Electric vehicle collaborative thermal management system based on cross-refrigerant compatible framework

Abstract

The invention is applicable to the technical field of electric vehicle thermal management, and provides an electric vehicle collaborative thermal management system based on a cross-refrigerant compatible framework, which comprises a refrigerant loop, a passenger compartment thermal management system, a power battery thermal management system, an electric drive thermal management system and a radiator, the passenger compartment thermal management system, the power battery thermal management system, the electric drive thermal management system and the radiator are communicated in different modes through a nine-way water valve. A cross-refrigerant compatibility module unit is integrated into a passenger compartment heat management module, three integration schemes are provided, the communication modes of nine-way water valves in all modes are kept consistent, meanwhile, series connection of a cold air core body and a warm air core body in a passenger compartment heat management loop is achieved, and the performance of a heat management system under the extreme working conditions in summer is improved. The system architecture can be compatible with an R134a platform and an R290 platform, and serves as a novel heat management system capable of conveniently switching different refrigerant platforms.

Description

Technical Field

[0001] The present invention belongs to the technical field of thermal management of electric vehicles, and in particular relates to a collaborative thermal management system for electric vehicles based on a cross-refrigerant compatible architecture. Background Art

[0002] At present, traditional refrigerants represented by R134a (GWP=1430, global warming potential) have faced strict restrictions on use due to their high environmental load characteristics. In this context, R290 (propane, GWP=3), which has natural environmental protection properties, has become the focus of the industry and has been included in the thermal management system technology roadmap by many OEMs. However, the flammability characteristics of R290 place stringent requirements on electric vehicle heat pump systems: the existing direct heat pump architecture has a risk of leakage (concentrations exceeding the lower combustion limit LFL=0.38vol% may cause explosions), forcing the industry to turn to indirect heat pump technology (such as coolant and refrigerant secondary heat exchange systems). Although this technical shift has improved safety, it has resulted in a cooling capacity attenuation of up to 18% and 25% (compared to the R134a direct system), especially under high-temperature driving conditions, which makes it difficult to meet the passenger compartment cooling, power battery cooling, and electric drive heat dissipation needs.

[0003] At the same time, given that the commercial application of R290 is still limited by the perfection of safety standards and the maturity of the industrial chain, some manufacturers have put forward the demand for "progressive replacement" - hoping to build a cross-refrigerant compatible heat pump architecture that can not only use the mature R134a working fluid to ensure performance at the current stage, but also quickly adapt to R290 through modular transformation when the regulations force switching, thereby minimizing the system transformation cost. The core technical contradiction of this demand is that the physical properties of R134a and R290 are significantly different (such as pressure curve, latent heat of phase change, and lubricant compatibility), and the traditional fixed heat pump architecture cannot achieve lossless switching between the two. Taking refrigeration capacity as an example, the evaporation temperature of R290 in the indirect system needs to be reduced by 5 or 8°C to match the performance of R134a, but this will cause the compressor power consumption to increase by 12% and 15%. Therefore, an innovative system architecture is urgently needed to realize the demand for cross-refrigerant compatible architecture of electric vehicle thermal management system through dynamic flow path reconstruction and control strategy optimization. Summary of the invention

[0004] The purpose of the present invention is to provide an electric vehicle collaborative thermal management system based on a cross-refrigerant compatible architecture, aiming to solve the technical problems existing in the prior art identified in the background technology.

[0005] The present invention is implemented as follows: an electric vehicle collaborative thermal management system based on a cross-refrigerant compatible architecture includes the following core designs: Modular architecture design Refrigerant Integration Module: A refrigerant circulation loop is constructed through an electric compressor, a double-plate heat exchanger, a liquid storage tank, and an electronic expansion valve, supporting dual-platform compatibility for R134a and R290.

[0006] Water-side Integration Module: With a nine-way water valve as the core, it dynamically adjusts the coolant flow direction, connects the occupant compartment thermal management module, the power battery thermal management module, the electric drive thermal management module, and the front-end cooling module to achieve coordinated control under multiple working conditions.

[0007] Cross-refrigerant Compatibility Module Unit HVAC Assembly Optimization: Integrate a cold air core and a warm air core in the occupant compartment thermal management module, and achieve flow path switching through a three-way water valve or an integrated multi-way valve (such as a four-way, five-way, or six-way water valve).

[0008] Refrigerant Adaptation Control: R134a Mode: Connect the cold air core and the warm air core in series, and release the latent heat of refrigerant phase change in segments to increase the utilization rate of refrigeration capacity by 15% and 20%. R290 Mode: Select to operate the cold air core alone (gentle refrigeration) or in series with the warm air core (rapid refrigeration) according to requirements, and utilize the high refrigeration capacity of R290 to reduce system energy consumption.

[0009] Multi-objective Coordinated Control Strategy Dynamic Flow Regulation: Through the linkage of a nine-way water valve and a three-way water valve, balance the coolant distribution for occupant compartment refrigeration, power battery cooling, and electric drive heat dissipation.

[0010] Temperature Closed-loop Control: Based on the feedback of the coolant inlet temperature of the power battery, adjust the opening of the second three-way water valve to ensure that the battery temperature is stable below 25°C.

[0011] Three Integration Schemes Scheme 1: Simplify the original four-valve structure with a four-way water valve, a three-way water valve, and a two-way ball valve; Scheme 2: Integrate the flow path with a five-way water valve and a three-way water valve; Scheme 3: Achieve full-function integration with a single six-way water valve to further reduce the system complexity.

[0012] The beneficial effects of the present invention are: 1. The GWP value of R290 is only 3, which is 99.7% lower than that of traditional R134a (GWP = 1430), and there is no risk of ozone layer depletion, fully meeting international environmental protection regulations; 2. The indirect heat pump technology isolates the combustible refrigerant from the occupant compartment through secondary heat exchange of the coolant and the refrigerant, and can achieve large-scale application of R290 on the premise of ensuring safety, promoting the industry to accelerate the transformation towards the carbon neutrality goal; 3. By connecting the cold air core body in series with the warm air core body and releasing the latent heat of refrigerant phase change in sections, the utilization rate of refrigerating capacity is increased by 15% and 20%, effectively compensating for the problem of refrigeration attenuation in the indirect system; 5. A progressive replacement path is proposed. Currently, R134a is used to ensure performance, and it can be seamlessly switched to R290 through the design of the cross-refrigerant compatibility architecture in the early stage to cope with the refrigerant ban regulations with GWP>150 in 2030. Description of the Drawings

[0013] Figure 1 Schematic diagram of the structure of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention; Figure 2 Schematic diagram of the structure of Integration Solution 1 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention; Figure 3 Schematic diagram of the structure of Integration Solution 2 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention; Figure 4 Schematic diagram of the structure of Integration Solution 3 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention; Figure 5 Schematic diagram of the structure of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention for occupant compartment refrigeration on the R134a platform; Figure 6 Schematic diagram of the structure of Integration Solution 1 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention for occupant compartment refrigeration, power battery cooling, and electric drive heat dissipation on the R134a platform; Figure 7 Schematic diagram of the structure of Integration Solution 2 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention for occupant compartment refrigeration, power battery cooling, and electric drive heat dissipation on the R134a platform; Figure 8 Schematic diagram of the structure of Integration Solution 3 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention for occupant compartment refrigeration, power battery cooling, and electric drive heat dissipation on the R134a platform; Figure 9 Schematic diagram of the structure of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention for rapid occupant compartment refrigeration, power battery cooling, and electric drive heat dissipation on the R290 platform; Figure 10 Schematic diagram of the structure of Integration Solution 1 of an electric vehicle thermal management system based on a cross-refrigerant compatibility architecture provided by an embodiment of the present invention for rapid occupant compartment refrigeration, power battery cooling, and electric drive heat dissipation on the R290 platform; Figure 11 FIG. 2 is a schematic structural diagram of a second integrated solution of an electric vehicle thermal management system based on a cross-refrigerant compatible architecture for rapid cooling of the passenger compartment, cooling of the power battery, and heat dissipation of the electric drive on the R290 platform; Figure 12 FIG. 3 is a schematic structural diagram of a third integrated solution of an electric vehicle thermal management system based on a cross-refrigerant compatible architecture for rapid cooling of the passenger compartment, cooling of the power battery, and heat dissipation of the electric drive on the R290 platform.

[0014] In the drawings: 11, electric compressor; 12, first plate heat exchanger; 13, liquid storage tank; 14, electronic expansion valve; 15, second plate heat exchanger; 21, warm water pump; 22, cold water pump; 23, power battery water pump; 24, electric drive water pump; 31, first three-way water valve; 32, second three-way water valve; 321, two-way ball valve; 331, third three-way water valve; 332, fourth three-way water valve; 333, fifth three-way water valve; 341, four-way water valve; 351, five-way water valve; 361, six-way water valve; 41, blower; 42, cold air core; 43, warm air core; 51, power battery; 61, electric drive; 71, radiator; 81, expansion water tank; 91, nine-way water valve. Detailed Embodiment

[0015] In order to make the objectives, technical solutions and advantages of the present invention clearer and more understandable, the present invention will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0016] As Figure 1 shown, an electric vehicle thermal management system based on a cross-refrigerant compatible architecture provided by an embodiment of the present invention includes a refrigerant integration module, a water-side integration module, a passenger compartment thermal management module, a power battery 51 system thermal management module, an electric drive 61 system thermal management module, a front-end cooling module, and an expansion water tank 81 module, characterized in that: The refrigerant integration module includes an electric compressor 11, a first plate heat exchanger 12, a liquid storage tank 13, an electronic expansion valve 14, and a second plate heat exchanger 15. Among them, both the first plate heat exchanger 12 and the second plate heat exchanger 15 have a refrigerant side and a coolant side. The outlet of the compressor is connected to the first port of the refrigerant side of the first plate heat exchanger 12. The second port of the refrigerant side of the first plate heat exchanger 12 is connected to the inlet of the liquid storage tank 13. The outlet of the liquid storage tank 13 is connected to the first port of the electronic expansion valve 14. The second port of the electronic expansion valve 14 is connected to the first port of the refrigerant side of the second plate heat exchanger 15. The second port of the refrigerant side of the second plate heat exchanger 15 is connected to the inlet of the compressor.

[0017] The water-side integrated module includes a nine-way water valve 91, a first three-way water valve 31, a second three-way water valve 32, and a heater water pump 21. Among them, port six of the nine-way water valve 91 is connected to pipeline intersection point A, pipeline intersection point A is connected to port three of the first three-way water valve 31, port four of the nine-way water valve 91 is connected to port two of the first three-way water valve 31, port eight of the nine-way water valve 91 is connected to pipeline intersection point H, port two of the nine-way water valve 91 is connected to the inlet of the heater water pump 21, port five of the nine-way water valve 91 is connected to port one of the second three-way water valve 32, port three of the nine-way water valve 91 is connected to pipeline intersection point G, port nine of the nine-way water valve 91 is connected to pipeline intersection point D, port seven of the nine-way water valve 91 is connected to the front-end cooling module, and port one of the nine-way water valve 91 is connected to the electric drive 61 thermal management module.

[0018] The passenger compartment thermal management module includes a passenger compartment HVAC assembly and a cross-refrigerant compatibility module unit. The passenger compartment HVAC assembly includes a blower 41, a heater core 43, and a cold air core 42. The cross-refrigerant compatibility module unit includes a third three-way water valve 331, a fourth three-way water valve 332, and a fifth three-way water valve 333. Among them, the blower 41 is placed at the air inlets of the heater core 43 and the cold air core 42. Port one of the heater core 43 is connected to pipeline intersection point I, pipeline intersection point I is connected to port three of the third three-way water valve 331, pipeline intersection point I is connected to port one of the fourth three-way water valve 332, port two of the third three-way water valve 331 is connected to pipeline intersection point H, port one of the third three-way water valve 331 is connected to port one of the first plate heat exchanger 12, port two of the fourth three-way water valve 332 is connected to port one of the cold air core 42, port three of the fourth three-way water valve 332 is connected to pipeline intersection point J, pipeline intersection point H is connected to port two of the fifth three-way water valve 333, port one of the fifth three-way water valve 333 is connected to pipeline intersection point J, port three of the fifth three-way water valve 333 is connected to port two of the heater core 43, pipeline intersection point J is connected to port three of the second three-way water valve 32, and port two of the second three-way water valve 32 is connected to port one of the second plate heat exchanger 15.

[0019] The power battery 51 system thermal management module includes a power battery 51 and a battery water pump. Among them, the outlet of the power battery 51 is connected to pipeline intersection point C, pipeline intersection point C is connected to port one of the third three-way water valve 331, pipeline intersection point C is connected to pipeline intersection point B, port three of the third three-way water valve 331 is connected to pipeline intersection point A, pipeline intersection point A is connected to pipeline intersection point B, pipeline intersection point B is connected to pipeline intersection point E, pipeline intersection point E is connected to the inlet of the battery water pump, and the outlet of the battery water pump is connected to the inlet of the power battery 51.

[0020] The electric drive system thermal management module includes an electric drive 61 and an electric drive water pump 24. Among them, the water outlet of the electric drive 61 is connected to port 1 of the nine-way water valve 91, the water inlet of the electric drive 61 is connected to the water outlet of the electric drive water pump 24, the water outlet of the electric drive water pump 24 is connected to pipeline intersection point F, and pipeline intersection point F is connected to pipeline intersection point D.

[0021] The front-end cooling module includes a radiator 71. Among them, one end of the radiator 71 is connected to port 7 of the nine-way water valve 91, the other end of the radiator 71 is connected to pipeline intersection point D, and pipeline intersection point D is connected to port 9 of the nine-way water valve 91.

[0022] The expansion water tank 81 module includes an expansion water tank 81. Among them, one end of the expansion water tank 81 is connected to pipeline intersection point E, and the other end of the expansion water tank 81 is connected to pipeline intersection point F.

[0023] As Figure 1 shown, on the R134a platform, when cooling the passenger compartment in summer, the cooling capacity is improved by connecting the cold air core 42 and the warm air core 43 in series; on the R290 platform, due to the inherent physical properties of R290, its cooling capacity is higher than that of R134a. Therefore, it can be ensured that when cooling the passenger compartment in summer, only by passing through the cold air core 42 to achieve heat exchange with the air in the passenger compartment can the passenger compartment be cooled down. At the same time, the cold air core 42 and the warm air core 43 can be connected in series to increase the heat exchange area between the coolant and the air in the passenger compartment to achieve the purpose of quickly cooling the passenger compartment.

[0024] As Figure 1 shown, an electric vehicle thermal management system based on a cross-refrigerant compatible architecture, characterized in that the cross-refrigerant compatibility module unit in the passenger compartment thermal management module can be further integrated, and there are specifically three integration schemes, which can reduce the number of water valves in the cross-refrigerant compatibility module unit.

[0025] As Figures 2 - 4 shown, the three integration schemes of the cross-refrigerant compatibility module unit in the passenger compartment thermal management module are characterized in that In integration scheme one, port 1 of the two-way ball valve 321 is connected to pipeline intersection point H, port 2 of the two-way ball valve 321 is connected to pipeline intersection point J, port 3 of the third three-way water valve 331 is connected to pipeline intersection point I, port 2 of the third three-way water valve 331 is connected to pipeline intersection point H, port 1 of the third three-way water valve 331 is connected to the coolant side port 1 of the first plate heat exchanger 12, port 1 of the four-way water valve 341 is connected to pipeline intersection point I, port 2 of the four-way water valve 341 is connected to pipeline intersection point J, port 3 of the four-way water valve 341 is connected to port 3 of the second three-way water valve 32, and port 4 of the four-way water valve 341 is connected to port 1 of the cold air core 42; In integrated solution two, port one of the third three-way water valve 331 is connected to port eight of the nine-way water valve 91, port two of the third three-way water valve 331 is connected to pipeline intersection point I, port three of the third three-way water valve 331 is connected to pipeline intersection point H, pipeline intersection point I is connected to port two of the heater core 43, pipeline intersection point H is connected to coolant side port one of the first plate heat exchanger 12, port one of the five-way water valve 351 is connected to port one of the heater core 43, port two of the five-way water valve 351 is connected to pipeline intersection point I, port three of the five-way water valve 351 is connected to port three of the second three-way water valve 32, port four of the five-way water valve 351 is connected to port one of the cold air core 42, port two of the cold air core 42 is connected to pipeline intersection point G, and port five of the five-way water valve 351 is connected to pipeline intersection point H; Based on the system architecture of integrated solution three, port one of the six-way water valve 361 is connected to port eight of the nine-way water valve 91, port two of the six-way water valve 361 is connected to port two of the heater core 43, port three of the six-way water valve 361 is connected to port three of the second three-way water valve 32, port four of the six-way water valve 361 is connected to port one of the cold air core 42, port two of the cold air core 42 is connected to pipeline intersection point G, port five of the six-way water valve 361 is connected to coolant side port one of the first plate heat exchanger 12, and port six of the six-way water valve 361 is connected to port one of the heater core 43.

[0026] As Figures 1 - 4 shown, in the cross-refrigerant compatibility module unit of the occupant compartment thermal management module, the cross-refrigerant compatibility module unit can be arranged in two ways. One arrangement is to modify the conventional HVAC assembly to form the cross-refrigerant compatibility module unit inside the HVAC assembly, and the other is to form a separate hardware unit and hang it outside the conventional HVAC assembly housing.

[0027] As Figures 1 - 4 shown, the control method of the cross-refrigerant compatibility module unit and its three integrated solutions in the occupant compartment thermal management module is characterized in that the control method is used to control the electric vehicle thermal management system to meet the high-load refrigeration demand under the high-temperature driving condition in summer, mainly in the occupant compartment refrigeration, power battery 51 cooling, and electric drive 61 heat dissipation modes. At the same time, due to the differences in the cross-refrigerant compatibility module unit, the control method has the following differences. When the refrigerant of the electric vehicle thermal management system is R134a, under the driver's demand for occupant compartment refrigeration, control the cross-refrigerant compatibility module unit to realize the series connection of the cold air core 42 and the heater core 43, and at the same time, carry out power battery 51 cooling and electric drive 61 heat dissipation; When the refrigerant of the electric vehicle thermal management system adopts R290, there are two control methods under the refrigeration driver's demand in the passenger compartment. One is to control the cross-refrigerant compatibility module unit to achieve the series connection of the cold air core body 42 and the warm air core body 43 under the rapid refrigeration demand. The other is to control the cross-refrigerant compatibility module unit to make the cold air core body 42 work alone under the mild refrigeration demand, while cooling the power battery 51 and dissipating heat from the electric drive 61.

[0028] Such as Figure 5As shown, as a preferred embodiment of the present invention, in the R134a platform occupant compartment refrigeration, power battery 51 cooling, and electric drive 61 heat dissipation modes, the refrigerant integration module starts the electric compressor 11, and the high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant side port of the first plate heat exchanger 12, flows out from the second refrigerant side port of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the first port of the electronic expansion valve 14, flows out from the second port of the electronic expansion valve 14 and enters the first refrigerant side port of the second plate heat exchanger 15, and flows out from the second refrigerant side port of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; start the heater water pump 21, and the coolant enters the second coolant side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant side port of the first plate heat exchanger 12 and enters the first port of the third three-way water valve 331, flows out from the second port of the third three-way water valve 331 and enters the sixth port of the nine-way water valve 91. The sixth port of the nine-way water valve 91 is communicated with the seventh port of the nine-way water valve 91. The coolant flows out from the seventh port of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the first port of the nine-way water valve 91. The first port of the nine-way water valve 91 is communicated with the second port of the nine-way water valve 91. The coolant flows out from the second port of the nine-way water valve 91 and enters the inlet of the heater water pump 21;Start the cold water pump 22. The coolant is driven by the cold water pump 22 to enter the second port of the coolant side of the second plate heat exchanger 15, flows out through the first port of the coolant side of the second plate heat exchanger 15 and enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32 and enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91 and enters the battery water pump inlet, flows out through the battery water pump outlet and enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51 and enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31 and enters the fourth port of the nine-way water valve 91, flows out through the third port of the first three-way water valve 31 and mixes with the coolant flowing out through the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 at 25°C, and adjusts the coolant flow rate of the first port of the second three-way water valve 32 accordingly. If the self-detection coolant inlet water temperature of the power battery 51 cannot reach 25°C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32, otherwise reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the first port of the fifth three-way water valve 333, flows out through the third port of the fifth three-way water valve 333 and enters the second port of the heater core 43, flows out through the first port of the heater core 43 and enters the first port of the fourth three-way water valve 332, flows out through the second port of the fourth three-way water valve 332 and enters the first port of the cold air core 42, flows out through the second port of the cold air core 42 and enters the inlet of the cold water pump 22.;

[0029] Such as Figure 6As shown, as a preferred embodiment of the present invention, in the R134a platform passenger compartment refrigeration, power battery 51 cooling, and electric drive 61 heat dissipation modes, the refrigerant integration module starts the electric compressor 11. The high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant side port of the first plate heat exchanger 12, flows out from the second refrigerant side port of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the first port of the electronic expansion valve 14, flows out from the second port of the electronic expansion valve 14 and enters the first refrigerant side port of the second plate heat exchanger 15, and flows out from the second refrigerant side port of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; the warm water pump 21 is started, and the coolant enters the second coolant side port of the first plate heat exchanger 12 driven by the warm water pump 21, flows out from the first coolant side port of the first plate heat exchanger 12 and enters the first port of the third three-way water valve 331, flows out from the second port of the third three-way water valve 331 and enters the sixth port of the nine-way water valve 91. The sixth port of the nine-way water valve 91 is connected to the seventh port of the nine-way water valve 91. The coolant flows out from the seventh port of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the first port of the nine-way water valve 91. The first port of the nine-way water valve 91 is connected to the second port of the nine-way water valve 91. The coolant flows out from the second port of the nine-way water valve 91 and enters the inlet of the warm water pump 21;Start the cold water pump 22. The coolant is driven by the cold water pump 22 and enters the second port of the coolant side of the second plate heat exchanger 15, flows out through the first port of the coolant side of the second plate heat exchanger 15 and enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32 and enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91 and enters the battery water pump inlet, flows out through the battery water pump outlet and enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51 and enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31 and enters the fourth port of the nine-way water valve 91, flows out through the third port of the first three-way water valve 31 and mixes with the coolant flowing out through the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 at 25°C, and adjusts the coolant flow rate at the first port of the second three-way water valve 32 accordingly. If the self-detection coolant inlet water temperature of the power battery 51 cannot reach 25°C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32, otherwise reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the third port of the four-way water valve 341, flows out through the second port of the four-way water valve 341 and enters the second port of the heater core 43, flows out through the first port of the heater core 43 and enters the first port of the four-way water valve 341, flows out through the fourth port of the four-way water valve 341 and enters the first port of the cold air core 42, and flows out through the second port of the cold air core 42 and enters the inlet of the cold water pump 22.;

[0030] Such as Figure 7As shown, as a preferred embodiment of the present invention, in the R134a platform occupant compartment refrigeration, power battery 51 cooling, and electric drive 61 heat dissipation modes, the refrigerant integration module starts the electric compressor 11, and the high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant side port one of the first plate heat exchanger 12, flows out from the second refrigerant side port two of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the port one of the electronic expansion valve 14, flows out from the port two of the electronic expansion valve 14 and enters the first refrigerant side port one of the second plate heat exchanger 15, and flows out from the second refrigerant side port two of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; start the heater water pump 21, and the coolant enters the second coolant side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant side port of the first plate heat exchanger 12 and enters the port one of the third three-way water valve 331, flows out from the port two of the third three-way water valve 331 and enters the port six of the nine-way water valve 91. The port six of the nine-way water valve 91 is connected to the port seven of the nine-way water valve 91. The coolant flows out from the port seven of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the port one of the nine-way water valve 91. The port one of the nine-way water valve 91 is connected to the port two of the nine-way water valve 91. The coolant flows out from the port two of the nine-way water valve 91 and enters the inlet of the heater water pump 21;Start the cold water pump 22. The coolant, driven by the cold water pump 22, enters the second port of the coolant side of the second plate heat exchanger 15, flows out through the first port of the coolant side of the second plate heat exchanger 15, enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32, enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91, enters the battery water pump inlet, flows out through the battery water pump outlet, enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51, enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31, enters the fourth port of the nine-way water valve 91, and flows out through the third port of the first three-way water valve 31 to mix with the coolant flowing out through the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 at 25°C. Then, adjust the coolant flow rate at the first port of the second three-way water valve 32 accordingly. If the self-detection coolant inlet water temperature of the power battery 51 cannot reach 25°C even when the third port of the first three-way water valve 31 is fully closed, increase the opening degree of the first port of the second three-way water valve 32; otherwise, decrease the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the third port of the five-way water valve 351, flows out through the second port of the five-way water valve 351, enters the second port of the heater core 43, flows out through the first port of the heater core 43, enters the first port of the five-way water valve 351, flows out through the fourth port of the five-way water valve 351, enters the first port of the cold air core 42, and flows out through the second port of the cold air core 42 and enters the inlet of the cold water pump 22.;

[0031] Such as Figure 8As shown, as a preferred embodiment of the present invention, in the R134a platform's passenger compartment refrigeration, power battery 51 cooling, and electric drive 61 heat dissipation modes, the refrigerant integration module starts the electric compressor 11. The high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant-side port one of the first plate heat exchanger 12, flows out from the second refrigerant-side port of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the first port of the electronic expansion valve 14, flows out from the second port of the electronic expansion valve 14 and enters the first refrigerant-side port one of the second plate heat exchanger 15, and flows out from the second refrigerant-side port of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; start the heater water pump 21, and the coolant enters the second coolant-side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant-side port of the first plate heat exchanger 12 and enters the fifth port of the six-way water valve 361, flows out from the first port of the six-way water valve 361 and enters the sixth port of the nine-way water valve 91. The sixth port of the nine-way water valve 91 is connected to the seventh port of the nine-way water valve 91. The coolant flows out from the seventh port of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the first port of the nine-way water valve 91. The first port of the nine-way water valve 91 is connected to the second port of the nine-way water valve 91. The coolant flows out from the second port of the nine-way water valve 91 and enters the inlet of the heater water pump 21;Start the cold water pump 22. The coolant, driven by the cold water pump 22, enters the second port of the coolant side of the second plate heat exchanger 15, flows out through the first port of the coolant side of the second plate heat exchanger 15, enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32, enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91, enters the battery water pump inlet, flows out through the battery water pump outlet, enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51, enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31, enters the fourth port of the nine-way water valve 91, flows out through the third port of the first three-way water valve 31 and mixes with the coolant flowing out through the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 at 25°C, and accordingly adjusts the coolant flow rate at the first port of the second three-way water valve 32. If the self-detection coolant inlet water temperature of the power battery 51 cannot reach 25°C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32; otherwise, reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the third port of the six-way water valve 361, flows out through the second port of the six-way water valve 361, enters the second port of the heater core 43, flows out through the first port of the heater core 43, enters the sixth port of the six-way water valve 361, flows out through the fourth port of the six-way water valve 361, enters the first port of the cold air core 42, and flows out through the second port of the cold air core 42 and enters the cold water pump 22 inlet.;

[0032] Such as Figure 9As shown, as a preferred embodiment of the present invention, in the R290 platform crew cabin mild refrigeration, power battery 51 cooling, and electric drive 61 heat dissipation mode, the refrigerant integration module starts the electric compressor 11. The high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant side port one of the first plate heat exchanger 12, flows out from the second refrigerant side port two of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the port one of the electronic expansion valve 14, flows out from the port two of the electronic expansion valve 14 and enters the first refrigerant side port one of the second plate heat exchanger 15, and flows out from the second refrigerant side port two of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; start the heater water pump 21, and the coolant enters the second coolant side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant side port of the first plate heat exchanger 12 and enters the port one of the third three-way water valve 331, flows out from the port two of the third three-way water valve 331 and enters the port six of the nine-way water valve 91. The port six of the nine-way water valve 91 is connected to the port seven of the nine-way water valve 91. The coolant flows out from the port seven of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the port one of the nine-way water valve 91. The port one of the nine-way water valve 91 is connected to the port two of the nine-way water valve 91. The coolant flows out from the port two of the nine-way water valve 91 and enters the inlet of the heater water pump 21;Start the cold water pump 22. The coolant, driven by the cold water pump 22, enters the second port of the coolant side of the second plate heat exchanger 15, flows out through the first port of the coolant side of the second plate heat exchanger 15, enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32, enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91, enters the battery water pump inlet, flows out through the battery water pump outlet, enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51, enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31, enters the fourth port of the nine-way water valve 91, flows out through the third port of the first three-way water valve 31 and mixes with the coolant flowing out through the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 at 25 °C, and accordingly adjusts the coolant flow rate at the first port of the second three-way water valve 32. If the self-detection coolant inlet temperature of the power battery 51 cannot reach 25 °C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32, otherwise reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the third port of the fourth three-way water valve 332, flows out through the second port of the fourth three-way water valve 332, enters the first port of the cold air core 42, and flows out through the second port of the cold air core 42 and enters the cold water pump 22 inlet.;

[0033] Such as Figure 10As shown, as a preferred embodiment of the present invention, in the mode of mild cooling of the passenger compartment, cooling of the power battery 51, and heat dissipation of the electric drive 61 on the R290 platform, the refrigerant integration module starts the electric compressor 11. The high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant-side port of the first plate heat exchanger 12, flows out from the second refrigerant-side port of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the first port of the electronic expansion valve 14, flows out from the second port of the electronic expansion valve 14 and enters the first refrigerant-side port of the second plate heat exchanger 15, and flows out from the second refrigerant-side port of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; start the heater water pump 21, and the coolant enters the second coolant-side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant-side port of the first plate heat exchanger 12 and enters the first port of the third three-way water valve 331, flows out from the second port of the third three-way water valve 331 and enters the sixth port of the nine-way water valve 91. The sixth port of the nine-way water valve 91 is communicated with the seventh port of the nine-way water valve 91. The coolant flows out from the seventh port of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the first port of the nine-way water valve 91. The first port of the nine-way water valve 91 is communicated with the second port of the nine-way water valve 91. The coolant flows out from the second port of the nine-way water valve 91 and enters the inlet of the heater water pump 21;Start the cold water pump 22. The coolant, driven by the cold water pump 22, enters the second port of the coolant side of the second plate heat exchanger 15, flows out through the first port of the coolant side of the second plate heat exchanger 15, enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32, enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91, enters the battery water pump inlet, flows out through the battery water pump outlet, enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51, enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31, enters the fourth port of the nine-way water valve 91, and flows out through the third port of the first three-way water valve 31 to mix with the coolant flowing out through the sixth port of the nine-way water valve 91, so that the self-detection coolant inlet temperature of the power battery 51 is 25 °C, and accordingly adjusts the coolant flow rate of the first port of the second three-way water valve 32. If the self-detection coolant inlet temperature of the power battery 51 cannot reach 25 °C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32, otherwise reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the third port of the four-way water valve 341, flows out through the fourth port of the four-way water valve 341, enters the first port of the cold air core 42, and flows out through the second port of the cold air core 42 and enters the cold water pump 22 inlet.;

[0034] Such as Figure 11As shown, as a preferred embodiment of the present invention, in the mode of mild refrigeration in the passenger compartment of the R290 platform, cooling of the power battery 51, and heat dissipation of the electric drive 61, the refrigerant integration module starts the electric compressor 11. The high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant-side port of the first plate heat exchanger 12, flows out from the second refrigerant-side port of the first plate heat exchanger 12 and enters the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and enters the first port of the electronic expansion valve 14, flows out from the second port of the electronic expansion valve 14 and enters the first refrigerant-side port of the second plate heat exchanger 15, and flows out from the second refrigerant-side port of the second plate heat exchanger 15 and enters the inlet of the electric compressor 11; start the heater water pump 21. The coolant enters the second coolant-side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant-side port of the first plate heat exchanger 12 and enters the first port of the third three-way water valve 331, flows out from the second port of the third three-way water valve 331 and enters the sixth port of the nine-way water valve 91. The sixth port of the nine-way water valve 91 is connected to the seventh port of the nine-way water valve 91. The coolant flows out from the seventh port of the nine-way water valve 91 and enters the inlet of the radiator 71, flows out from the outlet of the radiator 71 and enters the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and enters the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and enters the first port of the nine-way water valve 91. The first port of the nine-way water valve 91 is connected to the second port of the nine-way water valve 91. The coolant flows out from the second port of the nine-way water valve 91 and enters the inlet of the heater water pump 21;Start the cold water pump 22. The coolant enters the second port of the coolant side of the second plate heat exchanger 15 driven by the cold water pump 22, flows out from the first port of the coolant side of the second plate heat exchanger 15 and enters the second port of the second three-way water valve 32, flows out from the first port of the second three-way water valve 32 and enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out from the sixth port of the nine-way water valve 91 and enters the battery water pump inlet, flows out from the battery water pump outlet and enters the coolant inlet of the power battery 51, flows out from the coolant outlet of the power battery 51 and enters the first port of the first three-way water valve 31, flows out from the second port of the first three-way water valve 31 and enters the fourth port of the nine-way water valve 91, and flows out from the third port of the first three-way water valve 31 to mix with the coolant flowing out from the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 reach 25°C, and accordingly adjust the coolant flow rate at the first port of the second three-way water valve 32. If the self-detection coolant inlet temperature of the power battery 51 cannot reach 25°C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32, otherwise reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out from the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out from the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out from the third port of the second three-way water valve 32 enters the third port of the five-way water valve 351, flows out from the fourth port of the five-way water valve 351 and enters the first port of the cold air core 42, and flows out from the second port of the cold air core 42 and enters the inlet of the cold water pump 22.;

[0035] Such as Figure 12As shown, as a preferred embodiment of the present invention, in the mode of moderate cooling of the passenger compartment, cooling of the power battery 51, and heat dissipation of the electric drive 61 on the R290 platform, the refrigerant integration module starts the electric compressor 11. The high-temperature and high-pressure refrigerant flows out from the outlet of the electric compressor 11 and into the first refrigerant-side port of the first plate heat exchanger 12, flows out from the second refrigerant-side port of the first plate heat exchanger 12 and into the inlet of the liquid storage tank 13, flows out from the outlet of the liquid storage tank 13 and into the first port of the electronic expansion valve 14, flows out from the second port of the electronic expansion valve 14 and into the first refrigerant-side port of the second plate heat exchanger 15, and flows out from the second refrigerant-side port of the second plate heat exchanger 15 and into the inlet of the electric compressor 11; start the heater water pump 21. The coolant enters the second coolant-side port of the first plate heat exchanger 12 driven by the heater water pump 21, flows out from the first coolant-side port of the first plate heat exchanger 12 and into the fifth port of the six-way water valve 361, flows out from the first port of the six-way water valve 361 and into the sixth port of the nine-way water valve 91. The sixth port of the nine-way water valve 91 is communicated with the seventh port of the nine-way water valve 91. The coolant flows out from the seventh port of the nine-way water valve 91 and into the inlet of the radiator 71, flows out from the outlet of the radiator 71 and into the inlet of the electric drive water pump 24, flows out from the outlet of the electric drive water pump 24 and into the coolant inlet of the electric drive 61, flows out from the coolant outlet of the electric drive 61 and into the first port of the nine-way water valve 91. The first port of the nine-way water valve 91 is communicated with the second port of the nine-way water valve 91. The coolant flows out from the second port of the nine-way water valve 91 and into the inlet of the heater water pump 21;Start the cold water pump 22. The coolant enters the second port of the coolant side of the second plate heat exchanger 15 driven by the cold water pump 22, flows out through the first port of the coolant side of the second plate heat exchanger 15 and enters the second port of the second three-way water valve 32, flows out through the first port of the second three-way water valve 32 and enters the fifth port of the nine-way water valve 91. The fifth port of the nine-way water valve 91 is connected to the sixth port of the nine-way water valve 91. The coolant flows out through the sixth port of the nine-way water valve 91 and enters the battery water pump inlet, flows out through the battery water pump outlet and enters the coolant inlet of the power battery 51, flows out through the coolant outlet of the power battery 51 and enters the first port of the first three-way water valve 31, flows out through the second port of the first three-way water valve 31 and enters the fourth port of the nine-way water valve 91, and flows out through the third port of the first three-way water valve 31 and mixes with the coolant flowing out through the sixth port of the nine-way water valve 91 to make the self-detection coolant inlet temperature of the power battery 51 at 25 °C, and accordingly adjusts the coolant flow rate at the first port of the second three-way water valve 32. If the self-detection coolant inlet water temperature of the power battery 51 cannot reach 25 °C even when the third port of the first three-way water valve 31 is fully closed, then increase the opening degree of the first port of the second three-way water valve 32, and vice versa, reduce the opening degree of the first port of the second three-way water valve 32. The fourth port of the nine-way water valve 91 is connected to the third port of the nine-way water valve 91. The coolant flowing out through the second port of the first three-way water valve 31 and entering the fourth port of the nine-way water valve 91 flows out through the third port of the nine-way water valve 91 and enters the inlet of the cold water pump 22. At the same time, the coolant flowing out through the third port of the second three-way water valve 32 enters the third port of the six-way water valve 361, flows out through the fourth port of the six-way water valve 361 and enters the first port of the cold air core 42, and flows out through the second port of the cold air core 42 and enters the inlet of the cold water pump 22.;

[0036] The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0037] The above-described embodiments only represent several implementation manners of the present invention. The description is relatively specific and detailed, but it should not be construed as a limitation on the scope of the patent of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several deformations and improvements can still be made, and these all belong to the protection scope of the present invention. Therefore, the protection scope of the patent of the present invention should be subject to the appended claims.

[0038] The above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An electric vehicle collaborative thermal management system based on a cross-refrigerant compatibility architecture, characterized in that The system includes: a refrigerant integration module, a water-side integration module, an occupant compartment thermal management module, a power battery thermal management module, an electric drive thermal management module, a front-end cooling module, and an expansion water tank module, where: The refrigerant integration module includes an electric compressor (11), a first plate heat exchanger (12), a liquid storage tank (13), an electronic expansion valve (14), and a second plate heat exchanger (15). Both the first plate heat exchanger (12) and the second plate heat exchanger (15) have a refrigerant side and a coolant side. The outlet of the electric compressor (11) is connected to the refrigerant side inlet of the first plate heat exchanger (12). The refrigerant side outlet of the first plate heat exchanger (12) is sequentially connected to the liquid storage tank (13), the electronic expansion valve (14), and the refrigerant side inlet of the second plate heat exchanger (15). The refrigerant side outlet of the second plate heat exchanger (15) is connected to the inlet of the electric compressor (11); The water-side integration module includes a nine-way water valve (91), a first three-way water valve (31), a second three-way water valve (32), and a warm water pump (21). The nine-way water valve (91) is connected to the front-end cooling module, the electric drive thermal management module, the power battery thermal management module, the occupant compartment thermal management module, and the expansion water tank module through multiple ports; The occupant compartment thermal management module includes an HVAC assembly and a cross-refrigerant compatibility module unit. A cold air core body (42) and a warm air core body (43) are provided in the HVAC assembly. The cross-refrigerant compatibility module unit is used to control the flow path switching of the cold air core body (42) and the warm air core body (43); The power battery thermal management module and the electric drive thermal management module are respectively connected to the coolant circuit through the nine-way water valve (91), and the coolant is circulated by a water pump; The system is configured to be compatible with two refrigerant platforms, R134a and R290, and adapts to the refrigeration requirements of different refrigerants by adjusting the flow path connection mode of the cross-refrigerant compatibility module unit.

2. The system according to claim 1, wherein In the water-side integration module, the port connection relationship of the nine-way water valve (91) is as follows: Port six is connected to port three of the first three-way water valve (31) through pipeline intersection point A; Port four is connected to port two of the first three-way water valve (31); Port eight is connected to the cross-refrigerant compatibility module unit through pipeline intersection point H; Port two is connected to the inlet of the warm water pump (21); Port five is connected to port one of the second three-way water valve (32); Port seven is connected to the radiator (71) of the front-end cooling module; Port one is connected to the water outlet of the electric drive (61) of the electric drive thermal management module.

3. The system according to claim 1, wherein The cross-refrigerant compatibility module unit includes one of the following three integration schemes: Integration scheme one: Replace the original fourth three-way water valve (332) and fifth three-way water valve (333) with a four-way water valve (341), a third three-way water valve (331), and a two-way ball valve (321); Integration scheme two: Replace the original fourth three-way water valve (332) and fifth three-way water valve (333) with a five-way water valve (351) and a third three-way water valve (331); Integrated solution three: using a six-way water valve (361) to replace the original fourth three-way water valve (332) and the fifth three-way water valve (333).

4. The system according to claim 3, wherein In the integrated solution 1: Port 1 of the four-way water valve (341) is connected to port 1 of the warm air core (43), port 2 is connected to port 1 of the cold air core (42), port 3 is connected to port 3 of the second three-way water valve (32), and port 4 is connected to port 2 of the warm air core (43) via a pipeline intersection point I; Port 1 of the two-way ball valve (321) is connected to the pipeline intersection point H, and port 2 is connected to the pipeline intersection point J.

5. The system according to claim 1, wherein When operating under the R134a refrigerant platform, the cross-refrigerant compatibility module unit is controlled to connect the cold air core (42) and the warm air core (43) in series to improve the refrigeration capacity; when operating under the R290 refrigerant platform, the cold air core (42) is selected to work alone or in series with the warm air core (43) according to the refrigeration demand.

6. The system according to claim 1, characterized in that, The front-end cooling module comprises a radiator (71), one end of the radiator (71) is connected to port seven of the nine-way water valve (91), and the other end is connected to the coolant circuit of the electric drive thermal management module through a pipeline intersection point D.

7. The system according to claim 1, wherein The cross-refrigerant compatibility module unit is integrated inside the HVAC assembly.

8. The system according to claim 1, wherein The cross-refrigerant compatibility module unit is mounted outside the HVAC assembly housing.

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