, a battery temperature control module b3 and an electric drive and power component cooling module b4. The cold water module b1 is connected to the battery temperature control module b3 through a pipeline, and the hot water module b2 is connected to the battery temperature control module b3 through a pipeline. The electric drive and power component cooling module b4 is connected to the cold water module b1 through a pipeline, and at the same time, the electric drive and power component cooling module b4 is connected to the hot water module b2 through a pipeline.

[0056] The refrigerant circuit a also includes a first PT sensor a4, a second PT sensor a5, a third PT sensor a6, an expansion valve a7, a liquid storage dryer a8 and a bypass valve a9. The compressor a1, the first PT sensor a4, the LCC condenser a2, the second PT sensor a5, the expansion valve a7, the CHILLER evaporator a3 and the third PT sensor a6 are connected in series in sequence to form a closed loop. Among them, both ends of the liquid storage dryer a8 are connected to the LCC condenser a2. The coolant flows into the liquid storage dryer a8 through the first PT sensor a4 and the LCC condenser a2, and then flows into the LCC condenser a2 again after passing through the liquid storage dryer a8, and then flows to the second PT sensor a5.

[0057] The bypass valve a9 is connected in parallel to the outlet of the first PT sensor a4 and the inlet of the third PT sensor a6, and electric auxiliary heating can be performed when necessary. That is, after the compressor a1 is connected to the first PT sensor a4, two branches are formed, one branch is connected to the bypass valve a9, and the other branch is sequentially connected to the LCC condenser a2, the liquid storage dryer a8, the LCC condenser a2, the second PT sensor a5, the expansion valve a7, the CHILLER evaporator and then a3. The two branches are combined and connected to the third PT sensor a6 and then connected to the compressor a1.

[0058] The refrigerant circuit a exchanges heat with the hot water module b2 through the LCC condenser a2, and the refrigerant circuit a exchanges heat with the cold water module b1 through the CHILLER evaporator a3.

[0059] The cold water module b1 includes a first multi-way valve b11, a cold water pump b12, a cold air core b13, a first water temperature sensor b14 and a cold water tank b15. The first multi-way valve b11 includes valve ports A, B, C, E, F and G. The inlet of the cold water pump b12 is connected to the valve port A of the first multi-way valve b11 through a pipeline, and the outlet of the cold water pump b12 is connected to the coolant inlet of the CHILLER evaporator a3 through a pipeline. A first water temperature sensor b14 is provided at the coolant outlet of the CHILLER evaporator a3.

[0060] The hot water module b2 includes a second multi-way valve b21, a hot water pump b22, a heater core b23, a second water temperature sensor b24 and a hot water tank b25. The second multi-way valve b21 includes valve ports H, J, K, M, N and P. The inlet of the hot water pump b22 is connected to the valve port H of the second multi-way valve b21 through a pipeline, and the outlet of the hot water pump b22 is connected to the coolant inlet of the LCC condenser a2 through a pipeline, and a second water temperature sensor b24 is provided at the coolant outlet of the LCC condenser a2.

[0061] The battery temperature control module b3 includes a third multi-way valve b31, a battery water pump b32, a battery pack b33, a third water temperature sensor b34 and a one-way valve b35. The third multi-way valve b31 includes valve port R, valve port Q and valve port S. Valve port R is connected to the coolant outlet of the CHILLER evaporator a3 through the first main pipeline, and the first water temperature sensor b14 is arranged on the first main pipeline between valve port R and the CHILLER evaporator a3. Valve port B is connected to the first main pipeline through the first branch pipeline, and valve port C is connected to the first main pipeline through the second branch pipeline. The cold air core b13 is arranged on the first branch pipeline.

[0062] The liquid inlet of the cold water tank b15 is connected to the first main pipeline through the third branch pipeline, and the liquid outlet of the cold water tank b15 is connected to the inlet of the battery water pump b32 through the third branch pipeline. The valve port Q is connected to the inlet of the battery water pump b32 through the pipeline. The first water temperature sensor b14 is located before the first branch pipeline, the second branch pipeline and the third branch pipeline, that is, the coolant passes through the first water temperature sensor b14 in the first main pipeline and then flows to the first branch pipeline, the second branch pipeline and the third branch pipeline.

[0063] The valve port S is connected to the coolant outlet of the LCC condenser a2 through the second main pipeline, and the second water temperature sensor b24 is arranged on the second main pipeline between the valve port S and the LCC condenser a2. The valve port J is connected to the second main pipeline through the fourth branch pipeline, and the heater core b23 is arranged on the fourth branch pipeline. The second water temperature sensor b24 is located before the fourth branch pipeline, that is, the coolant flows to the fourth branch pipeline after passing through the second water temperature sensor b24 in the second main pipeline.

[0064] The battery water pump b32 is connected to the battery pack b33 pipeline, and the third water temperature sensor b34 is arranged on the pipeline between the battery water pump b32 and the battery pack b33. The battery pack b33 is connected to the valve port M and the valve port E through the pipeline respectively. At the same time, the battery pack b33 is connected to the battery water pump b32 through the pipeline to form a closed loop. A one-way valve b35 is arranged on the pipeline from the battery pack b33 to the battery water pump b32, and the coolant needs to pass through the one-way valve b35 before it can flow to the battery water pump b32.

[0065] The electric drive and power component cooling module b4 includes an outdoor heat exchanger b41, an outdoor fan b42, an electric drive and power component b43 and a fourth water temperature sensor b44. The outdoor fan b42 is arranged on one side of the outdoor heat exchanger b41 to accelerate the air circulation around it and strengthen the heat exchange of the outdoor heat exchanger b41. The valve port F is connected to the inlet of the outdoor heat exchanger b41 through a pipeline, and the valve port P is connected to the inlet of the outdoor heat exchanger b41 through a pipeline. The outlet of the outdoor heat exchanger b41 is connected to the electric drive and power component b43 through a pipeline, and the electric drive and power component b43 is connected to the valve port G and the valve port K respectively through pipelines.

[0066] The fourth water temperature sensor is arranged on the pipeline between the outdoor heat exchanger b41 and the electric drive and power component b43. The liquid inlet of the hot water tank b25 is connected to the pipeline between the outdoor heat exchanger b41 and the electric drive and power component b43, and the liquid outlet of the hot water tank b25 is connected to the inlet of the hot water pump b22. The valve port N is connected to the pipeline between the outdoor heat exchanger b41 and the electric drive and power component b43 through the pipeline.

[0067] That is, in the electric drive and power component cooling module b4, the branch road led from the valve port F of the first multi-way valve b11 and the valve port P of the second multi-way valve b21 merges into the outdoor heat exchanger b41, and is divided into three branches after passing through the fourth water temperature sensor b44. One branch road is connected to the hot water tank b25 and then merges into the hot water pump b22, one branch road is directly connected to the valve port N of the second multi-way valve b21, and the last branch road is divided into two branches again after passing through the electric drive and power component b43, and is respectively connected to the valve port K and the valve port G. The multi-way valves used can be proportionally adjusted, so that the branch flow under different working conditions is more reasonable and energy waste is avoided.

[0068] The system can provide more working modes of the automotive thermal management system, covering more possible working conditions, thereby improving the energy utilization rate of the automotive thermal management system, and taking into account the environmental comfort of the passenger compartment. At the same time, it reduces the cost and layout space of the heat pump air conditioning system assembly (refrigerant loop a), realizes lossless heat transfer, efficiently recovers and utilizes the waste heat generated by the vehicle, has a higher energy utilization rate, and increases the driving range of the power battery.

[0069] The integrated thermal management system of this embodiment can mainly realize the following nineteen working modes (the outdoor temperature in the mode refers to the temperature outside the passenger compartment):

[0070] Mode 1: Used in outdoor low temperature conditions, when the passenger compartment needs to be heated, the power battery needs to be heated, and the electric drive and power unit b43 have excess heat, see Figure 2 , the valve port G of the first multi-way valve b11 is connected to the valve port A, the valve port C is connected to the valve port F, the valve port M of the second multi-way valve b21 is connected to the valve port H, the valve port J is connected to the valve port H, and the valve port S of the third multi-way valve b31 is connected to the valve port Q. At this time, the refrigerant circuit a is opened and the bypass valve a9 is opened, and the waste heat of the electric drive and the power component b43 is recovered to the power battery and the passenger compartment.

[0071] In the refrigerant circuit a, the refrigerant is heated up after being worked by the compressor a1, and is divided into two branches after passing through the first PT sensor a4. One branch passes through the LCC condenser a2, the liquid storage dryer a8, the LCC condenser a2, the second PT sensor a5, the expansion valve a7, the CHILLER evaporator a3 and the third PT sensor a6 and then returns to the compressor a1; the other branch passes through the bypass valve a9 and the third PT sensor a6 and then returns to the compressor a1.

[0072] The cold water module b1 is connected to the electric drive and power component cooling module b4, and the coolant therein flows through the outdoor radiator and the electric drive and power component b43, and after absorbing heat therefrom, it flows through valve port G, valve port A, cold water pump b12, CHILLER evaporator a3, first water temperature sensor b14, valve port C and valve port F in sequence and then returns to the outdoor heat exchanger b41. When the coolant flows through the CHILLER evaporator a3, it transfers the heat to the refrigerant in the CHILLER evaporator a3 for cooling, and then flows to the electric drive and power component cooling module b4 to absorb the heat therein.

[0073] The battery temperature control module b3 is connected to the hot water module b2, and the coolant therein is divided into two branches after passing through the battery water pump b32, the third water temperature sensor b34 and the battery pack b33. One branch flows back to the battery water pump b32 through the one-way valve b35, and the other branch flows to the valve port M, then passes through the valve port H, the hot water pump b22, the LCC condenser a2 and the second water temperature sensor b24. After passing through the second water temperature sensor b24, two branches are divided, one flows to the valve port S and then flows back to the battery water pump b32 after passing through the valve port Q, and the other flows back to the hot water pump b22 after passing through the heater core b23, valve port J and valve port H. The coolant of the hot water module b2 is heated in the LCC condenser a2, and the heated coolant provides heat for the power battery pack b33 and the passenger compartment. When the heated coolant flows through the heater core b23, it will heat the passenger compartment.

[0074] Mode 2: Used in low-temperature outdoor conditions, when the passenger compartment needs to be heated, the power battery needs to be cooled, and the power battery has excess heat. Figure 3 , the first multi-way valve b11 is closed, the valve port J of the second multi-way valve b21 is connected to the valve port H, the valve port M is connected to the valve port H, and the valve port S of the third multi-way valve b31 is connected to the valve port Q. At this time, the refrigerant circuit a is not opened, and only the battery temperature control module b3 and the hot water module b2 are opened.

[0075] The coolant passes through the hot water pump b22 and the second water temperature sensor b24 of the LCC condenser a2, and then splits into two branches. One branch passes through the heater core b23, valve port J and valve port H, and then flows back to the hot water pump b22. The other branch passes through valve port S, valve port Q, battery water pump b32, the third water temperature sensor b34 and the battery pack b33, and then splits into two branches again. One branch passes through the one-way valve b35 and then returns to the battery water pump b32. The other branch passes through valve port M and valve port H in sequence and then returns to the hot water pump b22. The coolant that flows through the power battery pack b33 absorbs the waste heat and heats up, and then flows to the heater core b23 to heat the passenger compartment.

[0076] Mode 3: Used in outdoor low temperature conditions, the passenger compartment needs to be heated, the power battery does not need to be cooled or heated, and the electric drive and power unit b43 have excess heat. Figure 4 , the valve port G of the first multi-way valve b11 is connected to the valve port A, the valve port C is connected to the valve port F, and the valve port J of the second multi-way valve b21 is connected to the valve port H. At this time, the refrigerant circuit a is opened and the bypass valve a9 is opened, and the waste heat of the electric drive and the power component b43 is recovered to the passenger compartment.

[0077] In the refrigerant circuit a, the flow path of the refrigerant is the same as that in mode 1.

[0078] The cold water module b1 is connected to the electric drive and power component cooling module b4, wherein the coolant flows through the outdoor heat exchanger b41, the fourth water temperature sensor b44, the electric drive and power component b43, the valve port G, the valve port A, the cold water pump b12, the CHILLER evaporator a3, the first water temperature sensor b14, the valve port C and the valve port F in sequence and then flows back to the outdoor heat exchanger b41.

[0079] In the hot water module b2, the coolant flows through the hot water pump b22, the LCC condenser a2, the second water temperature sensor b24, the heater core b23, the valve port J and the valve port H in sequence and then flows back to the hot water pump b22.

[0080] When the coolant flows through the electric drive and power component cooling module b4, it absorbs waste heat therefrom. When it flows through the CHILLER evaporator a3, it transfers the heat to the refrigerant in the CHILLER evaporator a3 for cooling, and then flows to the electric drive and power component cooling module b4 to absorb the heat therein and circulate.

[0081] When the coolant in the hot water module b2 passes through the LCC condenser a2, it absorbs the heat of the refrigerant and heats up. The heated coolant provides heat to the passenger compartment. When the heated coolant flows through the heater core b23, it heats the passenger compartment.

[0082] Mode 4: used in low-temperature outdoor conditions, when the passenger compartment needs to be heated, the power battery does not need to be cooled or heated, and the electric drive and power unit b43 have no residual heat. Figure 5 , the first multi-way valve b11 is closed, the valve ports K and H of the second multi-way valve b21 are connected, and the valve ports J and N are connected. At this time, the refrigerant circuit a is turned on and the bypass valve a9 is opened, actively heating the medium water temperature in the passenger compartment and the electric drive and power component b43 to store heat.

[0083] In refrigerant circuit a, the refrigerant flow path is the same as mode 1

[0084] In the hot water module b2, the coolant passes through the hot water pump b22 and then passes through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, valve port J, valve port N, the electric drive and power component b43, valve port K and valve port H, and then flows back to the hot water pump b22 for circulation.

[0085] When the coolant passes through the LCC condenser a2, it absorbs the heat of the refrigerant in the LCC condenser a2 and then heats up. When the heated coolant flows through the heater core b23, it heats the passenger compartment. When it flows through the electric drive and power components b43, it stores heat for the coolant of the electric drive and functional components.

[0086] Mode 5: Used in low-temperature outdoor conditions, when the passenger compartment needs to be heated, the power battery does not need to be cooled or heated, and the electric drive and power unit b43 have sufficient residual heat. Figure 6, the first multi-way valve b11 is closed, the valve ports K and H of the second multi-way valve b21 are connected, and the valve ports J and N are connected. At this time, the refrigerant circuit a is not opened, and only the residual heat of the electric drive and power component b43 is used to heat the passenger compartment.

[0087] In the hot water module b2, the coolant passes through the hot water pump b22 and then sequentially passes through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, valve port J, valve port N, the electric drive and power component b43, valve port K and valve port H before flowing back to the hot water pump b22 for circulation. When the coolant passes through the electric drive and power component b43, it absorbs the waste heat in the electric drive and power component b43 and heats up. When passing through the LCC condenser a2, it absorbs the heat of the refrigerant and heats up again. The heated coolant flows through the heater core b23 to heat the passenger compartment.

[0088] Mode 6: It is used under outdoor comfortable temperature conditions, when the passenger compartment does not need to be heated or cooled, the power battery does not need to be cooled or heated, and the electric drive and power unit b43 do not need to be cooled. Figure 7 , the first multi-way valve b11 is closed, the valve ports K and H of the second multi-way valve b21 are connected, and the valve ports J and N are connected. At this time, the refrigerant circuit a is not opened, the passenger compartment is naturally balanced, the battery self-circulates and the electric drive self-circulates to achieve uniform temperature.

[0089] In the hot water module b2, the coolant passes through the hot water pump b22 and then passes through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, valve port J, valve port N, the electric drive and power component b43, valve port K and valve port H, and then flows back to the hot water pump b22 for circulation.

[0090] In the battery temperature control module b3, the coolant passes through the battery water pump b32 and then passes through the third water temperature sensor b34, the battery pack b33, and the one-way valve b35 before flowing back to the battery water pump b32.

[0091] Mode 7: Used in low-temperature outdoor conditions, when the passenger compartment needs to be heated, the power battery needs to be cooled, the power battery has excess heat, and the electric drive and power unit b43 have excess heat. Figure 8 , the valve ports G and E of the first multi-way valve b11 are both connected to the valve port A, the valve ports C and F are connected, the valve ports J and H of the second multi-way valve b21 are connected, and the valve ports R and Q of the third multi-way valve b31 are connected. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), and the waste heat of the power battery, the electric drive and the power component b43 is recovered to the heater core b23 for heating the passenger compartment.

[0092] In the refrigerant circuit a, the refrigerant heats up after being worked by the compressor a1, and returns to the compressor a1 after passing through the first PT sensor a4, LCC condenser a2, liquid storage dryer a8, LCC condenser a2, second PT sensor a5, expansion valve a7, CHILLER evaporator a3 and third PT sensor a6.

[0093] The cold water module b1 is connected to the battery temperature control module b3 and the electric drive and power component cooling module b4. The coolant passes through the cold water pump b12 and then flows through the CHILLER evaporator a3 and the first water temperature sensor b14 in sequence, and then is divided into two branches. One branch passes through the valve port C, valve port F, outdoor heat exchanger b41, the fourth water temperature sensor b44, the electric drive and power component b43, valve port G and valve port A in sequence and then flows back to the cold water pump b12; the other branch passes through the valve port R, valve port Q, battery water pump b32, the third water temperature sensor b34 and the battery pack b33 in sequence and then is divided into two branches. One branch passes through the one-way valve b35 and flows back to the battery water pump b32, and the other branch passes through the valve port E and valve port A and flows back to the cold water pump b12.

[0094] When the coolant flows through the electric drive and power component cooling module b4, it absorbs waste heat therefrom. When it flows through the CHILLER evaporator a3, it transfers the heat to the refrigerant in the CHILLER evaporator a3 for cooling. Then, one branch flows to the electric drive and power component cooling module b4 to absorb the heat therein for circulation, and the other branch flows to the battery pack b33 to absorb its heat and cool the battery pack b33. Part of the heated coolant flows to the CHILLER evaporator a3 for cooling, and the other part will flow directly to the battery pack b33 through the one-way valve b35. The temperature of the coolant flowing out after passing through the CHILLER evaporator a3 is relatively low, and direct contact with the battery pack b33 will cause damage to the battery pack b33. Therefore, the heated coolant flowing to the battery pack b33 through the one-way valve b35 and the cooled coolant flowing in from the valve port R converge at the battery water pump b32 for temperature neutralization, so that the temperature of the coolant entering the battery pack b33 will not be too low, thereby ensuring the cooling safety of the battery pack b33 and the service life of the battery pack b33.

[0095] The coolant of the hot water module b2 flows through the hot water pump b22, then flows through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, the valve port J and the valve port H, and then flows back to the hot water pump b22. When the coolant passes through the LCC condenser a2, it absorbs the heat of the refrigerant and heats up. The heated coolant provides heat for the passenger compartment. When the heated coolant flows through the heater core b23, it heats the passenger compartment.

[0096] Mode 8: Used in low-temperature outdoor conditions, when the passenger compartment needs to be heated, the power battery needs to be cooled, the power battery has excess heat, and the electric drive and power unit b43 have excess heat. Fig. 9 , the valve port E of the first multi-way valve b11 is connected to the valve port A, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port J is connected to the valve port N, and the valve port R of the third multi-way valve b31 is connected to the valve port Q. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), the heat of the power battery pack b33 is recovered for heating the passenger compartment, and the residual heat of the electric drive and power component b43 is actively stored.

[0097] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0098] The cold water module b1 is connected to the battery temperature control module b3. After the coolant passes through the cold water pump b12, it passes through the CHILLER evaporator a3, the first water temperature sensor b14, the valve port R, the valve port Q, the battery water pump b32, the third water temperature sensor b34 and the battery pack b33 in sequence, and then splits into two branches. One branch passes through the one-way valve b35 and flows back to the battery water pump b32, and the other branch passes through the valve port E and the valve port A in sequence and returns to the cold water pump b12. When the coolant flows through the CHILLER evaporator a3, it transfers heat to the refrigerant in the CHILLER evaporator a3 to cool it down, and then flows to the battery pack b33 to absorb its heat and cool the battery pack b33. A part of the heated coolant flows to the CHILLER evaporator a3 for cooling, and the other part will flow directly to the battery pack b33 through the one-way valve b35 to neutralize the temperature of the coolant coming out of the CHILLER evaporator a3.

[0099] The hot water circuit is connected to the electric drive and power component b43. After passing through the hot water pump b22, the coolant passes through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, valve port J, valve port N, the electric drive and power component b43, valve port K and valve port H in sequence and then returns to the hot water pump b22. When passing through the electric drive and power component b43, the coolant absorbs the waste heat in the electric drive and power component b43 and heats up. When passing through the LCC condenser a2, it absorbs the heat of the refrigerant and heats up again. The heated coolant flows through the heater core b23 to heat the passenger compartment.

[0100] Mode 9: Used in outdoor low temperature conditions, when the passenger compartment needs to be heated, the power battery needs to be cooled, the power battery has waste heat, and the electric drive and power unit b43 have waste heat that does not need to be recovered. Fig.10 , the valve port E of the first multi-way valve b11 is connected to the valve port A, the valve port J of the second multi-way valve b21 is connected to the valve port H, and the valve ports R and Q of the third multi-way valve b31 are connected. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), the heat of the power battery pack b33 is recovered for heating the passenger compartment, and the waste heat of the electric drive and power component b43 is not recovered.

[0101] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0102] The cold water module b1 is connected to the battery temperature control module b3. After the coolant passes through the cold water pump b12, it passes through the CHILLER evaporator a3, the first water temperature sensor b14, the valve port R, the valve port Q, the battery water pump b32, the third water temperature sensor b34 and the battery pack b33 in sequence, and then splits into two branches. One branch passes through the one-way valve b35 and flows back to the battery water pump b32, and the other branch passes through the valve port E and the valve port A in sequence and returns to the cold water pump b12. When the coolant flows through the CHILLER evaporator a3, it transfers heat to the refrigerant in the CHILLER evaporator a3 to cool it down, and then flows to the battery pack b33 to absorb its heat and cool the battery pack b33. A part of the heated coolant flows to the CHILLER evaporator a3 for cooling, and the other part will flow directly to the battery pack b33 through the one-way valve b35 to neutralize the temperature of the coolant coming out of the CHILLER evaporator a3.

[0103] The coolant in the hot water circuit passes through the hot water pump b22 and then passes through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, the valve port J and the valve port H, and then returns to the hot water pump b22. When the coolant passes through the LCC condenser a2, it absorbs the heat of the refrigerant and heats up. The heated coolant flows through the heater core b23 to heat the passenger compartment.

[0104] Mode 10: Used in low-temperature outdoor conditions, when the power battery pack b33 needs to be heated, the electric drive and power components b43 have residual heat, and when the vehicle is parked and left, there is residual heat in the passenger compartment. Fig.11 , the valve port B of the first multi-way valve b11 is connected to the valve port A, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port M is connected to the valve port N, and the valve port S of the third multi-way valve b31 is connected to the valve port Q. At this time, heat is recovered from the passenger compartment and the electric drive and power components b43 for heating the power battery pack b33.

[0105] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0106] The coolant in the cold water module b1 passes through the cold water pump b12 and then passes through the CHILLER evaporator a3, the first water temperature sensor b14, the cold air core b13, the valve port B and the valve port A in turn and then returns to the cold water pump b12 for circulation. Since there is residual heat in the passenger compartment, the coolant will absorb heat and heat up after flowing through the cold air core b13, and will cool down after exchanging heat with the refrigerant in the CHILLER evaporator a3 when passing through it.

[0107] The hot water module b2 is connected to the battery temperature control module b3 and the electric drive and power component b43. After passing through the electric drive and power component b43, the coolant absorbs the remaining heat and heats up, and then flows through the valve port K, valve port H, hot water pump b22, LCC condenser a2, the second water temperature sensor b24, valve port S, valve port Q, battery water pump b32, the third water temperature sensor b34 and battery pack b33 in sequence, and then is divided into two branches. One branch passes through the valve port M and valve port N and flows back to the electric drive and power component b43, and the other branch passes through the one-way valve b35 and returns to the battery water pump b32.

[0108] When the coolant passes through the electric drive and power component b43, it absorbs the waste heat of the electric drive and power component b43 and then heats up. When it flows through the LCC condenser a2, it absorbs the heat of the refrigerant in the LCC condenser a2 and then heats up again. The heated coolant will heat the battery pack b33 when it flows through it.

[0109] In this mode, the branch from the battery pack b33 through the one-way valve b35 back to the battery water pump b32 can merge the cooled coolant with the heated coolant flowing out of the valve port Q, so that the temperature of the merged coolant is relatively mild to continuously heat the battery pack b33, which can prevent the battery pack b33 from being damaged due to sudden high temperature rise. It is also feasible to cancel this branch, but the service life of the battery pack b33 may be affected.

[0110] Mode 11: Used in low-temperature outdoor conditions, when the power battery pack b33 needs to be cooled and there is no need to heat the passenger compartment (when people leave the vehicle to charge). Fig.12 , the first multi-way valve b11 is closed, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port M is connected to the valve port N, and the valve port S of the third multi-way valve b31 is connected to the valve port Q. At this time, the refrigerant circuit a is closed, and the water circuit series mode is used to recover the battery waste heat for heat storage of the electric drive and power component b43.

[0111] The hot water module b2 is connected to the battery temperature control module b3 and the electric drive and power component b43. After passing through the hot water pump b22, the coolant flows through the LCC condenser a2, the second water temperature sensor b24, the valve port S, the valve port Q, the battery water pump b32, the third water temperature sensor b34, and the battery pack b33 in sequence, and then branches into two branches. One branch passes through the valve port M, the valve port N, the electric drive and power component b43, the valve port K and the valve port H and returns to the hot water pump b22, and the other branch passes through the one-way valve b35 and returns to the battery water pump b32. When the coolant passes through the battery temperature control module b3, it absorbs the heat therein and is used for heat storage of the electric drive and power component b43.

[0112] Mode 12: Used in low-temperature outdoor conditions, when the power battery pack b33 does not need to be heated or cooled, the passenger compartment needs to be heated, and the outdoor heat exchanger b41 needs to be de-iced. Fig.13, the first multi-way valve b11 is closed, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port J is connected to the valve port P, and the third multi-way valve b31 is closed. At this time, the refrigerant circuit a is opened (the bypass valve a9 is opened), and part of the heat generated is used for heating the passenger compartment, and part is used for deicing the outdoor heat exchanger b41.

[0113] In the refrigerant circuit a, the flow path of the refrigerant is the same as that in mode 1.

[0114] The hot water module b2 is connected to the electric drive and power component cooling module b4. The coolant passes through the hot water pump b22 and then flows through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, valve port J, valve port P, the outdoor heat exchanger b41, the fourth water temperature sensor b44, the electric drive and power component b43, valve port K and valve port H, and then returns to the hot water pump b22.

[0115] When the coolant passes through the LCC condenser a2, it absorbs the heat of the refrigerant in the LCC condenser a2 and then heats up. When the heated coolant flows through the heater core b23, it heats the passenger compartment, and when it flows through the outdoor heat exchanger b41, it releases heat to de-ice it.

[0116] Mode 13: It is used under outdoor comfortable temperature conditions, when the passenger compartment does not need to be heated or cooled, the power battery does not need to be cooled or heated, and the electric drive and power unit b43 need to be cooled. Fig.14 , the first multi-way valve b11 is closed, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port J is connected to the valve port P, and the third multi-way valve b31 is closed. At this time, the refrigerant circuit a is closed, the battery temperature control module b3 self-circulates and equalizes the temperature, and the electric drive and power component b43 is connected to the outdoor radiator for heat dissipation.

[0117] The hot water module b2 is connected to the electric drive and power component cooling module b4, and the flow path of the coolant is the same as that of mode 12. Since the outdoor temperature is a comfortable temperature for the human body, the heat dissipation of the electric drive and power component b43 needs to be carried out with the help of an outdoor radiator.

[0118] The coolant in the battery temperature control module b3 passes through the battery water pump b32 and then flows through the third water temperature sensor b34, the battery pack b33 and the one-way valve b35 in sequence before returning to the battery water pump b32, thereby realizing the uniform temperature self-circulation of the battery temperature control module b3.

[0119] Mode 14: Used in outdoor high temperature conditions, the passenger compartment needs to be cooled, the power battery pack b33 does not need to be cooled, and the electric drive and power components b43 need to be cooled. Fig.15, the valve ports A and B of the first multi-way valve b11 are connected, the valve ports K and H of the second multi-way valve b21 are connected, the valve ports J and P are connected, and the third multi-way valve b31 is closed. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), the passenger compartment is cooled by air conditioning, the battery temperature control circuit is self-circulating and balanced, and the electric drive and power components b43 dissipate heat through the outdoor heat exchanger b41.

[0120] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0121] The coolant in the cold water module b1 passes through the cold water pump b12 and then flows through the CHILLER evaporator a3, the first water temperature sensor b14, the cold air core b13, the valve port B and the valve port A in sequence before returning to the cold water pump b12. When the coolant flows through the CHILLER evaporator a3, it transfers heat to the refrigerant in the CHILLER evaporator a3 for cooling. When the cooled coolant flows through the cold air core b13, it cools the passenger compartment.

[0122] The hot water module b2 is connected to the electric drive and power component cooling module b4. The flow path of the coolant is the same as that of mode 12, but when it flows through the warm air core b23, the fan at the warm air core b23 does not work, and the warm air core b23 does not play a heating role. Since the outdoor temperature is high, the heat dissipation of the electric drive and power component b43 needs to be carried out with the help of an outdoor radiator.

[0123] The coolant in the battery temperature control module b3 passes through the battery water pump b32 and then flows through the third water temperature sensor b34, the battery pack b33 and the one-way valve b35 in sequence before returning to the battery water pump b32, thereby realizing the uniform temperature self-circulation of the battery temperature control module b3.

[0124] Mode 15: Used in low-temperature outdoor conditions, when the power battery pack b33 does not need to be heated or cooled, the passenger compartment needs to be heated and dehumidified, and the electric drive and power components b43 have excess heat. Fig.16 , the valve port G of the first multi-way valve b11 is connected to the valve port A, the valve ports B and C are both connected to the valve port F, and the valve port J of the third multi-way valve b31 is connected to the valve port H. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), the waste heat of the electric drive and the power component b43 is recovered, and the air in the passenger compartment is cooled and dehumidified by the cold air core b13, and then heated by the warm air core b23 to heat the passenger compartment, thereby achieving the purpose of heating and dehumidification.

[0125] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0126] The cold water module b1 is connected to the electric drive and power component b43 module. After passing through the cold water pump b12, the coolant flows through the CHILLER evaporator a3 and the first water temperature sensor b14 in sequence, and then branches out into two branches. One branch passes through the cold air core b13 and valve port B to flow to valve port F, and the other branch directly passes through valve port C to flow to valve port F. After the two branches are merged at valve port F, they pass through the outdoor heat exchanger b41, the fourth water temperature sensor b44, the electric drive and power component b43, valve port G and valve port A in sequence, and then return to the cold water pump b12.

[0127] When the coolant flows through the electric drive and power component b43, it takes away the remaining heat and then flows through the CHILLER evaporator a3, transferring the heat to the refrigerant in the CHILLER evaporator a3 to cool it down. When the cooled coolant flows through the cold air core b13, it will cool the passenger compartment. The valve port C and valve port F are connected and opened for proportional regulation, controlling the amount of coolant passing through the cold air core b13 so that it just reaches the dehumidification temperature to prevent the temperature from being too low. If the branch where the valve port C and valve port F are located is not opened, the coolant will all pass through the cold air core b13, which will cause the air temperature in the passenger compartment to be too low, and the energy consumption used for heating will increase.

[0128] The coolant in the hot water module b2 passes through the hot water pump b22 and then flows through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, the valve port J and the valve port H, and then returns to the hot water pump b22. When the coolant passes through the LCC condenser a2, it absorbs the heat of the refrigerant in the LCC condenser a2 and heats up. The heated coolant flows through the heater core b23 to heat the passenger compartment.

[0129] Mode 16: It is used under outdoor comfortable temperature conditions, when the power battery pack b33 does not need to be heated or cooled, the passenger compartment needs to be dehumidified, and the electric drive and power components b43 have excess heat. The difference between this condition and mode 15 is the difference in outdoor temperature. Therefore, refer to Fig.16 The circulation paths of the refrigerant and coolant in this mode are the same as those in mode 15. The refrigerant circuit a is opened (bypass valve a9 is closed) to recover the waste heat of the electric drive and power unit b43. The air in the passenger compartment is cooled and dehumidified by the cold air core b13, and then heated by the warm air core b23 to restore the temperature, thereby achieving the purpose of isothermal dehumidification. Unlike mode 15, there is no need to heat the warm air core b23 to heat the passenger compartment, thereby achieving the purpose of heating.

[0130] Mode 17: Used under outdoor comfortable temperature conditions, when the power battery pack b33 needs to be cooled, the passenger compartment does not need to be heated or cooled, and the electric drive and power components b43 need to be cooled. Fig.17, the valve port G of the first multi-way valve b11 is connected to the valve port A, the valve port E is connected to the valve port F, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port J is connected to the valve port P, and the valve port R of the third multi-way valve b31 is connected to the valve port Q. At this time, the refrigerant circuit a is closed, and the battery temperature control module b3 and the electric drive and power component cooling module b4 are connected in parallel to exchange heat through the outdoor heat exchanger b41.

[0131] The cold water module b1 is connected with the battery temperature control module b3 and the electric drive and power component cooling module b4. After passing through the cold water pump b12, the coolant flows through the CHILLER evaporator a3, the first water temperature sensor b14, valve port R, valve port Q, battery water pump b32, the third temperature sensor and the battery pack b33 in turn, and then branches out into two branches. One branch passes through the one-way valve b35 and returns to the battery water pump b32, and the other branch passes through valve port E, valve port F, outdoor heat exchanger b41, the fourth water temperature sensor b44, the electric drive and power component b43, valve port G and valve port A and returns to the cold water pump b12.

[0132] The hot water module b2 is connected to the electric drive and power component cooling module b4. The coolant passes through the hot water pump b22 and then flows through the LCC condenser a2, the second water temperature sensor b24, the heater core b23, valve port J, valve port P, the outdoor heat exchanger b41, the fourth water temperature sensor b44, the electric drive and power component b43, valve port K and valve port H, and then returns to the hot water pump b22.

[0133] When the coolant of the cold water module b1 flows through the CHILLER evaporator a3, it transfers heat to the refrigerant in the CHILLER evaporator a3 for cooling, and then flows to the battery pack b33, absorbing its heat. The coolant after cooling the battery pack b33 flows to the outdoor heat exchanger b41.

[0134] When the coolant of the hot water module b2 flows through the heater core b23, the fan at the heater core b23 does not work, and the heater core b23 does not play a heating role. It only passes through the pipeline where the heater core b23 is located. After passing through the heater core b23, it flows to the outdoor heat exchanger b41. At this time, the temperature of the coolant in the module is lower than the temperature of the coolant passing through the battery pack b33. The coolant in the two flow channels converges at the outdoor heat exchanger b41, which increases the flow rate and also cools the coolant flowing in from the battery pack b33. After dissipating heat through the outdoor heat exchanger b41, the coolant cools down again, and cools it down when passing through the electric drive and power component b43.

[0135] Mode 18: Used under outdoor comfortable temperature conditions, when the power battery pack b33 needs to be cooled, the passenger compartment does not need to be heated or cooled, and the electric drive and power components b43 need to be cooled. Fig.18, the valve port E of the first multi-way valve b11 is connected to the valve port A, the valve port K of the second multi-way valve b21 is connected to the valve port H, the valve port J is connected to the valve port P, and the valve port R of the third multi-way valve b31 is connected to the valve port Q. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), and the electric drive and power component b43 use the outdoor heat exchanger b41 to dissipate heat.

[0136] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0137] The cold water module b1 is connected to the battery temperature control module b3, and the flow path of the coolant is the same as that of mode eight.

[0138] The flow path of the coolant is the same as that of mode 12. However, the outdoor conditions of the two modes are different. In mode 12, the coolant flows through the outdoor heat exchanger b41 for deicing, while in mode 18, the coolant is cooled through the outdoor heat exchanger b41, and then the electric drive and power components b43 are cooled. At the same time, when the coolant in mode 18 flows through the heater core b23, the fan at the heater core b23 does not work, and the heater core b23 does not play a heating role.

[0139] Mode 19: Used in outdoor high temperature conditions, when the passenger compartment needs to be cooled, the power battery pack b33 needs to be cooled, and the drive and power components need to be cooled. Fig.19 , the valve port E and valve port B of the first multi-way valve b11 are connected to A, the valve port K and valve port H of the second multi-way valve b21 are connected, the valve port J and valve port P are connected, and the valve port R and valve port Q of the third multi-way valve b31 are connected. At this time, the refrigerant circuit a is opened (the bypass valve a9 is closed), and the electric drive and power component b43 use the outdoor heat exchanger b41 to dissipate heat.

[0140] In the refrigerant circuit a, the flow path of the refrigerant is the same as that of mode seven.

[0141] The cold water module b1 is connected to the battery temperature control module b3. The coolant therein flows through the cold water pump b12, then flows through the CHILLER evaporator a3, the first water temperature sensor b14, and then is divided into two branches. One branch passes through the cold air core b13, valve port B and valve port A and then returns to the cold water pump b12. The other branch passes through valve port R, valve port Q, battery water pump b32, the second water temperature sensor b24, and the battery pack b33 and then is divided into two branches again. One branch passes through the one-way valve b35 and then returns to the battery water pump b32. The other branch passes through valve port E and valve port A and then returns to the cold water pump b12. When the coolant passes through the CHILLER evaporator a3, it exchanges heat with the refrigerant therein and is cooled down. When the cooled coolant flows through the cold air core b13, it will cool down the passenger compartment.

[0142] The hot water module b2 is connected to the electric drive and power component cooling module b4, and the flow path of the coolant is the same as that of mode 12. In this mode, the warm air core b23 does not work, but only uses its pipeline. The coolant flows through the outdoor heat exchanger b41 for heat exchange and cooling, and then flows through the electric drive and power component b43 to cool it.

[0143] It will be apparent to those skilled in the art that various modifications and variations may be made to the above exemplary embodiments of the present invention without departing from the spirit and scope of the present invention. Therefore, it is intended that the present invention covers modifications and variations of the present invention that fall within the scope of the appended claims and their equivalent technical solutions.

Claims

1. An integrated thermal management system, characterized in that: It includes a refrigerant circuit and a coolant circuit, wherein the coolant circuit includes a hot water module, a cold water module, a battery temperature control module, and an electric drive and power component cooling module; The refrigerant circuit includes a compressor, an LCC condenser and a CHILLER evaporator; The cold water module is connected to the battery temperature control module through a pipeline; The hot water module is connected to the battery temperature control module through a pipeline; The electric drive and power component cooling module is connected to the cold water module through a pipeline, and at the same time, the electric drive and power component cooling module is connected to the hot water module through a pipeline; The hot water module exchanges heat with the refrigerant circuit through the LCC condenser, and the cold water module exchanges heat with the refrigerant circuit through the CHILLER evaporator.

2. The integrated thermal management system according to claim 1, characterized in that: The cold water module includes a first multi-way valve, the first multi-way valve is connected to the electric drive and power component cooling module, and the first multi-way valve is connected to the battery temperature control module.

3. The integrated thermal management system according to claim 2, characterized in that: The hot water module includes a second multi-way valve, the second multi-way valve is connected to the electric drive and power component cooling module, and the second multi-way valve is connected to the battery temperature control module.

4. The integrated thermal management system according to claim 3, characterized in that: The battery temperature control module includes a third multi-way valve, the third multi-way valve is communicated with the cold water module, and the third multi-way valve is communicated with the hot water module.

5. The integrated thermal management system according to claim 4, characterized in that: The cold water module also includes a cold water pump and a cold air core. The valve port A of the first multi-way valve is connected to the valve port R of the third multi-way valve after passing through the cold water pump and the CHILLER evaporator in sequence. The valve port B of the first multi-way valve is connected to the CHILLER evaporator through the cold air core. The valve port C of the first multi-way valve is connected to the CHILLER evaporator through a pipeline.

6. The integrated thermal management system according to claim 5, characterized in that: The hot water module also includes a hot water pump and a warm air core. The valve port H of the second multi-way valve is connected to the valve port S of the third multi-way valve after passing through the hot water pump and the LCC condenser in sequence. The valve port J of the second multi-way valve is connected to the LCC condenser through the cold air core.

7. The integrated thermal management system according to claim 6, characterized in that: The battery temperature control module also includes a battery water pump, a battery pack and a one-way valve. The valve port Q of the third multi-way valve is connected to the battery water pump and then connected to the valve port M of the second multi-way valve and the valve port E of the first multi-way valve through the battery pack. At the same time, the battery pack is connected to the battery water pump through the one-way valve.

8. The integrated thermal management system according to claim 7, characterized in that: The electric drive and power component cooling module includes an outdoor heat exchanger, an outdoor fan, an electric drive and a power component. The valve port F of the first multi-way valve and the valve port P of the second multi-way valve are both connected to the outdoor heat exchanger. The outdoor heat exchanger is respectively connected to the valve port N of the second multi-way valve and the electric drive and power component. The electric drive and the power component are respectively connected to the valve port G of the first multi-way valve and the valve port K of the second multi-way valve.

9. The integrated thermal management system according to claim 1, characterized in that: The refrigerant circuit also includes a first PT sensor, a second PT sensor, a third PT sensor, an expansion valve, a liquid storage dryer and a bypass valve. The compressor, the first PT sensor, the LCC condenser, the second PT sensor, the expansion valve, the CHILLER evaporator and the third PT sensor are connected in series in sequence to form a closed loop. The bypass valve is connected in parallel between the outlet end of the first PT sensor and the inlet end of the three PT sensors.

10. The integrated thermal management system according to claim 8, characterized in that: The cold water module further includes a cold water tank, a liquid inlet of the cold water tank is connected to a pipeline connecting the CHILLER evaporator and the third multi-way valve, and a liquid outlet of the cold water tank is connected to a battery water pump.

11. The integrated thermal management system according to claim 10, characterized in that: The hot water module comprises a hot water tank, a liquid inlet of the hot water tank is connected to a pipeline connecting an outdoor heat exchanger with an electric drive and a power component, and a liquid outlet of the hot water tank is connected to a hot water pump.

12. The integrated thermal management system according to claim 11, characterized in that: The cold water module also includes a first water temperature sensor disposed between the CHILLER evaporator and the third multi-way valve, and the CHILLER evaporator is respectively connected to the valve port R of the third multi-way valve, the cold air core, the valve port C of the first multi-way valve and the cold water tank through the first water temperature sensor; The hot water module includes a second water temperature sensor disposed between the LCC condenser and the third multi-way valve, and the LCC condenser is respectively connected to the valve port S of the third multi-way valve and the hot air core after passing through the second water temperature sensor; The battery temperature control module includes a third water temperature sensor disposed between the battery water pump and the battery pack; The electric drive and power component cooling module includes a fourth water temperature sensor arranged between the outdoor heat exchanger and the battery and power component. The outdoor heat exchanger is connected to the hot water tank, the valve port N of the second multi-way valve, and the electric drive and power component respectively after passing through the fourth water temperature sensor.

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