A six-way valve heat pump thermal management architecture based on integrated vehicle thermal management

Abstract

The present application relates to the technical field of automobile thermal management, and particularly relates to a six-way valve heat pump thermal management architecture based on integrated vehicle thermal management, which adopts an indirect heat pump form, and sets an independent refrigerant circuit and a coolant circuit; the coolant circuit comprises three parallel sub-circuits of a cab, a battery pack and an electric motor control, relies on integrated six-way valves, four-way valves and SOV valve groups to realize multi-circuit flow path switching, is matched with a compressor, a WCC, a chiller, an electronic expansion valve and a multi-parameter sensor, adopts a self-limiting temperature PTC heating film to replace a traditional W-PTC, and realizes independent and accurate temperature control of the battery. The present application constructs a cascade utilization of electric drive waste heat and a multi-circuit collaborative control strategy, adapts to various operating conditions, and finally solves problems such as high power consumption, poor circuit collaboration, low integration, extensive heat flow distribution and imperfect monitoring closed loop of the existing system, effectively improves thermal management energy efficiency, space utilization, waste heat utilization and system operation stability, and reduces the energy consumption of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of automotive thermal management technology, and more specifically to a six-way valve heat pump thermal management architecture based on integrated vehicle thermal management. Background Technology

[0002] For use scenarios in southern China where temperatures exceed 0°C in winter, existing thermal management systems for new energy vehicles mostly adopt independent battery / electric drive coolant circuits and air conditioning duct architectures, equipped with expansion tanks, multi-loop water pumps, electronic expansion valves, chillers, LTR and other heat exchange components, as well as W-PTC heaters, to achieve basic cooling, heating and waste heat recovery functions through temperature sensors.

[0003] In practical applications, the existing system has revealed several technical problems that make it insufficiently adaptable to southern working conditions:

[0004] First, the heating scheme is redundant and has high power consumption: in the southern winter, only mild heating is needed. Traditional W-PTC heaters have high power and slow response, and need to be coupled with the vehicle's coolant circuit, which not only wastes energy, but also cannot achieve precise independent temperature control of the battery.

[0005] Second, the efficiency of loop coordination and operating condition switching is low: there is a lack of unified integrated control logic between multiple loops. Under typical operating conditions such as "passenger cabin cooling + battery insulation" and "electric drive waste heat recovery + cabin heating", valve actions are not synchronized and flow distribution is unbalanced, resulting in large fluctuations in battery temperature and slow air conditioning response.

[0006] Third, the system integration and space utilization are insufficient: the core components (expansion tank, water pump, solenoid valve, heat exchanger) are scattered, the pipelines are long and there are many interfaces, which not only occupies the vehicle's valuable loading space, but also increases the risk of leakage and pipeline flow resistance, requiring high-power water pumps to drive, further increasing energy consumption.

[0007] Fourth, the heat flow distribution and waste heat utilization are not precise: when the heat demand of the passenger compartment, battery and electric drive conflict, the low-grade waste heat of the electric drive cannot be recovered first for battery insulation or cabin heating, and high-power heating methods are still relied upon in winter; in summer, the cooling capacity distribution of the chiller is rough, which can easily lead to the battery being too cold or the system having insufficient low pressure, which restricts the vehicle's range and component life.

[0008] Fifth, the state perception and control closed loop is imperfect: relying only on a small number of temperature sensors, and lacking pressure and flow monitoring data of key nodes such as six-way valves, chillers, and LTRs, it is impossible to predict operating conditions and optimize valve opening and pump speed in real time, resulting in poor system stability and robustness. Summary of the Invention

[0009] The purpose of this invention is to provide a six-way valve heat pump thermal management architecture based on vehicle integrated thermal management, aiming to solve the technical defects of existing new energy vehicle thermal management systems when operating in winter scenarios above 0°C in southern China, such as redundant heating schemes and high power consumption, poor coordination of multi-loop operating condition switching, low system integration and large space occupation, crude heat flow distribution and waste heat utilization, and imperfect state perception and control closed loop.

[0010] To achieve the above objectives, this invention provides a six-way valve heat pump thermal management architecture based on integrated vehicle thermal management, including a refrigerant circuit and a coolant circuit. The refrigerant circuit includes a compressor, a six-way valve, a WCC, four temperature and pressure sensors PT1~PT4, an evaporator, a chiller, a gas-liquid separator, and three electronic expansion valves EXV1~EXV3. The coolant circuit includes a battery water pump, a motor water pump, expansion tank 1, expansion tank 2, a four-way valve, a WCC liquid cooling plate, an interior heat exchanger, and five temperature sensors T1~T5.

[0011] The refrigerant in the refrigerant circuit does not go directly to the WCC liquid cooling plate and the indoor heat exchanger. After exchanging heat with the coolant medium through the WCC, it is then passed to the WCC liquid cooling plate and the indoor heat exchanger by the coolant.

[0012] The coolant circuit includes three parallel sub-circuits: the motor control coolant circuit, the cab coolant circuit, and the battery pack coolant circuit. The three sub-circuits share the WCC, Chiller, and expansion tank for heat exchange and coolant replenishment, and use a six-way valve as the common flow path switching hub. The opening and closing of the motor control coolant circuit and the battery coolant circuit are controlled by a four-way valve, and the opening and closing of the motor control coolant circuit and the cab coolant circuit are controlled by a six-way valve.

[0013] The refrigerant circuit is equipped with solenoid valves SOV1 and SOV2 to control the on / off of the branch circuit. Solenoid valve SOV1 is responsible for isolating the on / off of the refrigerant branch circuit in the cab, while solenoid valve SOV2 is responsible for controlling the on / off of the refrigerant branch circuit corresponding to waste heat recovery, heating, and motor circuit coupling.

[0014] The six-way valve heat pump thermal management architecture based on vehicle integrated thermal management has multiple operating conditions. In the heating mode of the cab, the compressor generates high-temperature and high-pressure refrigerant, which exchanges heat with the indoor heat exchanger circuit through the water-cooled condenser WCC. In the cooling mode of the cab, the electronic expansion valve EXV1 controls the expansion and vaporization of the refrigerant to absorb heat. It then flows through the Chiller to exchange heat with the refrigerant circuit and cools the interior through the indoor heat exchanger.

[0015] The battery pack's cooling mode is controlled by the electronic expansion valve EXV2, which controls the expansion and vaporization of the refrigerant to absorb heat. The refrigerant then flows through the Chiller and exchanges heat with the battery coolant circuit to reduce the battery pack temperature. The battery pack's heating mode is controlled by the ECU to heat the self-limiting temperature PTC heating film.

[0016] In the motor control circuit, the coolant is circulated by a motor water pump, and the front-end radiator is used to dissipate heat from the motor control system and the battery pack.

[0017] This invention provides a six-way valve heat pump thermal management architecture based on integrated vehicle thermal management. It employs an indirect heat pump design with independent refrigerant and coolant circuits. The coolant circuit includes three parallel sub-circuits: one for the cab, one for the battery pack, and one for the motor control system. An integrated six-way valve, along with a four-way valve and an SOV solenoid valve assembly, serves as the core for flow path switching. The hardware architecture is constructed using a compressor, WCC (water, heat), chiller, evaporator, multiple electronic expansion valves, and multiple temperature, pressure, and flow sensors. This invention abandons the traditional W-PTC heating method, employing a battery-specific self-limiting PTC heating film to achieve independent and precise battery temperature control. The six-way valve enables isolation, connection, and operating condition switching of the three coolant sub-circuits, establishing a tiered utilization mechanism for electric drive waste heat to battery insulation and cabin heating. Multiple operating conditions are defined, and a multi-circuit collaborative control strategy and a full-link multi-parameter sensing closed-loop system are implemented to real-time adjust valve opening, pump speed, and compressor operating conditions. Ultimately, it solved the problems of high power consumption, poor loop coordination, low integration, crude heat flow distribution, and imperfect monitoring closed loop in the existing system, effectively improving thermal management efficiency, space utilization, waste heat utilization, and system operation stability, and reducing the energy consumption of the whole vehicle. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the six-way valve heat pump thermal management architecture based on vehicle integrated thermal management of the present invention.

[0020] Figure 2 This is a schematic diagram of the coolant flow direction under the single-cab cooling mode of the present invention.

[0021] Figure 3 This is a schematic diagram of the coolant flow direction under the single-cell cooling mode of the present invention.

[0022] Figure 4This is a schematic diagram of the coolant flow direction under the dual-cooling mode of the present invention.

[0023] Figure 5 This is a schematic diagram of the coolant flow direction under the single-cab heating mode of the present invention.

[0024] Figure 6 This is a schematic diagram of the coolant flow direction under the operating conditions of the motor electronic control heat dissipation mode of the present invention.

[0025] Figure 7 This is a schematic diagram of the coolant flow direction under the cab heating + waste heat recovery mode of the present invention.

[0026] Figure 8 This is a schematic diagram of the coolant flow direction under the battery heating + motor waste heat recovery mode of the present invention. Detailed Implementation

[0027] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0028] Please see Figures 1 to 8 This invention provides a six-way valve heat pump thermal management architecture based on integrated vehicle thermal management, including a refrigerant circuit and a coolant circuit. The refrigerant circuit includes a compressor, a six-way valve, a WCC, four temperature and pressure sensors PT1~PT4, an evaporator, a chiller, a gas-liquid separator, and three electronic expansion valves EXV1~EXV3. The coolant circuit includes a battery water pump, a motor water pump, expansion tank 1, expansion tank 2, a four-way valve, a WCC liquid cooling plate, an interior heat exchanger, and five temperature sensors T1~T5.

[0029] The refrigerant in the refrigerant circuit does not go directly to the WCC liquid cooling plate and the indoor heat exchanger. After exchanging heat with the coolant medium through the WCC, it is then passed to the WCC liquid cooling plate and the indoor heat exchanger by the coolant.

[0030] The coolant circuit includes three parallel sub-circuits: the motor control coolant circuit, the cab coolant circuit, and the battery pack coolant circuit. The three sub-circuits share the WCC, Chiller, and expansion tank for heat exchange and coolant replenishment, and use a six-way valve as the common flow path switching hub. The opening and closing of the motor control coolant circuit and the battery coolant circuit are controlled by a four-way valve, and the opening and closing of the motor control coolant circuit and the cab coolant circuit are controlled by a six-way valve.

[0031] The refrigerant circuit is equipped with solenoid valves SOV1 and SOV2 to control the on / off of the branch circuit. Solenoid valve SOV1 is responsible for isolating the on / off of the refrigerant branch circuit in the cab, while solenoid valve SOV2 is responsible for controlling the on / off of the refrigerant branch circuit corresponding to waste heat recovery, heating, and motor circuit coupling.

[0032] The six-way valve heat pump thermal management architecture based on vehicle integrated thermal management has multiple operating conditions. In the heating mode of the cab, the compressor generates high-temperature and high-pressure refrigerant, which exchanges heat with the indoor heat exchanger circuit through the water-cooled condenser WCC. In the cooling mode of the cab, the electronic expansion valve EXV1 controls the expansion and vaporization of the refrigerant to absorb heat. It then flows through the Chiller to exchange heat with the refrigerant circuit and cools the interior through the indoor heat exchanger.

[0033] The cooling mode of the battery pack is controlled by the electronic expansion valve EXV2, which controls the expansion and vaporization of the refrigerant to absorb heat. The refrigerant then flows through the Chiller and exchanges heat with the battery coolant circuit to reduce the temperature of the battery pack. The heating mode of the battery pack is controlled by the ECU to heat the self-limiting temperature PTC heating film.

[0034] In the motor control circuit, the coolant is circulated by the motor water pump, and the front-end radiator realizes the heat dissipation function of the motor control and battery pack.

[0035] The following description, in conjunction with examples and actual working conditions, provides further explanation:

[0036] The key components in the embodiments are described in the table below:

[0037]

[0038] like Figure 1 As shown in the figure above, this embodiment uses an indirect heat pump based on R134A refrigerant. The yellow line represents the motor control coolant circuit, the blue line represents the cab coolant circuit, and the green line represents the battery coolant circuit.

[0039] In heating mode, whether the cab heating circuit activates heat pump heating depends on the ambient temperature and the residual heat from the motor and electronic control system. When the water temperature in the motor and electronic control system is sufficient, the system controls the on / off state of ports 4 and 6 of the six-way valve, and the four-way valve connects the residual heat from the motor and electronic control system to the cab. The battery heating system is controlled by the ECU, which heats the battery by driving a self-limiting temperature PTC heating film.

[0040] In cooling mode, the compressor operates, controlling the cab cooling or battery cooling by adjusting the electronic expansion valves EXV1 and 3. At this time, the cab heating circuit and battery circuit are completely isolated, and the battery circuit is isolated from the motor circuit. The battery circuit is cooled by the chiller, while the cab cooling circuit is cooled by the evaporator.

[0041] In heat dissipation mode, battery heat dissipation is achieved through the self-circulation of the battery circuit, or by controlling the four-way valve to connect to the motor control circuit and dissipate heat through the radiator.

[0042] The six-way valve heat pump thermal management architecture based on integrated vehicle thermal management involves the circulation of both refrigerant and coolant circuits. The refrigerant circuit is the first to circulate. High-temperature, high-pressure refrigerant exits the compressor outlet and enters the WCC (coolant control coil) to exchange heat with the coolant circuit. Since the coolant temperature is significantly lower than the refrigerant temperature, heat is transferred from the refrigerant to the coolant circuit. After exiting the WCC, the refrigerant is throttled by the electronic expansion valve EXV3, becoming a low-temperature, low-pressure refrigerant. It then absorbs heat from the outside through the chiller, raising its temperature before passing through the gas-liquid separator and re-entering the compressor inlet to complete the refrigerant circuit circulation.

[0043] Secondly, there's the coolant circuit circulation. When the ambient temperature is suitable, the compressor can operate normally. After absorbing heat from the high-temperature, high-pressure refrigerant at the WCC (coolant control center), the coolant is split through a six-way valve, flowing separately through the liquid cooling plate and the indoor heat exchanger. After heating the indoor heat exchanger, the coolant recharges and flows back to the expansion tank, completing the coolant circuit circulation. When the ambient temperature is too low, the compressor may have difficulty starting. In this case, the compressor can utilize the waste heat recovery function to increase the refrigerant inlet pressure and start normally.

[0044] The architecture will be further explained below in conjunction with actual working conditions:

[0045] (1) Cab cooling:

[0046] like Figure 2 As shown, the cab requires cooling. The high-temperature, high-pressure refrigerant releases heat through the WCC, then passes through the electronic expansion valve EXV1 to become a low-temperature, low-pressure state. It then absorbs heat from the coolant through the evaporator, and the coolant cools the indoor heat exchanger, thus achieving the effect of cooling the cab.

[0047] Operating conditions: The air conditioner cooling switch is on and the knob is turned to cooling mode, and the maximum battery pack temperature is ≤35℃.

[0048] Actions executed: SOV1 opens, the opening degree of electronic expansion valve EXV1 is adjusted according to the refrigerant superheat at the Chiller, and the fan and compressor start working.

[0049] (2) Single-battery cooling mode

[0050] Please see Figure 3 When the battery temperature is too high and cooling is required, the high-temperature and high-pressure refrigerant releases heat through the WCC, and then becomes a low-temperature and low-pressure state through the electronic expansion valve EXV2. It then exchanges heat with the battery pack circuit coolant through the Chiller, absorbing the heat in the battery pack circuit and achieving the battery pack cooling effect.

[0051] Operating conditions: The air conditioner cooling switch is off and the knob is not in the cooling position, and the maximum temperature of the battery pack is >35℃.

[0052] Actions executed: the six-way valve 3-2 is connected, the four-way valve 4-2 is connected, the opening of the electronic expansion valve EXV2 is adjusted according to the refrigerant superheat at the Chiller, EXV1 is closed, and the fan, compressor, and battery water pump are turned on.

[0053] (3) Dual-on cooling mode

[0054] like Figure 4 As shown, when both the cabin and the battery have cooling requirements, the high-temperature and high-pressure refrigerant releases heat through the WCC and then flows through the electronic expansion valves EXV1 and EXV2 to a low-temperature and low-pressure state. Subsequently, it passes through the Evaporator and Chiller respectively to conduct convective heat exchange with the cabin air and battery pack coolant circuits, efficiently absorbing heat from the corresponding circuits and achieving coordinated cooling of the cabin and battery pack.

[0055] Operating conditions: 0℃ < ambient temperature and water temperature < 20℃.

[0056] Action: When solenoid valve SOV1 opens, the compressor and fan start synchronously. Electronic expansion valve EXV1 adjusts its opening in real time based on the refrigerant superheat at the Chiller, achieving precise control of refrigerant flow. The six-way valve switches to the 3-2 connection state, and the four-way valve switches to the 4-2 connection state. Under this condition, electronic expansion valves EXV1 and EXV3 open, while EXV2 closes. Their opening is also adjusted in a closed loop based on the refrigerant superheat at the Chiller. Simultaneously, the compressor, fan, and battery water pump work together to ensure efficient heat exchange in the system.

[0057] (4) Cab heating mode

[0058] like Figure 5 As shown, the cab requires heating. Depending on the ambient temperature, the Heater Core can be activated for auxiliary heating, or the heat pump can be turned on independently for heating. The heated coolant passes through the indoor heat exchanger to heat the air inside the cab, achieving the desired heating effect.

[0059] Operating conditions: 0℃ < ambient temperature and water temperature < 20℃.

[0060] Action: In low-temperature environments, Heater Core heating is activated independently, and the 3-2 terminals of the six-way valve 2 are connected. When the temperature is suitable, Heater Core is turned off, and the compressor starts working. EXV2 adjusts according to the superheat.

[0061] (5) Motor control cooling mode

[0062] Please see Figure 6 If the motor's electronic control temperature is too high, the water pump and fan in the motor circuit will start, and the heat from the motor will be carried away by the coolant circulation and discharged outdoors through the radiator in the motor circuit.

[0063] Operating conditions: When the motor control temperature is ≥40℃ in charging mode or idling.

[0064] Action executed: Six-way valve 4-5 is connected, four-way valve 3-1 is connected, and the motor and water pump are turned on.

[0065] (6) Cab heating + waste heat recovery mode

[0066] like Figure 7 As shown, the motor control temperature is too high, and the cab has a heating requirement. The motor circuit water pump and fan are turned on to remove the heat from the motor through coolant circulation and transfer the heat to the cab refrigerant through WCC heat exchange.

[0067] Operating conditions: When the motor and electronic control temperature is ≥40℃ during spring and winter driving conditions.

[0068] Actions executed: Connect the six-way valve (6-4 and 1-3), connect the four-way valve (1-3), and start the motor and water pump.

[0069] (7) Battery heating + motor waste heat recovery

[0070] Please see Figure 8 When the battery requires heating, but the ambient temperature has not yet reached the threshold that requires the activation of the self-limiting temperature PTC heating film, the battery can be heated by recovering the waste heat from the motor.

[0071] Operating conditions: When the motor and electronic control temperature is ≥40℃ during spring and winter driving conditions.

[0072] Actions executed: Six-way valve 6-4 is connected, four-way valves 1-2 and 4-3 are connected, and the battery water pump is turned on.

[0073] In summary, the present invention has the following beneficial effects:

[0074] By adopting a six-valve thermal management architecture based on integrated vehicle thermal management, and replacing the traditional W-PTC heater with a self-limiting PTC heating film, multiple beneficial technical effects are achieved: For scenarios with temperatures above 0℃ in southern winters, the self-limiting PTC heating film can independently provide precise and gentle heating for the battery, avoiding energy waste caused by the high-power redundant heating of traditional W-PTC, and simplifying the battery heating circuit structure, effectively reducing system power consumption and hardware costs; The unified control logic at the six-way valve level enables precise coordinated scheduling of multi-loop heat flow, and can synchronously coordinate valve actions and flow distribution under typical operating conditions such as "dual-operation cooling of the cockpit and battery" and "motor waste heat recovery and cabin heating," significantly improving battery temperature stability and air conditioning response speed, and eliminating system lag and imbalance problems during operating condition switching; The integrated layout of core components and the compact piping design of the six-way valve significantly shorten the time required for the battery to reach its designed operating conditions. The reduced pipeline length and fewer interfaces lower the risk of flow resistance and leakage, freeing up valuable loading space in new energy vehicles. This also allows for the use of lower-power water pumps, further reducing overall vehicle energy consumption and maintenance costs. By prioritizing the recovery of low-grade waste heat from the electric drive for battery insulation or cabin heating, combined with a refined chiller cooling capacity allocation strategy in summer, reliance on high-power heating in winter is reduced, and issues such as battery overcooling or system low pressure are avoided, significantly improving waste heat utilization and vehicle range. Furthermore, by supplementing pressure and flow monitoring data from key nodes such as the six-way valve, chiller, and LTR, a multi-parameter closed-loop control mechanism is constructed. This enables real-time optimization of operating conditions and control parameters, significantly improving system stability and robustness. Ultimately, this results in comprehensive improvements in thermal management efficiency, space utilization, cost control, and user experience.

[0075] The above description discloses only one preferred embodiment of the present invention, and should not be construed as limiting the scope of the present invention. Those skilled in the art will understand that all or part of the processes of the above embodiments can be implemented, and equivalent changes made in accordance with the claims of the present invention are still within the scope of the invention.

Claims

1. A six-way valve heat pump thermal management architecture based on integrated vehicle thermal management, characterized in that, It includes a refrigerant circuit and a coolant circuit. The refrigerant circuit includes a compressor, a six-way valve, a WCC, four temperature and pressure sensors PT1~PT4, an evaporator, a chiller, a gas-liquid separator, and three electronic expansion valves EXV1~EXV3. The coolant circuit includes a battery water pump, a motor water pump, expansion tank 1, expansion tank 2, a four-way valve, a WCC liquid cooling plate, an indoor heat exchanger, and five temperature sensors T1~T5. The refrigerant in the refrigerant circuit does not go directly to the WCC liquid cooling plate and the indoor heat exchanger. After exchanging heat with the coolant medium through the WCC, it is then passed to the WCC liquid cooling plate and the indoor heat exchanger by the coolant.

2. The six-way valve heat pump thermal management architecture based on integrated vehicle thermal management as described in claim 1, characterized in that, The coolant circuit includes three parallel sub-circuits: the motor control coolant circuit, the cab coolant circuit, and the battery pack coolant circuit. The three sub-circuits share the WCC, Chiller, and expansion tank for heat exchange and coolant replenishment, and use a six-way valve as the common flow path switching hub. The opening and closing of the motor control coolant circuit and the battery coolant circuit are controlled by a four-way valve, and the opening and closing of the motor control coolant circuit and the cab coolant circuit are controlled by a six-way valve.

3. The six-way valve heat pump thermal management architecture based on integrated vehicle thermal management as described in claim 2, characterized in that, The refrigerant circuit is equipped with solenoid valves SOV1 and SOV2 to control the on / off of the branch circuit. Solenoid valve SOV1 is responsible for isolating the on / off of the refrigerant branch circuit in the cab, while solenoid valve SOV2 is responsible for controlling the on / off of the refrigerant branch circuit corresponding to waste heat recovery, heating, and motor circuit coupling.

4. The six-way valve heat pump thermal management architecture based on integrated vehicle thermal management as described in claim 3, characterized in that, The six-way valve heat pump thermal management architecture based on vehicle integrated thermal management has multiple operating conditions. In the heating mode of the cab, the compressor generates high-temperature and high-pressure refrigerant, which exchanges heat with the indoor heat exchanger circuit through the water-cooled condenser WCC. In the cooling mode of the cab, the electronic expansion valve EXV1 controls the expansion and vaporization of the refrigerant to absorb heat. It then flows through the Chiller to exchange heat with the refrigerant circuit and cools the interior through the indoor heat exchanger.

5. The six-way valve heat pump thermal management architecture based on integrated vehicle thermal management as described in claim 4, characterized in that, The cooling mode of the battery pack is controlled by the electronic expansion valve EXV2, which controls the expansion and vaporization of the refrigerant to absorb heat. The refrigerant then flows through the Chiller and exchanges heat with the battery coolant circuit to reduce the temperature of the battery pack. The heating mode of the battery pack is controlled by the ECU to heat the self-limiting temperature PTC heating film.

6. The six-way valve heat pump thermal management architecture based on integrated vehicle thermal management as described in claim 5, characterized in that, In the motor control circuit, the coolant is circulated by the motor water pump, and the front-end radiator realizes the heat dissipation function of the motor control and battery pack.

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