Whole vehicle thermal management system of electric vehicle
By optimizing the structure of the electric vehicle thermal management system and using coolers, liquid condensers, and multi-way valves, the problems of high system complexity, high cost, and refrigerant system not conforming to environmental protection trends have been solved, achieving precise thermal management control and reducing refrigerant consumption.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-05-06
- Publication Date
- 2026-03-06
AI Technical Summary
Existing electric vehicle thermal management systems are highly complex, costly, and heavy. The refrigerant system's operating mode switching is complex and not precise enough, and it does not conform to the development trend of environmentally friendly refrigerants.
The thermal management system, consisting of a cooler, a liquid condenser, and a valve assembly unit, achieves thermal management mode switching through a multi-way valve, eliminating some valves, sensors, and integrated valve islands. It uses a coolant system to replace the condenser and evaporator, minimizing the refrigerant system. All thermal management operating modes are switched solely through a multi-way valve in the coolant system.
It reduces system complexity and cost, enables more precise thermal management control, aligns with the development trend of environmentally friendly refrigerants, reduces refrigerant usage, and mitigates the negative impacts of future alternative refrigerants on price and safety.
Smart Images
Figure CN223972397U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to a thermal management system for electric vehicles, belonging to the field of electric vehicle thermal management technology. Background Technology
[0002] The thermal management system for electric vehicles manages heat exchange between different areas within the vehicle, such as the passenger compartment, battery, and electric drive system, as well as heat exchange between the vehicle and the environment. It typically includes two system loops: a coolant system loop and a refrigerant system loop. Currently, in thermal management systems, both loops directly participate in the thermal management of their respective areas, which has the following drawbacks:
[0003] 1) The system is complex, costly and heavy. It includes a compressor, receiver-dryer, evaporator, one or more condensers, multiple expansion valves, solenoid valves, valve groups consisting of one-way valves, a refrigerant manifold, several temperature and pressure sensors, and valves and pipelines used to isolate high-pressure and low-pressure areas. The refrigerant directly exchanges heat with the vehicle interior and environment, making it difficult to further improve the system integration.
[0004] 2) The implementation of system working mode switching is relatively complex and not precise enough. The working mode switching requires simultaneous control of the multi-way valve of the coolant system and the valve group of the refrigerant system. When the refrigerant is working, it will undergo a gas-liquid phase change, which leads to a highly nonlinear relationship between the refrigerant flow rate and the opening degree of the valve controlling the flow rate, making it difficult to achieve precise control.
[0005] 3) The large refrigerant charge is not in line with the development trend of refrigerant materials. Due to price and safety reasons, the charge of environmentally friendly alternative refrigerants needs to be significantly reduced. Existing large-charge refrigerant systems are not suitable for environmentally friendly alternative refrigerants. Utility Model Content
[0006] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a thermal management system for electric vehicles.
[0007] The objective of this utility model is achieved through the following technical solution:
[0008] The electric vehicle thermal management system is characterized by the following: it includes a cooler, a liquid condenser, and a valve assembly unit. The battery's water-cooled outlet is connected to the inlet of pump two and interface one of the valve assembly unit; the battery's water-cooled inlet is connected to interface two of the valve assembly unit; the inlet and outlet of the front radiator are respectively connected to the corresponding interfaces of the valve assembly unit; the electric drive's water-cooled inlet is connected in series via pump three to the corresponding interface of the valve assembly unit; the electric drive's water-cooled outlet is connected to the corresponding interface of the valve assembly unit; the outlet of pump two is connected to the coolant inlet of the cooler; the coolant outlet of the cooler is connected to the inlet of the cooling fan core and interface nine of the valve assembly unit; the outlet of the cooling fan core is connected to interface ten of the valve assembly unit; an expansion valve is connected between the coolant inlet of the cooler and the refrigerant outlet of the liquid condenser; the coolant outlet of the cooler is connected to the inlet of the receiver-drier; the outlet of the receiver-drier is connected in series via a compressor to the refrigerant inlet of the liquid condenser; the coolant inlet of the liquid condenser is connected in series via pump one to the corresponding interface of the valve assembly unit; the coolant outlet of the liquid condenser is connected to the inlet of the heater core; and the outlet of the heater core is connected to interface seven of the valve assembly unit.
[0009] Furthermore, in the aforementioned electric vehicle thermal management system, the valve group unit is composed of a multi-way valve or a combination of multiple multi-way valves.
[0010] Furthermore, in the aforementioned electric vehicle thermal management system, the valve group unit is a ten-way valve.
[0011] Furthermore, in the aforementioned electric vehicle thermal management system, the valve group unit is formed by connecting an eight-way valve and a six-way valve in series.
[0012] Furthermore, in the aforementioned electric vehicle thermal management system, the inlet of the front radiator is connected to interface four of the valve assembly unit, and the outlet of the front radiator is connected to interface three of the valve assembly unit.
[0013] Furthermore, in the aforementioned electric vehicle thermal management system, the water-cooling inlet of the electric drive is connected to the outlet of pump three, the water inlet of pump three is connected to interface six of the valve group unit, and the water-cooling outlet of the electric drive is connected to interface five of the valve group unit.
[0014] Furthermore, in the aforementioned electric vehicle thermal management system, the coolant inlet of the liquid condenser is connected to the outlet of pump one, and the inlet of pump one is connected to interface eight of the valve group unit.
[0015] Compared with the prior art, this utility model has significant advantages and beneficial effects, specifically reflected in the following aspects:
[0016] ①This utility model minimizes the refrigerant system circulation loop, so the refrigerant system only includes a compressor, a receiver-dryer, and an expansion valve, eliminating most of the valves, temperature and pressure sensors, and integrated valve islands in the refrigerant system. It also eliminates the need for additional valves and pipelines to isolate the high-pressure and low-pressure areas of the refrigerant system. The condenser and evaporator are replaced by the warm air core and cold air core in the coolant system, which reduces the system complexity and cost.
[0017] ② All thermal management operating modes can be switched using only the valve group unit (multi-way valve) in the coolant system; and because the relationship between the opening degree of the multi-way valve and the coolant flow rate is highly linear, it is easy to achieve more precise thermal management control.
[0018] ③ Minimizing the refrigerant system design significantly reduces refrigerant usage, minimizing the negative impacts of future refrigerant alternatives on price and safety, and better aligns with the development trend of refrigerant materials.
[0019] Other features and advantages of this invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing specific embodiments of the invention. The objects and other advantages of this invention can be realized and obtained by means of the structures particularly pointed out in the written description and the accompanying drawings. Attached Figure Description
[0020] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0021] Figure 1 : A schematic diagram of the structure of the system of this utility model;
[0022] Figure 2 : A schematic diagram of the working process of heating mode one of this utility model system;
[0023] Figure 3 : A schematic diagram of the working process of the second heating mode of this utility model system;
[0024] Figure 4 : A schematic diagram of the working process of heating mode three of this utility model system;
[0025] Figure 5 : A schematic diagram of the working process of heating mode four of this utility model system;
[0026] Figure 6 : A schematic diagram of the working process of the heat dissipation mode one of this utility model system;
[0027] Figure 7 : A schematic diagram of the working process of the second heat dissipation mode of this utility model system;
[0028] Figure 8 : A schematic diagram of the working process of the heat dissipation mode three of this utility model system;
[0029] Figure 9 : A schematic diagram of one structural form of the valve group unit of this utility model;
[0030] Figure 10 : Schematic diagram of another structural form of the valve group unit of this utility model. Detailed Implementation
[0031] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.
[0032] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this utility model, directional and ordinal terms are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.
[0033] like Figure 1As shown, the electric vehicle thermal management system includes a cooler 9, a liquid condenser 10, and a valve assembly unit 14. The cooler 9 and the liquid condenser 10 constitute a heat exchange system. The receiver-dryer 11, compressor 13, and expansion valve 12 constitute a refrigerant system. The water-cooled outlet 1B of the battery 1 is connected to the inlet 7A of pump 2 7 and the interface 14A of valve assembly unit 14. The water-cooled inlet 1A of the battery 1 is connected to the interface 14B of valve assembly unit 14. The inlet 5A of the front radiator 5 is connected to the interface 14D of valve assembly unit 14. The outlet 5B of the front radiator 5 is connected to the interface 14C of valve assembly unit 14. The water-cooled inlet 2A of the electric drive 2 is connected to the outlet 8B of pump 3 8. The inlet 8A of pump 3 8 is connected to the interface 14F of valve assembly unit 14. The water-cooled outlet 2B of the electric drive 2 is connected to the interface 14E of valve assembly unit 14. The outlet 7B of pump 2 7 is connected to the coolant inlet 9A of cooler 9. The coolant outlet of cooler 9... Port 9B is connected to the inlet 4A of the cooling air core 4 and the interface 14I of the valve assembly unit 14. The outlet 4B of the cooling air core 4 is connected to the interface 14J of the valve assembly unit 14. The refrigerant inlet 9C of the cooler 9 is connected to the outlet 12B of the expansion valve 12. The inlet 12A of the expansion valve 12 is connected to the refrigerant outlet 10D of the liquid condenser 10. The refrigerant outlet 9D of the cooler 9 is connected to the inlet 11A of the liquid receiver dryer 11. The outlet 10B of the liquid receiver dryer 11 is connected to the outlet 11B of the liquid receiver dryer 11. 1B connects to the inlet 13A of compressor 13, the outlet 13B of compressor 13 connects to the refrigerant inlet 10C of liquid condenser 10, the coolant inlet 10A of liquid condenser 10 connects to the outlet 6B of pump 6, the inlet 6A of pump 6 connects to the interface 8 14H of valve group unit 14, the coolant outlet 10B of liquid condenser 10 connects to the inlet 3A of heater core 3, and the outlet 3B of heater core 3 connects to the interface 7 14G of valve group unit 14.
[0034] The heat exchange between different areas of the vehicle and between the vehicle and the external environment is achieved and controlled by controlling the interface connection mode of the control valve group unit 14, the operating status of water pump one, water pump two, water pump three, the operating status of compressor 13, and the opening degree of expansion valve 12.
[0035] The compressor 13, expansion valve 12, and receiver dryer 11 constitute a refrigerant system. The compressor 13 is used to compress the gaseous refrigerant, causing its temperature and pressure to rise and form a high-temperature and high-pressure gaseous refrigerant.
[0036] When heating is required, the high-temperature, high-pressure gaseous refrigerant discharged from the outlet of compressor 13 enters the liquid condenser 10, where it exchanges heat with the coolant flowing through the liquid condenser 10, transferring heat to the coolant system. The refrigerant changes from a high-temperature, high-pressure gaseous state to a liquid refrigerant with reduced temperature and pressure, and continues to flow through expansion valve 12.
[0037] When there is a need for heat dissipation, adjusting the opening of the expansion valve 12 allows the refrigerant to change phase to a low-temperature, low-pressure gas-liquid two-phase refrigerant after passing through the expansion valve 12. As it flows through the cooler 9, it exchanges heat with the refrigerant system, absorbing heat from the coolant system and returning to the receiver-dryer 11. The receiver-dryer 11 removes moisture from the refrigerant and separates the liquid and gaseous refrigerants, ensuring that only the gaseous refrigerant can enter the inlet of the compressor 13.
[0038] The coolant system comprises pump 6, pump 7, pump 8, heater core 3, cooler core 4, front radiator 5, and valve assembly unit 14, and is connected to battery 1, electric drive 2, cooler 9, and liquid condenser 10 via coolant piping. Pump 6 drives the coolant flow through the liquid condenser 10, pump 7 drives the coolant flow through the cooler 9, and pump 8 drives the coolant flow through the electric drive 2. The front radiator 5 facilitates heat exchange between the coolant system and the external environment, the cooler core 4 cools the passenger compartment, and the heater core 3 heats the passenger compartment. Valve assembly unit 14 has multiple interfaces (e.g., 10 interfaces), allowing for connection or disconnection of appropriate interfaces according to vehicle thermal management requirements.
[0039] The various areas inside the vehicle and the vehicle and the environment are directly connected through the coolant system. The refrigerant system is only responsible for heat exchange between the sub-circuits of the coolant system. The refrigerant does not need to directly exchange heat with the vehicle and the environment. The minimized refrigerant system has only one circuit, namely the compressor, expansion valve and receiver-drier. It does not involve complex mode switching. All thermal management working modes can be switched by simply controlling the multi-way valve of the coolant system.
[0040] The heat exchange between different areas of the vehicle and between the vehicle and the external environment is achieved and controlled by adjusting the connection mode of the control valve unit (multi-way valve), the operating status of the electric water pump, the operating status of the compressor, and the opening degree of the expansion valve. It easily implements several important operating modes, including:
[0041] like Figure 2Heat from the environment is sent to the heater core 3 to heat the passenger compartment. Pump 6 is on, pump 7 is on, compressor 13 is on, and expansion valve 12 is on, forming three circulation loops. The front radiator 5 and pump 7 form the first coolant loop, the heater core 3 and pump 6 form the second coolant loop, and the compressor 13, expansion valve 12 and receiver-dryer 11 form the refrigerant loop. Heat from the environment enters the first coolant circuit through the coolant flowing through the front radiator 5. When the coolant flows through the cooler 9 driven by pump 2 7, heat exchange occurs between the coolant and refrigerant in the cooler 9. Because the refrigerant's temperature decreases after passing through the expansion valve 12 and becomes lower than the coolant flowing through the cooler 9, heat is transferred from the coolant to the relatively low-temperature refrigerant during heat exchange, thus entering the refrigerant circuit. The refrigerant flows through the liquid condenser 10 through the work and drive of the compressor 13, where heat exchange occurs between the coolant and refrigerant. Because the refrigerant absorbs heat from the environment during heat exchange in the cooler 9, and its temperature further increases after the compressor 13 operates, becoming higher than the coolant flowing through the liquid condenser 10, heat is transferred from the refrigerant to the relatively low-temperature coolant, thus entering the second coolant circuit. Driven by pump 1 6, the coolant heated by the liquid condenser 10 flows through the heater core 3, exchanging heat with the air in the passenger compartment, thus heating the passenger compartment.
[0042] like Figure 3 The heat from the electric drive system is sent to the heater core 3 to heat the passenger compartment. Pump 1 6 is on, pump 2 7 is on, pump 3 8 is on, compressor 13 is on, and expansion valve 12 is on, forming three circulation loops. Electric drive 1, pump 2 7, and pump 3 8 form coolant loop one, heater core 3 and pump 1 6 form coolant loop two, and compressor 13, expansion valve 12, and liquid receiver dryer 11 form refrigerant loop. The heat generated by the electric drive system enters the first coolant circuit through the flowing coolant. When the coolant flows through the cooler 9 driven by the second pump 7, the coolant and refrigerant exchange heat in the cooler 9. Because the temperature of the refrigerant decreases after passing through the expansion valve 12 and is lower than that of the coolant flowing through the cooler 9, heat is conducted from the coolant to the relatively low-temperature refrigerant during heat exchange, thus entering the refrigerant circuit. The refrigerant flows through the liquid condenser 10 through the work and drive of the compressor 13, where the coolant and refrigerant exchange heat. Because the refrigerant absorbs the heat from the electric drive during the heat exchange in the cooler 9, and its temperature further increases after the compressor 13 does work and is higher than that of the coolant flowing through the liquid condenser 10, heat is conducted from the refrigerant to the relatively low-temperature coolant, thus entering the second coolant circuit. Driven by the first pump 6, the coolant heated by the liquid condenser 10 flows through the heater core 3 and exchanges heat with the air in the passenger compartment, thus heating the passenger compartment.
[0043] like Figure 4The heat generated in the electric drive system is used to heat the battery system. Pump 38 is turned on to form a circulation loop. Battery 1, pump 38, and electric drive 2 form a coolant loop. The heat generated by the electric drive system enters the coolant through its internal water-cooling pipes. The coolant is driven by pump 38 to flow through the battery system to heat the battery system.
[0044] like Figure 5 The crew cabin is heated by the heat loss of the compressor 13. Pump 6 is turned on, pump 7 is turned on, compressor 13 is turned on, and expansion valve 12 is turned on, forming two circulation loops. The heater core 3, pump 7 and pump 6 form the coolant loop, and compressor 13, expansion valve 12 and liquid receiver dryer 11 form the refrigerant loop. When compressor 13 operates, it performs work on the refrigerant and transfers the heat loss generated during its operation to the refrigerant. The refrigerant flows through compressor 13 and the liquid condenser 10, where the coolant and refrigerant exchange heat. Before the heat exchange, the refrigerant absorbs the heat loss from compressor 13, and after compressor 13 performs work, its temperature rises further and exceeds that of the coolant flowing through the liquid condenser 10. Therefore, heat is conducted from the refrigerant to the relatively low-temperature coolant and enters the coolant circuit. Driven by pumps 6 and 7, the coolant heated by the liquid condenser 10 flows through the heater core 3 and exchanges heat with the air in the passenger compartment, thus heating the passenger compartment. In this operating mode, when the heat loss from compressor 13 to the refrigerant circuit is greater than the heat consumed by the passenger compartment, heat exchanger, and piping, the passenger compartment can be continuously heated.
[0045] like Figure 6 The heat generated by the electric drive system is discharged to the external environment. Pump 38 is turned on, and the electric drive 2, front radiator 5, and pump 38 form a coolant circuit. The heat generated by the electric drive system enters the coolant through its internal water-cooling pipes; the coolant is driven by pump 38 to flow through the front radiator 5, and the radiator fan drives air to flow through the radiator to exchange heat with the flowing coolant, dissipating the heat to the external environment.
[0046] like Figure 7 The system discharges heat generated by the electric drive system and battery system to the external environment. Pump 3 (8) is turned on, and the electric drive system (2), battery (1), front radiator (5), and pump 3 (8) form a coolant circuit. The coolant is driven by pump 3 (8) to flow sequentially through the electric drive system and battery system; the heat generated by the electric drive system and battery system enters the coolant through their internal water-cooling pipes; it flows through the front radiator (5), and the radiator fan drives air to flow through the radiator, exchanging heat with the flowing coolant and dissipating the heat into the external environment.
[0047] like Figure 8The system cools the passenger compartment and battery, releasing heat to the outside environment. Pump 6 is on, pump 7 is on, compressor 13 is on, and expansion valve 12 is on. Battery 1, pump 2 7, and cooling core 4 form coolant circuit one; front radiator 5, pump 6, and heater core 3 form coolant circuit two; compressor 13, expansion valve 12, and receiver-dryer 11 form refrigerant circuit. Heat generated by the battery system enters coolant circuit one through the flowing coolant; heat in the passenger compartment enters coolant circuit one through heat exchange with cooling core 4; when the coolant flows through cooler 9 driven by pump 2 7, heat exchange occurs between the coolant and refrigerant in cooler 9; because the refrigerant temperature decreases after passing through expansion valve 12 and becomes lower than the coolant flowing through cooler 9, heat is conducted from the coolant to the relatively low-temperature refrigerant during heat exchange, thus entering the refrigerant circuit; the refrigerant flows through liquid condenser 10 through compressor 13, where it is cooled... The coolant and refrigerant exchange heat. Because the refrigerant absorbs heat from the battery system and passenger compartment during the heat exchange in the cooler 9, and its temperature rises further after the compressor 13 does work and is higher than the coolant flowing in the liquid condenser 10, the heat is conducted from the refrigerant to the relatively low-temperature coolant and enters the coolant circuit 2. Driven by the pump 6, the coolant heated by the liquid condenser 10 flows through the front radiator 5. The radiator fan drives the air to flow through the radiator and exchange heat with the flowing coolant, dissipating the heat into the external environment, thereby cooling the battery system and passenger compartment.
[0048] like Figure 9 Valve unit 14 is a ten-way valve 140.
[0049] like Figure 10 Valve group unit 14 is formed by connecting an eight-way valve 141 and a six-way valve 142 in series.
[0050] This invention minimizes the refrigerant system circulation loop, resulting in a system that includes only a compressor, receiver-drier, and expansion valve. It utilizes low-pressure heating and cooling cores, eliminating the need for condensers and evaporators, thus reducing costs. The entire operating mode switching of the refrigeration system is achieved through a multi-way valve in the coolant system, eliminating most valves, temperature and pressure sensors, and integrated manifolds. Furthermore, it eliminates the need for additional valves and piping to isolate high-pressure and low-pressure areas of the refrigerant system. This effectively solves the problems of high complexity, cost, and weight in electric vehicle thermal management systems, hindering the improvement of system integration.
[0051] This invention enables the switching of all thermal management operating modes using only a valve group unit (multi-way valve) in the coolant system; and because the relationship between the opening degree of the multi-way valve and the coolant flow rate is highly linear, it facilitates more precise thermal management control. This effectively solves the problem of complex and imprecise implementation methods for switching operating modes in electric vehicle thermal management systems.
[0052] This invention features a miniaturized refrigerant system design, significantly reducing refrigerant consumption and minimizing the negative impacts of future refrigerant alternatives in terms of price and safety. This aligns better with the development trend of refrigerant materials. It effectively solves the problem that existing electric vehicle thermal management systems do not conform to the development trend of refrigerant materials.
[0053] In summary, this invention optimizes the system structure and main components, thereby facilitating the switching of thermal management operating modes. It can meet the thermal management needs of electric vehicles under various operating conditions. All operating mode switching and control are achieved within the coolant system, resulting in more precise thermal management control; the refrigerant system is minimized, significantly reducing refrigerant consumption.
[0054] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model. It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need further definition and explanation in subsequent figures.
[0055] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model.
[0056] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.
Claims
1. A thermal management system for an electric vehicle, characterized in that: The water cooling outlet of the battery (1) is connected to the water inlet of the pump two (7) and the interface one of the valve group unit (14), the water cooling inlet of the battery (1) is connected to the interface two of the valve group unit (14), the inlet and outlet of the front radiator (5) are respectively connected to the corresponding interfaces of the valve group unit (14), the water cooling inlet of the electric drive (2) is connected to the corresponding interface of the valve group unit (14) through the pump three (8), the water cooling outlet of the electric drive (2) is connected to the corresponding interface of the valve group unit (14), the water outlet of the pump two (7) is connected to the cooling liquid inlet of the cooler (9), the cooling liquid outlet of the cooler (9) is respectively connected to the inlet of the cooling fan core (4) and the interface nine of the valve group unit (14), the outlet of the cooling fan core (4) is connected to the interface ten of the valve group unit (14), an expansion valve (12) is connected between the refrigerant inlet of the cooler (9) and the refrigerant outlet of the liquid condenser (10), the refrigerant outlet of the cooler (9) is connected to the inlet of the liquid storage dryer (11), the outlet of the liquid storage dryer (11) is connected to the refrigerant inlet of the liquid condenser (10) through the compressor (13), the cooling liquid inlet of the liquid condenser (10) is connected to the corresponding interface of the valve group unit (14) through the pump one (6), the cooling liquid outlet of the liquid condenser (10) is connected to the inlet of the warm air core (3), and the outlet of the warm air core (3) is connected to the interface seven of the valve group unit (14).
2. The electric vehicle overall thermal management system according to claim 1, characterized in that: The valve group unit (14) is a multi-way valve or a combination of multiple multi-way valves.
3. The electric vehicle overall thermal management system according to claim 2, characterized in that: The valve group unit (14) is a ten-way valve.
4. The electric vehicle overall thermal management system of claim 2, wherein: The valve group unit (14) is formed by connecting a eight-way valve and a six-way valve in series.
5. The electric vehicle overall thermal management system of claim 1, wherein: The inlet of the front radiator (5) is connected to the interface four of the valve group unit (14), and the outlet of the front radiator (5) is connected to the interface three of the valve group unit (14).
6. The electric vehicle overall thermal management system of claim 1, wherein: The water cooling inlet of the electric drive (2) is connected to the water outlet of the pump three (8), the water inlet of the pump three (8) is connected to the interface six of the valve group unit (14), and the water cooling outlet of the electric drive (2) is connected to the interface five of the valve group unit (14).
7. The electric vehicle overall thermal management system of claim 1, wherein: The cooling liquid inlet of the liquid condenser (10) is connected to the water outlet of the pump one (6), and the water inlet of the pump one (6) is connected to the interface eight of the valve group unit (14).