Temperature Integrated Management System and Control Method

Abstract

The application belongs to the technical field of vehicle thermal management, and discloses a temperature comprehensive management system and a control method thereof. The temperature comprehensive management system comprises a heat exchange pipe system, a passenger cabin heating pipe system, a passenger cabin refrigeration pipe system, a battery temperature control pipe system, an electric drive temperature control pipe system and a control pipe system. The control pipe system is connected between the passenger cabin heating pipe system, the passenger cabin refrigeration pipe system, the battery temperature control pipe system and the electric drive temperature control pipe system, so that the flow direction of the cooling liquid changes according to the operation mode of the temperature comprehensive management system. Through the temperature comprehensive management system, heat exchange can be realized between the refrigerant and the cooling liquid, and only three pumps and the control pipe system are needed to realize heat management of the passenger cabin, the battery and the electric drive system through a relatively simple structure, so that the system cost is relatively low, and the production cost of the new energy vehicle is reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle thermal management technology, and in particular to a comprehensive temperature management system and its control method. Background Technology

[0002] For new energy vehicles, it is necessary not only to manage the temperature inside the passenger compartment, but also to manage the temperature of the battery pack and electric drive system, so that new energy vehicles have stronger weather resistance and safety.

[0003] However, heat pump systems that can simultaneously manage the temperature of the passenger compartment, battery pack, and electric drive system are complex and costly, which is not conducive to reducing the production cost of new energy vehicles.

[0004] Therefore, there is an urgent need for a comprehensive temperature management system and its control method to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this invention is to provide a comprehensive temperature management system and its control method, which can achieve temperature management of the passenger compartment, battery pack and electric drive system with a relatively simple structure.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] The temperature integrated management system includes:

[0008] A heat exchange piping system includes a first refrigerant chamber of a first heat exchanger and a second refrigerant chamber of a second heat exchanger. The first heat exchanger further includes a first coolant chamber, and the second heat exchanger further includes a second coolant chamber. Refrigerant can flow into the first refrigerant chamber and release heat to the coolant in the first coolant chamber, and the refrigerant can flow into the second refrigerant chamber and absorb heat from the coolant flowing through the second coolant chamber.

[0009] The crew compartment heating system includes a first pump, a heating core, and a first coolant chamber connected in series.

[0010] The crew compartment cooling system includes a connected cooling regulating valve, an indoor cooler, a second coolant chamber, and a second pump. The cooling regulating valve is used to control whether to cool the crew compartment.

[0011] A battery temperature control system, comprising a connected battery temperature control regulating valve, a third pump, and a battery temperature controller, wherein the battery temperature control regulating valve is used to control the temperature of the battery temperature controller;

[0012] An electrically driven temperature control system includes a heat exchange assembly, an electrically driven temperature controller, and an electrically driven temperature control regulating valve connected in series. The electrically driven temperature control regulating valve is used to control the temperature of the coolant. The heat exchange assembly includes an active air intake grille.

[0013] A control piping system is connected between the crew compartment heating piping system, the crew compartment cooling piping system, the battery temperature control piping system, and the electric drive temperature control piping system, so that the flow direction of the coolant changes according to the operating mode of the integrated temperature management system.

[0014] In some embodiments, the control piping system includes a first branch piping system having a first interface, a second interface, a third interface, a fourth interface, a fifth interface, and a sixth interface. The first interface is connected to the outlet of the first pump, the second interface is connected to the inlet of the first coolant chamber, the third interface is connected to the inlet of the second pump, the fourth interface is connected to the refrigeration regulating valve, the fifth interface is connected to the inlet of the heat exchange assembly, and the sixth interface is connected to the outlet of the electrically driven temperature-controlled regulating valve.

[0015] The first branch pipe system has a first state, a second state, and a third state. In the first state, the first interface and the fifth interface are connected, the second interface and the sixth interface are connected, and the third interface and the fourth interface are connected. In the second state, the first interface and the second interface are connected, the third interface and the fifth interface are connected, and the fourth interface and the sixth interface are connected. In the third state, the first interface and the second interface are disconnected, the third interface and the fifth interface are connected, and the fourth interface and the sixth interface are connected.

[0016] In some embodiments, the first piping system includes a first four-way regulating valve and a second four-way regulating valve. The first four-way regulating valve and the second four-way regulating valve each have four ports. Three of the ports in the first four-way regulating valve are configured as the first port, the second port, and the fifth port. The remaining port in the first four-way regulating valve is connected to one of the ports in the second four-way regulating valve. The remaining three ports in the second four-way regulating valve are configured as the third port, the fourth port, and the sixth port.

[0017] In some embodiments, the first piping system includes a six-way control valve having six ports, which are respectively configured as the first port, the second port, the third port, the fourth port, the fifth port, and the sixth port.

[0018] In some embodiments, the control piping system further includes a second sub-piping system, the second sub-piping system including a first three-way valve, a one-way valve and a second three-way valve, the first three-way valve being connected between the outlet of the first coolant chamber, the second interface and the inlet of the one-way valve, and the second three-way valve being connected between the outlet of the one-way valve, the battery temperature control regulating valve and the refrigeration regulating valve.

[0019] In some embodiments, the battery temperature control valve has a first battery temperature control interface, a second battery temperature control interface and a third battery temperature control interface, the first battery temperature control interface is connected to the inlet of the third pump, the second battery temperature control interface is connected to the second three-way valve, and the third battery temperature control interface is connected to the outlet of the battery temperature controller.

[0020] The refrigeration regulating valve has a first refrigeration port, a second refrigeration port, a third refrigeration port and a fourth refrigeration port. The first refrigeration port is connected to the second three-way valve, the second refrigeration port is connected to the fourth port, the third refrigeration port is connected to the inlet of the indoor cooler, and the fourth refrigeration port is connected to the outlet of the indoor cooler.

[0021] The electrically driven temperature control valve has a first electrically driven temperature control interface, a second electrically driven temperature control interface, and a third electrically driven temperature control interface. A third three-way valve is connected between the heat exchange component and the electrically driven temperature controller. The first electrically driven temperature control interface is connected to the third three-way valve, the second electrically driven temperature control interface is connected to the electrically driven temperature controller, and the third electrically driven temperature control interface is connected to the sixth interface.

[0022] In some embodiments, the control piping system further includes a third sub-piping system, which includes a fourth three-way valve, a first four-way valve, and a second four-way valve. The fourth three-way valve is connected between the heating core, the inlet of the first coolant chamber, and the first four-way valve. The first four-way valve is connected between the fourth three-way valve, the battery thermostat, the battery temperature control regulating valve, and the second four-way valve. The second four-way valve is connected between the inlet of the second coolant chamber, the fourth refrigeration interface, the outlet of the indoor cooler, and the first four-way valve.

[0023] In some embodiments, the airflow entering the passenger compartment can flow sequentially through the indoor cooler and the heating core, and the temperature integrated management system further includes a damper for controlling the cooling effect of the indoor cooler on the airflow.

[0024] A temperature integrated management system control method, applied to the aforementioned temperature integrated management system, includes:

[0025] The operating mode is determined based on whether the passenger compartment is cooled, heated, or dehumidified.

[0026] When the operating mode is cooling and not dehumidifying, the opening of the active air intake grille in the heat exchange assembly is adjusted according to the coolant temperature in the heat exchange assembly, the ambient temperature, and the vehicle speed.

[0027] When the operating mode is cooling and dehumidifying, the opening of the active air intake grille is adjusted according to the difference between the actual temperature of the coolant in the heating core and the target temperature of the coolant.

[0028] When the operating mode is heating and dehumidifying, the opening of the active air intake grille is adjusted according to the difference between the actual temperature of the coolant in the indoor cooler and the target temperature of the coolant.

[0029] When the operating mode is heating and not dehumidifying, the opening of the active air intake grille is adjusted according to the coolant temperature in the heat exchange assembly, the ambient temperature, and the vehicle speed.

[0030] In some embodiments, when the operating mode is heating without dehumidification or cooling without dehumidification, the temperature control requirement is obtained based on the coolant temperature and the ambient temperature, and the target opening of the active air intake grille is obtained based on the temperature control requirement and the vehicle speed, and then the opening of the active air intake grille is adjusted according to the target opening of the active air intake grille.

[0031] The beneficial effects of this invention are as follows: Through this integrated temperature management system and control method, heat exchange between the refrigerant and coolant can be achieved. Using only three pumps and a control piping system, heat management of the passenger compartment, battery, and electric drive system is achieved with a relatively simple structure, resulting in lower system costs and contributing to reduced production costs for new energy vehicles. The aforementioned integrated temperature management system control method allows for control of the opening of the active air intake grille in corresponding modes, thereby replenishing or releasing heat from the coolant in the integrated temperature management system. This enables cooling, heating, and dehumidification effects with a simple structure, significantly reducing equipment costs and control complexity. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the heat exchange piping system in the temperature integrated management system of this invention;

[0033] Figure 2 This is a schematic diagram showing the connection of the crew cabin heating pipe system, the crew cabin cooling pipe system, the battery temperature control pipe system, and the electric drive temperature control pipe system in the temperature integrated management system of this invention.

[0034] Figure 3 This is a schematic diagram of coolant flow in cooling mode;

[0035] Figure 4 This is a schematic diagram of coolant flow during battery cooling mode;

[0036] Figure 5 This is a schematic diagram of coolant flow in dual cooling modes;

[0037] Figure 6 This is a schematic diagram of coolant flow during cooling and dehumidification mode;

[0038] Figure 7 This is a schematic diagram of coolant flow during heating and dehumidification mode;

[0039] Figure 8 This is a schematic diagram of coolant flow in heating mode;

[0040] Figure 9 This is a schematic diagram of coolant flow during battery heating mode;

[0041] Figure 10 This is a schematic diagram of coolant flow in dual heating modes;

[0042] Figure 11 This is a schematic diagram of coolant flow during the warm-up of the dual heating modes and electric drive system.

[0043] Figure 12 This is a schematic diagram of coolant flow in passive cooling mode;

[0044] Figure 13 This is a schematic diagram of coolant flow in passive heating mode;

[0045] Figure 14 This is a connection diagram of the crew compartment heating piping system, crew compartment cooling piping system, battery temperature control piping system and electric drive temperature control piping system when using a six-way regulating valve.

[0046] Figure 15 This is a schematic diagram of the control method of the integrated temperature management system.

[0047] In the picture:

[0048] 11. First heat exchanger; 111. First coolant chamber; 112. First refrigerant chamber; 12. Second heat exchanger; 121. Second coolant chamber; 122. Second refrigerant chamber; 13. Compressor; 14. Electronic expansion valve; 21. First pump; 22. Heating core; 31. Second pump; 32. Refrigeration regulating valve; 321. First refrigeration interface; 322. Second refrigeration interface; 323. Third refrigeration interface; 324. Fourth refrigeration interface; 33. Indoor cooler; 331. Blower; 41. Third pump; 42. Battery thermostat; 43. Battery temperature control regulating valve; 431. First battery temperature control interface; 432. Second battery temperature control interface; 433. Third battery temperature control interface; 51. Heat exchanger Replacement components; 511, heat exchange piping network; 512, active air intake grille; 513, fan; 52, electrically driven thermostat; 53, electrically driven thermostatic control valve; 531, first electrically driven thermostatic control interface; 532, second electrically driven thermostatic control interface; 533, third electrically driven thermostatic control interface; 601, first interface; 602, second interface; 603, third interface; 604, fourth interface; 605, fifth interface; 606, sixth interface; 61, first four-way control valve; 62, second four-way control valve; 63, first three-way valve; 64, one-way valve; 65, second three-way valve; 66, third three-way valve; 67, fourth three-way valve; 68, first four-way valve; 69, second four-way valve; 71, six-way control valve. Detailed Implementation

[0049] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0050] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," "fixed," and "abutting" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0051] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0052] In the description of this embodiment, the terms "upper," "lower," "right," and "left," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0053] The following is based on the appendix Figure 1 To be continued Figure 15 This invention introduces the temperature integrated management system and its control method that are to be protected.

[0054] like Figure 1 , Figure 2 As shown in this embodiment, the integrated temperature management system mainly includes a heat exchange piping system, a crew compartment heating piping system, a crew compartment cooling piping system, a battery temperature control system, an electric drive temperature control piping system, and a control piping system. The heat exchange piping system contains refrigerant and coolant; the refrigerant can undergo a phase change, thereby achieving heat transfer between the environment and the coolant.

[0055] Specifically, the heat exchange piping system includes a first refrigerant chamber 112 of a first heat exchanger 11, an electronic expansion valve 14, a second refrigerant chamber 122 of a second heat exchanger 12, and a compressor 13. The first heat exchanger 11 has a first coolant chamber 111 and a first refrigerant chamber 112, and the second heat exchanger 12 has a second coolant chamber 121 and a second refrigerant chamber 122. The inlet of the compressor 13 is connected to the second refrigerant chamber 122, and the outlet of the compressor 13 is connected to the first refrigerant chamber 112. Driven by the compressor 13, the refrigerant flows sequentially through the first refrigerant chamber 112, the electronic expansion valve 14, and the second refrigerant chamber 122. Coolant flows in both the first coolant chamber 111 and the second coolant chamber 121. When the refrigerant flows into the first refrigerant chamber 112, it releases heat to the coolant in the first coolant chamber 111, thereby increasing the temperature of the coolant. When the refrigerant flows into the second refrigerant chamber 122, it can absorb heat from the coolant in the second coolant chamber 121, thereby reducing the temperature of the coolant.

[0056] like Figure 2 As shown, the passenger compartment heating system includes a first pump 21, a heating core 22, and the aforementioned first coolant chamber 111. The outlet of the first pump 21 is connected to the inlet of the heating core 22, and the outlet of the heating core 22 is connected to the inlet of the first coolant chamber 111. The heating core 22 is installed in temperature control components such as air conditioning systems and can heat the air entering the passenger compartment, thereby achieving a heating effect on the passenger compartment.

[0057] The refrigeration system of the passenger compartment includes a refrigeration regulating valve 32, an indoor cooler 33, a second coolant chamber 121, and a second pump 31. The refrigeration regulating valve 32 is connected to the inlet of the indoor cooler 33, the outlet of the indoor cooler 33 is connected to the inlet of the second coolant chamber 121, and the outlet of the second coolant chamber 121 is connected to the inlet of the second pump 31. The indoor cooler 33 is also integrated into temperature control components such as air conditioning systems. Similar to existing technologies, under the action of the blower 331, the airflow entering the passenger compartment flows sequentially through the indoor cooler 33 and the heating core 22, thereby achieving temperature regulation and humidity management. Furthermore, the integrated temperature management system also includes dampers, which are used to control the cooling and heating effects of the indoor cooler 33 and / or the heating core 22 on the airflow. The cooling regulating valve 32 is connected to the inlet of the second coolant chamber 121, so that when the coolant flows in the crew compartment cooling piping system, it can either flow through the indoor cooler 33 or skip the indoor cooler 33, that is, flow directly from the cooling regulating valve 32 into the second coolant chamber 121, thereby controlling whether to cool the crew compartment.

[0058] The battery temperature control system includes a third pump 41, a battery temperature controller 42, and a battery temperature control regulating valve 43. The battery temperature control regulating valve 43 is connected to the inlet of the third pump 41, and the outlet of the third pump 41 is connected to the inlet of the battery temperature controller 42. The battery temperature controller 42 can be a heat transfer pipe, enabling heat exchange between the heat transfer pipe and the battery, thereby regulating the battery temperature. The battery temperature control regulating valve 43 controls the flow direction of the coolant, thereby controlling the temperature of the battery temperature controller 42, and further regulating the heat exchange between the battery temperature controller 42 and the battery.

[0059] The electrically driven temperature control system includes a heat exchange assembly 51, an electrically driven temperature controller 52, and an electrically driven temperature control regulating valve 53. The outlet of the heat exchange assembly 51 is connected to one port of the electrically driven temperature controller 52, and the other port of the electrically driven temperature controller 52 is connected to the electrically driven temperature control regulating valve 53. The heat exchange assembly 51 includes a heat exchange network 511, a fan 513, and an active air intake grille 512. Driven by the fan 513 or vehicle speed, outside air can pass through the active air intake grille 512 and exchange heat with the coolant flowing in the heat exchange network 511, thereby reducing the coolant temperature. The active air intake grille 512 can be adjusted to change the airflow rate exchanging heat with the heat exchange network 511, thereby controlling the range of coolant temperature changes.

[0060] The control piping system is connected between the crew compartment heating piping system, the crew compartment cooling piping system, the battery temperature control piping system, and the electric drive temperature control piping system, so that the flow direction of the coolant changes according to the operating mode of the integrated temperature management system.

[0061] This integrated temperature management system enables heat exchange between refrigerant and coolant, and manages the heat of the passenger compartment, battery, and electric drive system with a relatively simple structure using only three pumps and control piping. It has a low system cost and helps reduce the production cost of new energy vehicles.

[0062] Continue to refer to Figure 2 As shown, in this embodiment, the control piping system includes a first branch piping system, a second branch piping system, and a third branch piping system. The first branch piping system has a first interface 601, a second interface 602, a third interface 603, a fourth interface 604, a fifth interface 605, and a sixth interface 606. The first interface 601 is connected to the outlet of the first pump 21, the second interface 602 is connected to the inlet of the first coolant chamber 111, the third interface 603 is connected to the inlet of the second pump 31, the fourth interface 604 is connected to the refrigeration regulating valve 32, the fifth interface 605 is connected to the inlet of the heat exchange assembly 51, and the sixth interface 606 is connected to the outlet of the electrically driven temperature control regulating valve 53.

[0063] The first sub-piping system has three states: a first state, a second state, and a third state. In the first state, the first interface 601 and the fifth interface 605 are connected, the second interface 602 and the sixth interface 606 are connected, and the third interface 603 and the fourth interface 604 are connected. In the second state, the first interface 601 and the second interface 602 are connected, the third interface 603 and the fifth interface 605 are connected, and the fourth interface 604 and the sixth interface 606 are connected. In the third state, the first interface 601 and the second interface 602 are disconnected, the third interface 603 and the fifth interface 605 are connected, and the fourth interface 604 and the sixth interface 606 are connected. By switching the first sub-piping system between these different states, the flow direction of coolant in the crew compartment heating pipe system, the crew compartment cooling pipe system, the battery temperature control pipe system, and the electric drive temperature control pipe system can be changed. Combined with the control of the first pump 21 and the second pump 31, this allows the integrated temperature management system to switch between different modes.

[0064] The second piping system includes a first three-way valve 63, a one-way valve 64, and a second three-way valve 65. The first three-way valve 63 is connected between the outlet of the first coolant chamber 111, the second interface 602, and the inlet of the one-way valve 64. The second three-way valve 65 is connected between the outlet of the one-way valve 64, the battery temperature control valve 43, and the refrigeration control valve 32. The third piping system includes a fourth three-way valve 67, a first four-way valve 68, and a second four-way valve 69. The fourth three-way valve 67 is connected between the heating core 22, the inlet of the first coolant chamber 111, and the first four-way valve 68. The first four-way valve 68 is connected between the fourth three-way valve 67, the battery temperature controller 42, the battery temperature control valve 43, and the second four-way valve 69. The second four-way valve 69 is connected between the inlet of the second coolant chamber 121, the fourth refrigeration interface 324 of the refrigeration control valve 32, the outlet of the indoor cooler 33, and the first four-way valve 68. The second and third piping systems can facilitate the flow of coolant between the passenger compartment heating system, the battery temperature control system, and the passenger compartment cooling system, thereby enriching the modes that the integrated temperature management system can achieve.

[0065] Continue to refer to Figure 2 As shown, the battery temperature control regulating valve 43 has a first battery temperature control interface 431, a second battery temperature control interface 432 and a third battery temperature control interface 433. The first battery temperature control interface 431 is connected to the inlet of the third pump 41, the second battery temperature control interface 432 is connected to the second three-way valve 65, and the third battery temperature control interface 433 is connected to the outlet of the battery temperature controller 42.

[0066] The refrigeration regulating valve 32 has a first refrigeration port 321, a second refrigeration port 322, a third refrigeration port 323 and a fourth refrigeration port 324. The first refrigeration port 321 is connected to the second three-way valve 65, the second refrigeration port 322 is connected to the fourth port 604, the third refrigeration port 323 is connected to the inlet of the indoor cooler 33, and the fourth refrigeration port 324 is connected to the outlet of the indoor cooler 33.

[0067] The electrically driven temperature control valve 53 has a first electrically driven temperature control interface 531, a second electrically driven temperature control interface 532, and a third electrically driven temperature control interface 533. A third three-way valve 66 is connected between the heat exchange assembly 51 and the electrically driven temperature controller 52. The first electrically driven temperature control interface 531 is connected to the third three-way valve 66, the second electrically driven temperature control interface 532 is connected to the electrically driven temperature controller 52, and the third electrically driven temperature control interface 533 is connected to the sixth interface 606.

[0068] Optionally, the first pump 21, the second pump 31, and the heat exchange assembly 51 are all connected to a liquid storage container via replenishment pipes. The liquid storage container stores coolant and can replenish a portion of the coolant to at least one of the crew compartment cooling system, the crew compartment heating system, and the electrically driven temperature control system when the coolant volume changes, or can contain a portion of the coolant from at least one of the crew compartment cooling system, the crew compartment heating system, and the electrically driven temperature control system to maintain normal coolant pressure.

[0069] The following is based on Figures 3 to 14 This paper introduces the various operating modes of the integrated temperature management system.

[0070] like Figure 3 As shown, taking an ambient temperature of 25°C to 40°C as an example, this integrated temperature management system can operate in a cooling mode that only cools the passenger compartment. In this mode, the compressor 13 in the heat exchange piping system is operational, driving the refrigerant to circulate sequentially through the compressor 13, the first refrigerant chamber 112, the electronic expansion valve 14, and the second refrigerant chamber 122. The first sub-piping system is in its first state, thereby connecting the passenger compartment heating piping system and the electrically driven temperature control piping system, and isolating the passenger compartment cooling piping system from the passenger compartment heating piping system and the electrically driven temperature control piping system.

[0071] Specifically, in the passenger compartment heating pipe system and the electrically driven temperature control pipe system, the first pump 21 drives the coolant to flow. The coolant circulates along the path of the first pump 21, the heating core 22, the fourth three-way valve 67, the first coolant chamber 111, the first three-way valve 63, the second interface 602, the sixth interface 606, the electrically driven temperature controller 52, the third three-way valve 66, the heat exchange assembly 51, the fifth interface 605, and the first interface 601 (as shown by the arrows in the figure). When the coolant flows to the first coolant chamber 111, it can absorb heat from the refrigerant. When the coolant flows to the heat exchange assembly 51, the opening of the active air intake grille 512 can be adjusted according to the coolant temperature in the heat exchange assembly 51, the ambient temperature, and the current vehicle speed, thereby preventing the coolant from absorbing heat from the environment when flowing through the heat exchange assembly 51. In cooling mode, the active air intake grille 512 is preferably fully open, so that the coolant can fully dissipate heat to the environment when flowing through the heat exchange assembly 51. It should be noted that, at this time, the airflow entering the passenger compartment is isolated from the heating core 22 by the aforementioned damper, thereby preventing the airflow from heating up as it passes through the heating core 22. It should also be noted that, since the third pump 41 is not operating at this time, the coolant will not circulate in the battery temperature control system.

[0072] In the crew compartment refrigeration system, the second pump 31 drives the coolant flow, and through the regulation of the refrigeration regulating valve 32, the coolant circulates along the path of the second pump 31, the third port 603, the fourth port 604, the second refrigeration port 322, the third refrigeration port 323, the indoor cooler 33, the second four-way valve 69, and the second coolant chamber 121. When the coolant flows through the indoor cooler 33, it absorbs heat from the airflow entering the crew compartment, thereby reducing the airflow temperature and achieving a cooling effect. Subsequently, the coolant flows into the second coolant chamber 121, releasing heat to the refrigerant, thereby continuously transferring the heat in the crew compartment refrigeration system to the crew compartment heating system and the electrically driven temperature control system through the heat exchange system, and releasing it into the environment through the heat exchange assembly 51, thus enabling the crew compartment refrigeration system to continuously cool the aforementioned airflow.

[0073] like Figure 4 As shown, taking an ambient temperature of 25°C to 40°C as an example, this integrated temperature management system can operate in a battery cooling mode that only cools the battery. At this time, the compressor 13 in the heat exchange piping system is in operation, driving the refrigerant to circulate sequentially along the compressor 13, the first refrigerant chamber 112, the electronic expansion valve 14, and the second refrigerant chamber 122. The first sub-piping system is in the first state, thereby connecting the crew compartment heating piping system and the electrically driven temperature control piping system, and isolating the crew compartment cooling piping system from the crew compartment heating piping system, the electrically driven temperature control piping system, and the battery temperature control piping system.

[0074] Specifically, in the passenger compartment heating pipe system and the electrically driven temperature control pipe system, the first pump 21 drives the coolant to flow. The coolant circulates along the path of the first pump 21, the heating core 22, the fourth three-way valve 67, the first coolant chamber 111, the first three-way valve 63, the second interface 602, the sixth interface 606, the electrically driven temperature controller 52, the third three-way valve 66, the heat exchange assembly 51, the fifth interface 605, and the first interface 601. When the coolant flows to the first coolant chamber 111, it can absorb heat from the refrigerant. When the coolant flows to the heat exchange assembly 51, the opening of the active air intake grille 512 can be adjusted according to the coolant temperature in the heat exchange assembly 51, the ambient temperature, and the current vehicle speed, thereby preventing the coolant from absorbing heat from the environment when flowing through the heat exchange assembly 51, and preferably allowing the coolant to dissipate heat to the environment when flowing through the heat exchange assembly 51. It should be noted that, at this time, the airflow entering the crew compartment is also isolated from the heating core 22 through the aforementioned air damper, thereby preventing the airflow from heating up due to passing through the heating core 22.

[0075] In the refrigeration piping system of the passenger compartment and the battery temperature control piping system, the second pump 31 and the third pump 41 simultaneously drive the coolant flow. Through the regulation of the refrigeration regulating valve 32, the coolant circulates along the path of the second pump 31, the third interface 603, the fourth interface 604, the second refrigeration interface 322, the first refrigeration interface 321, the second three-way valve 65, the second battery temperature control interface 432, the third pump 41, the first four-way valve 68, the second four-way valve 69, and the second coolant chamber 121. When the coolant flows through the indoor cooler 33, the aforementioned damper isolates the airflow entering the passenger compartment from the indoor cooler 33, or directly prevents the airflow from entering the air conditioning system, thus isolating the airflow from both the indoor cooler 33 and the heating core 22, thereby preventing the airflow from affecting the temperature inside the passenger compartment. When the coolant flows through the battery temperature controller 42, the coolant temperature is lower than the real-time battery temperature, allowing it to absorb heat and thus lower the battery temperature. Subsequently, the coolant flows through the second coolant chamber 121 and transfers heat to the crew compartment heating system and the electrically driven temperature control system through the heat exchange piping system, and is finally discharged through the heat exchange assembly 51.

[0076] like Figure 5 As shown, taking an ambient temperature of 25 to 40 degrees Celsius as an example, this integrated temperature management system can operate in a dual cooling mode, simultaneously cooling the battery and the passenger compartment. In this mode, the operation of the heat exchange piping system and the electrically driven temperature control system is the same as in the aforementioned cooling mode and battery cooling mode, and will not be elaborated upon here.

[0077] In the crew compartment cooling piping system and battery temperature control piping system, the second pump 31 and the third pump 41 simultaneously drive the coolant flow. Through the regulation of the cooling regulating valve 32, a portion of the coolant circulates along the path of the second pump 31, the third port 603, the fourth port 604, the second cooling port 322, the first cooling port 321, the second three-way valve 65, the second battery temperature control port 432, the third pump 41, the first four-way valve 68, the second four-way valve 69, and the second coolant chamber 121. The other portion of the coolant circulates along the path of the second pump 31, the third port 603, the fourth port 604, the second cooling port 322, the third cooling port 323, the indoor cooler 33, the second four-way valve 69, and the second coolant chamber 121. When the coolant flows through the indoor cooler 33, it absorbs heat from the airflow entering the crew compartment, thereby reducing the airflow temperature and achieving a cooling effect. When the coolant flows through the battery thermostat 42, its temperature is lower than the real-time temperature of the battery, thus absorbing heat and reducing the battery temperature. Subsequently, the coolant flows through the second coolant chamber 121 and transfers heat to the crew compartment heating system and the electrically driven temperature control system through the heat exchange piping system, and is finally discharged through the heat exchange assembly 51.

[0078] Preferably, in dual cooling mode, the first battery temperature control interface 431 and the second battery temperature control interface 432 of the battery temperature control regulating valve 43 are connected, and the first battery temperature control interface 431 and the third battery temperature control interface 433 are also connected. At this time, after the coolant flows through the battery temperature controller 42, a portion of the coolant can circulate along the path of the first four-way valve 68, the third battery temperature control interface 433, the first battery temperature control interface 431, and the third pump 41, thereby ensuring that the coolant temperature passing through the battery temperature controller 42 is higher than the coolant temperature passing through the indoor cooler 33, meeting the differentiated temperature requirements of different components.

[0079] like Figure 6 As shown, taking an ambient temperature of 20 to 25 degrees Celsius as an example, this integrated temperature management system can operate in a cooling and dehumidification mode for the passenger compartment. Compared to the cooling mode described above, the difference lies in the fact that the airflow first passes through the indoor cooler 33 and then through the heating core 22 via the aforementioned damper, resulting in the airflow cooling down first and then heating up, achieving a dehumidification effect. Furthermore, due to the low ambient temperature, the opening of the active air intake grille 512 in the heat exchange assembly 51 is reduced, for example, operating at half-open, to avoid heat loss from the coolant. It should be noted that since the third pump 41 is not operating at this time, the coolant will not circulate in the battery temperature control system.

[0080] like Figure 7As shown, taking an ambient temperature of 5 to 20 degrees Celsius as an example, this integrated temperature management system can operate in a heating and dehumidification mode for the crew cabin. At this time, the compressor 13 in the heat exchange piping system is in operation, driving the refrigerant to circulate sequentially along the compressor 13, the first refrigerant chamber 112, the electronic expansion valve 14, and the second refrigerant chamber 122. The first sub-piping system is in the second state, thereby connecting the crew cabin cooling piping system and the electrically driven temperature control piping system, and isolating the crew cabin heating piping system from the crew cabin cooling piping system and the electrically driven temperature control piping system.

[0081] Specifically, in the crew compartment refrigeration piping system and the electrically driven temperature control piping system, driven by the second pump 31, the coolant circulates along the path of the third interface 603, the fifth interface 605, the heat exchange assembly 51, the third three-way valve 66, the electrically driven temperature control device, the electrically driven temperature control regulating valve 53, the sixth interface 606, the second refrigeration interface 322, the third refrigeration interface 323, the indoor cooler 33, the second four-way valve 69, the second coolant chamber 121, and the second pump 31. When the coolant flows through the heat exchange assembly 51, it can absorb heat from the airflow passing through the active air intake grille 512 and the heat exchange piping network 511. When it flows through the electrically driven temperature controller 52, it can also absorb the heat generated by the electric drive system. Furthermore, when the coolant flows through the indoor cooler 33, it absorbs heat from the airflow passing through the indoor cooler 33. And when the coolant flows through the second coolant chamber 121, it outputs heat to the refrigerant. The heat will be transferred to the crew compartment heating system through the heat exchange piping system.

[0082] In the crew compartment heating system, driven by the first pump 21, the coolant circulates along the path of the heating core 22, the fourth three-way valve 67, the first coolant chamber 111, the first three-way valve 63, the second interface 602, and the first interface 601. When the coolant flows through the first coolant chamber 111, it absorbs heat from the heat exchange system. When the coolant flows through the heating core 22, it releases heat to the airflow flowing through it. By controlling the airflow through the indoor cooler 33 and the heating core 22 via the damper, a dehumidification effect of cooling followed by heating can be achieved, and the crew compartment can be heated. It should be noted that since the third pump 41 is not operating at this time, the coolant does not circulate in the battery temperature control system.

[0083] like Figure 8As shown, taking an ambient temperature of -20 degrees Celsius to 5 degrees Celsius as an example, this integrated temperature management system can operate in heating mode for the passenger compartment. Compared to the heating and dehumidification mode, the difference lies in the fact that in the passenger compartment's refrigeration piping system and electrically driven temperature control piping system, the coolant circulates along the path of the third interface 603, the fifth interface 605, the heat exchange component 51, the third three-way valve 66, the electrically driven temperature control component, the electrically driven temperature control regulating valve 53, the sixth interface 606, the second refrigeration interface 322, the fourth refrigeration interface 324, the second four-way valve 69, the second coolant chamber 121, and the second pump 31. In other words, the coolant does not pass through the indoor cooler 33 at this time, and does not produce a dehumidification effect of first cooling and then heating the airflow flowing through the heating core 22. Instead, it simply heats the airflow and inputs it into the passenger compartment to raise the temperature inside the passenger compartment.

[0084] like Figure 9 As shown, taking an ambient temperature of -20 degrees Celsius to 5 degrees Celsius as an example, this integrated temperature management system can operate in a battery heating mode. The difference compared to the heating modes mentioned above is that the first sub-piping system is in the third state.

[0085] Specifically, driven by the third pump 41, the coolant circulates between the crew compartment heating pipe system and the battery temperature control pipe system, following the path of the battery temperature controller 42, the first four-way valve 68, the fourth three-way valve 67, the first coolant chamber 111, the first three-way valve 63, the one-way valve 64, the second three-way valve 65, the second battery temperature control interface 432, the first battery temperature control interface 431, and the third pump 41. The flow of coolant in the crew compartment cooling pipe system and the electrically driven temperature control pipe system is the same as in the heating mode described above. At this time, external heat is transferred to the crew compartment heating pipe system through the electrically driven temperature control pipe system, the crew compartment cooling pipe system, and the heat exchange pipe system. When the coolant flows through the battery temperature controller 42, it raises the battery temperature, thereby improving the battery's performance in low-temperature environments.

[0086] like Figure 10As shown, taking an ambient temperature of -20 degrees Celsius to 5 degrees Celsius as an example, this integrated temperature management system can operate in a dual heating mode, heating the passenger compartment and heating the battery. Compared to the heating mode for the passenger compartment mentioned above, the third pump 41 is in operation at this time, and the first sub-piping system is in the second state, so that the coolant flows simultaneously in the passenger compartment heating pipe system and the battery temperature control pipe system. Furthermore, preferably, the first battery temperature control interface 431 and the second battery temperature control interface 432 of the battery temperature control regulating valve 43 are connected, and the first battery temperature control interface 431 and the third battery temperature control interface 433 are connected, so that a portion of the coolant can circulate along the path of the first four-way valve 68, the third battery temperature control interface 433, the first battery temperature control interface 431 and the third pump 41, so that the temperature of the coolant flowing through the heating core 22 is different from the temperature of the coolant flowing through the battery temperature controller 42, meeting the differentiated temperature requirements of different components.

[0087] like Figure 11 As shown, based on the dual heating mode, the coolant can bypass the electric drive system by controlling the electrically driven temperature control valve 53, facilitating the warm-up of the electric drive system. For example, during the warm-up of the electric drive system, the first and third electrically driven temperature control interfaces 531 and 533 of the electrically driven temperature control valve 53 are connected, as are the second and third electrically driven temperature control interfaces 532 and 533, thereby allowing some coolant to bypass the electric drive system and reducing the heat absorbed from it. Of course, in some embodiments, the second and third electrically driven temperature control interfaces 532 and 533 can be separated, allowing all the coolant to flow between the first and third electrically driven temperature control interfaces 531 and 533, preventing the coolant from absorbing heat from the electric drive system.

[0088] like Figure 12 As shown, when the heat exchange piping system is not working and the battery temperature is higher than the ambient temperature, the integrated temperature management system can operate in a passive cooling mode to dissipate heat from the battery. At this time, the first sub-piping system is in the third state, and the second pump 31 and the third pump 41 drive the coolant to flow between the crew compartment cooling piping system, the electrically driven temperature control piping system, and the battery temperature control piping system.

[0089] Specifically, the coolant circulates along the path of the second pump 31, the third port 603, the fifth port 605, the heat dissipation assembly, the third three-way valve 66, the electrically driven thermostat 52, the electrically driven temperature control valve 53, the sixth port 606, the second refrigeration port 322, the first refrigeration port 321, the second three-way valve 65, the battery temperature control valve 43, the third pump 41, the battery thermostat 42, the first four-way valve 68, the second four-way valve 69, and the second coolant chamber 121. The coolant absorbs heat when flowing through the battery thermostat 42 and releases heat when flowing through the heat exchange assembly 51.

[0090] like Figure 13 As shown, similarly, when the heat exchange piping system is not in operation, the integrated temperature management system can operate in a passive heating mode for battery heating by utilizing the waste heat from the electric drive system. At this time, the first sub-piping system is in the third state, and the second pump 31 and the third pump 41 drive the coolant to flow between the crew compartment cooling piping system, the electric drive temperature control piping system, and the battery temperature control piping system.

[0091] Specifically, the coolant circulates along the path of the second pump 31, the third port 603, the fifth port 605, the heat dissipation assembly, the third three-way valve 66, the electrically driven thermostat 52, the electrically driven temperature control valve 53, the sixth port 606, the second refrigeration port 322, the first refrigeration port 321, the second three-way valve 65, the battery temperature control valve 43, the third pump 41, the battery thermostat 42, the first four-way valve 68, the second four-way valve 69, and the second coolant chamber 121. The coolant releases heat when flowing through the battery thermostat 42 and absorbs heat when flowing through the electrically driven thermostat 52.

[0092] Optionally, in each of the above modes, the first piping system includes a first four-way regulating valve 61 and a second four-way regulating valve 62. Each of the first and second four-way regulating valves has four ports. Three ports of the first four-way regulating valve 61 are configured as a first port 601, a second port 602, and a fifth port 605. The remaining port of the first four-way regulating valve 61 is connected to one port of the second four-way regulating valve 62. The remaining three ports of the second four-way regulating valve 62 are configured as a third port 603, a fourth port 604, and a sixth port 606. These six ports can be configured using two four-way regulating valves, thus meeting the requirements for regulating the flow direction of the coolant.

[0093] Of course, in some other embodiments, such as Figure 14 As shown, the first branch piping system can also use a six-way control valve 71. This six-way control valve 71 has six ports, which are respectively configured as a first port 601, a second port 602, a third port 603, a fourth port 604, a fifth port 605, and a sixth port 606. The connection and disconnection changes between the six ports can meet the requirements of the above-mentioned modes.

[0094] This invention also provides a control method for a comprehensive temperature management system, applied to the aforementioned comprehensive temperature management system. For example... Figure 15 As shown, it specifically includes:

[0095] S1. Determine the operating mode based on whether the passenger compartment is cooled, heated, or dehumidified.

[0096] Specifically, the operating mode can be determined based on the input commands from the air conditioner or controller, or based on the operating status of each piping system. This invention does not impose any specific limitations on this.

[0097] S21. When the operating mode is cooling and not dehumidifying, the opening degree of the active air intake grille 512 in the heat exchange assembly 51 is adjusted according to the coolant temperature in the heat exchange assembly 51, the ambient temperature and the vehicle speed.

[0098] Specifically, at this time, the temperature control requirements can be obtained first based on the coolant temperature in the heat exchange component 51 and the ambient temperature, then the target opening of the active air intake grille 512 can be obtained based on the temperature control requirements and the vehicle speed, and finally the opening of the active air intake grille 512 can be adjusted based on the target opening of the active air intake grille 512.

[0099] S22. When the operating mode is cooling and dehumidifying, the opening of the active air intake grille 512 is adjusted according to the difference between the actual temperature of the coolant in the heating core 22 and the target temperature of the coolant.

[0100] Specifically, the opening degree of the active air intake grille 512 affects the amount of heat absorbed by the coolant from the environment as it flows through the heat exchange assembly 51. When using the cooling and dehumidification mode, since the airflow entering the passenger compartment needs to be dehumidified by first cooling and then heating, the cooled airflow needs to be heated by the heating core 22. In this case, for example, the active air intake grille 512 can be partially open to release some heat to the coolant and ensure the cooling effect of the interior cooler 33.

[0101] S23. When the operating mode is heating and dehumidifying, the opening of the active air intake grille 512 is adjusted according to the difference between the actual temperature of the coolant in the indoor cooler 33 and the target temperature of the coolant.

[0102] Specifically, when using the heating and dehumidification mode, the airflow flowing into the passenger compartment also needs to be dehumidified by first cooling and then heating. For example, the active air intake grille 512 can also be partially opened to replenish the coolant and ensure the heating effect of the heating core 22.

[0103] S24. When the operating mode is heating and not dehumidifying, the opening of the active air intake grille 512 in the heat exchange assembly 51 is adjusted according to the coolant temperature in the heat exchange assembly 51, the ambient temperature and the vehicle speed.

[0104] Specifically, at this time, the temperature control requirements can be obtained first based on the coolant temperature in the heat exchange component 51 and the ambient temperature, then the target opening of the active air intake grille 512 can be obtained based on the temperature control requirements and the vehicle speed, and finally the opening of the active air intake grille 512 can be adjusted based on the target opening of the active air intake grille 512.

[0105] Through the above-mentioned temperature integrated management system control method, the opening of the active air intake grille 512 can be controlled in the corresponding mode, thereby replenishing or releasing heat to the coolant in the temperature integrated management system. This enables the cooling, heating and dehumidification effects to be achieved with a simple structure, greatly reducing equipment costs and control difficulty.

[0106] More specifically, in S21 and S24, the correspondence between coolant temperature, ambient temperature, vehicle speed and the opening degree of active air intake grille 512 can be statistically obtained according to empirical formulas, and the target opening degree can be set according to the collected coolant temperature, ambient temperature and vehicle speed when controlling the opening degree.

[0107] For example, Tables 1 and 2 are examples of the correspondence under heating and dehumidification conditions.

[0108]

[0109] Table 1. Correspondence between coolant temperature, ambient temperature, and temperature control requirements

[0110]

[0111] Table 2. Correspondence between temperature control requirements, vehicle speed, and target opening degree

[0112] For example, when the coolant temperature is 50 degrees Celsius and the ambient temperature is 30 degrees Celsius, the required temperature control value is 40 according to Table 1. Substituting this into Table 2, and based on a vehicle speed of 80 km / h, the target opening value is 40.

[0113] For example, Tables 3 and 4 are examples of the correspondence under heating and dehumidification conditions.

[0114]

[0115] Table 3. Correspondence between coolant temperature, ambient temperature, and temperature control requirements

[0116]

[0117] Table 4. Correspondence between temperature control requirements, vehicle speed, and target opening degree

[0118] The usage of Tables 3 and 4 is similar to that of Tables 1 and 2, and will not be repeated in this invention. It should be noted that the values ​​in Tables 1, 2, 3, and 4 are for illustrative purposes only and are not actual values. Therefore, this invention does not limit the specific values ​​in Tables 1, 2, 3, and 4. As long as the target opening is obtained based on the correspondence between coolant temperature, ambient temperature, vehicle speed, and the opening of the active grille shutter, it falls within the scope of protection of this invention.

[0119] Meanwhile, for S22 and S23, PID algorithm control is preferably adopted, so that by adjusting the actual opening degree, the actual temperature of the heating core 22 or the indoor cooler 33 can be made to converge with the target temperature. Similar PID algorithms are mature technologies, and will not be described in detail in this invention.

[0120] In the description of this specification, references to terms such as "some embodiments," "other embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0121] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A temperature integrated management system, characterized by, Comprise: A heat exchange pipe system, comprising a first refrigerant cavity (112) of a first heat exchanger (11) and a second refrigerant cavity (122) of a second heat exchanger (12), the first heat exchanger (11) further comprising a first coolant cavity (111), and the second heat exchanger (12) further comprising a second coolant cavity (121), refrigerant being able to flow into the first refrigerant cavity (112) and release heat to coolant in the first coolant cavity (111), and the refrigerant being able to flow into the second refrigerant cavity (122) and absorb heat from the coolant flowing through the second coolant cavity (121); A passenger cabin heating pipe system, comprising a first pump (21), a heating core (22) and the first coolant cavity (111) in communication; A passenger cabin cooling pipe system, comprising a cooling regulating valve (32), an indoor cooler (33), the second coolant cavity (121) and a second pump (31) in communication, the cooling regulating valve (32) being used to control whether to cool the passenger cabin; A battery temperature control pipe system, comprising a battery temperature control regulating valve (43), a third pump (41) and a battery temperature controller (42) in communication, the battery temperature control regulating valve (43) being used to control the temperature of the battery temperature controller (42); An electric drive temperature control pipe system, comprising a heat exchange assembly (51), an electric drive temperature controller (52) and an electric drive temperature control regulating valve (53) in communication, the electric drive temperature control regulating valve (53) being used to control the temperature of the coolant, and the heat exchange assembly (51) comprising a main air intake grille (512); A control pipe system connected between the passenger cabin heating pipe system, the passenger cabin cooling pipe system, the battery temperature control pipe system and the electric drive temperature control pipe system, so that the flow direction of the coolant changes according to the operation mode of the temperature comprehensive management system; The control pipe system comprises a first sub-pipe system having a first interface (601), a second interface (602), a third interface (603), a fourth interface (604), a fifth interface (605) and a sixth interface (606), the first interface (601) being connected with the flow outlet of the first pump (21), the second interface (602) being connected with the flow inlet of the first coolant cavity (111), the third interface (603) being connected with the flow inlet of the second pump (31), the fourth interface (604) being connected with the cooling regulating valve (32), the fifth interface (605) being connected with the flow inlet of the heat exchange assembly (51), and the sixth interface (606) being connected with the flow outlet of the electric drive temperature control regulating valve (53), The first sub-pipe system has a first state, a second state and a third state, in the first state, the first interface (601) and the fifth interface (605) are communicated, the second interface (602) and the sixth interface (606) are communicated, the third interface (603) and the fourth interface (604) are communicated, in the second state, the first interface (601) and the second interface (602) are communicated, the third interface (603) and the fifth interface (605) are communicated, the fourth interface (604) and the sixth interface (606) are communicated, in the third state, the first interface (601) and the second interface (602) are cut off, the third interface (603) and the fifth interface (605) are communicated, the fourth interface (604) and the sixth interface (606) are communicated. 2.The temperature integrated management system according to claim 1, wherein The first sub-pipe system comprises a first four-way regulating valve (61) and a second four-way regulating valve (62), the first four-way regulating valve (61) and the second four-way regulating valve (62) each have four interfaces, three of the interfaces in the first four-way regulating valve (61) are configured as the first interface (601), the second interface (602) and the fifth interface (605), the remaining one of the interfaces in the first four-way regulating valve (61) and one of the interfaces in the second four-way regulating valve (62) are connected, the remaining three of the interfaces in the second four-way regulating valve (62) are configured as the third interface (603), the fourth interface (604) and the sixth interface (606). 3.The temperature integrated management system according to claim 1, wherein The first sub-pipe system comprises a six-way regulating valve (71), the six-way regulating valve (71) has six interfaces, and the six interfaces are respectively configured as the first interface (601), the second interface (602), the third interface (603), the fourth interface (604), the fifth interface (605) and the sixth interface (606). 4.The temperature integrated management system according to claim 1, wherein The control pipe system further comprises a second sub-pipe system, the second sub-pipe system comprises a first three-way valve (63), a check valve (64) and a second three-way valve (65), the first three-way valve (63) is connected between an outlet of the first cooling liquid cavity (111), the second interface (602) and a flow inlet of the check valve (64), the second three-way valve (65) is connected between a flow outlet of the check valve (64), the battery temperature control regulating valve (43) and the refrigeration regulating valve (32). 5.The temperature integrated management system according to claim 4, wherein The battery temperature control regulating valve (43) has a first battery temperature control interface (431), a second battery temperature control interface (432) and a third battery temperature control interface (433), the first battery temperature control interface (431) is connected with the flow inlet of the third pump (41), the second battery temperature control interface (432) is connected with the second three-way valve (65), and the third battery temperature control interface (433) is connected with the flow outlet of the battery temperature controller (42); The refrigeration regulating valve (32) has a first refrigeration interface (321), a second refrigeration interface (322), a third refrigeration interface (323) and a fourth refrigeration interface (324), the first refrigeration interface (321) is connected with the second three-way valve (65), the second refrigeration interface (322) is connected with the fourth interface (604), the third refrigeration interface (323) is connected with the flow inlet of the indoor cooler (33), and the fourth refrigeration interface (324) is connected with the flow outlet of the indoor cooler (33); The electrically-driven temperature control regulating valve (53) has a first electrically-driven temperature control interface (531), a second electrically-driven temperature control interface (532) and a third electrically-driven temperature control interface (533), a third three-way valve (66) is connected between the heat exchange assembly (51) and the electrically-driven temperature controller (52), the first electrically-driven temperature control interface (531) is connected with the third three-way valve (66), the second electrically-driven temperature control interface (532) is connected with the electrically-driven temperature controller (52), and the third electrically-driven temperature control interface (533) is connected with the sixth interface (606).

6. The temperature comprehensive management system according to claim 5, wherein The control pipeline further comprises a third sub-pipeline, the third sub-pipeline comprises a fourth three-way valve (67), a first four-way valve (68) and a second four-way valve (69), the fourth three-way valve (67) is connected between the heating core (22), the flow inlet of the first cooling liquid cavity (111) and the first four-way valve (68), the first four-way valve (68) is connected between the fourth three-way valve (67), the battery temperature controller (42), the battery temperature control regulating valve (43) and the second four-way valve (69), and the second four-way valve (69) is connected between the flow inlet of the second cooling liquid cavity (121), the fourth refrigeration interface (324), the flow outlet of the indoor cooler (33) and the first four-way valve (68).

7. The temperature comprehensive management system according to claim 1, wherein The air flow into the passenger cabin can flow through the indoor cooler (33) and the heating core (22) in sequence, and the temperature comprehensive management system further comprises a damper for controlling the cooling effect of the indoor cooler (33) on the air flow.

8. The temperature integrated management system control method according to any one of claims 1 to 7, characterized by, Comprise: Determine the operation mode according to whether to refrigerate the passenger cabin, whether to heat the passenger cabin and whether to dehumidify; When the operation mode is cooling and non-dehumidification, the opening of the active air inlet grille (512) in the heat exchange assembly (51) is adjusted according to the cooling liquid temperature in the heat exchange assembly (51), the ambient temperature and the vehicle speed; When the operation mode is cooling and dehumidification, the opening of the active air inlet grille (512) is adjusted according to the difference between the actual temperature of the cooling liquid in the heating core (22) and the target temperature of the cooling liquid; When the operation mode is heating and dehumidification, the opening of the active air inlet grille (512) is adjusted according to the difference between the actual temperature of the cooling liquid in the indoor cooler (33) and the target temperature of the cooling liquid; When the operation mode is heating and non-dehumidification, the opening of the active air inlet grille (512) is adjusted according to the cooling liquid temperature in the heat exchange assembly (51), the ambient temperature and the vehicle speed.

9. The temperature comprehensive management system control method according to claim 8, characterized in that, When the operation mode is heating and non-dehumidification or cooling and non-dehumidification, the temperature control requirement is obtained according to the cooling liquid temperature and the ambient temperature, the target opening of the active air inlet grille (512) is obtained according to the temperature control requirement and the vehicle speed, and the opening of the active air inlet grille (512) is adjusted according to the target opening of the active air inlet grille (512).

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