Integrated thermal management system

Abstract

This utility model relates to the field of electric vehicle technology, specifically to a comprehensive thermal management system. The comprehensive thermal management system includes: a compressor assembly, a switching valve sleeve, in-vehicle heat exchange pipelines, out-of-vehicle heat exchange pipelines, battery heat exchange pipelines, waste heat recovery pipelines, and power heat exchange pipelines. This embodiment includes in-vehicle heat exchange pipelines, out-of-vehicle heat exchange pipelines, battery heat exchange pipelines, waste heat recovery pipelines, battery heat exchange pipelines, and power heat exchange pipelines. By changing the flow direction of the refrigerant in each pipeline, cooling and heating can be simultaneously provided for both the in-vehicle and out-of-vehicle areas. It can also simultaneously heat and cool the battery, and the motor temperature can be controlled through the power heat exchange pipelines, thus achieving a solution for effective temperature control of the battery, vehicle compartment, and motor simultaneously.

Description

Technical Field

[0001] This utility model relates to the field of electric vehicle technology, specifically to a comprehensive thermal management system. Background Technology

[0002] Currently, electric vehicle air conditioning systems primarily use resistance PTC (Positive Temperature Coefficient) heaters. PTC heaters offer good heating performance in low-temperature winter conditions, but are energy-intensive, with nearly half the electricity used for heating. Heat pump air conditioning systems have relatively poor heating capacity in low-temperature winter conditions, but they are energy-efficient and can effectively improve the winter range of new energy vehicles. However, in winter, frost formation on the outdoor unit of a heat pump system significantly impacts its heating performance. The drive motor, as the energy conversion unit of a pure electric vehicle, converts electrical energy into mechanical energy to drive the vehicle. This energy conversion process generates other losses and further heat. Excessive motor temperature can lead to decreased efficiency or even damage, while excessively high operating temperatures in the electronic control module system can cause component failure and pose safety hazards.

[0003] Therefore, it is currently impossible to effectively control the temperature of the battery, the vehicle body, and the motor simultaneously. Utility Model Content

[0004] In view of this, the present invention provides a comprehensive thermal management system to solve the current problem of not being able to effectively control the temperature of the battery, the vehicle compartment and the motor at the same time.

[0005] In a first aspect, this utility model provides an integrated thermal management system, which includes:

[0006] A compressor assembly is provided with an output end and a return end; the compressor assembly is adapted to output refrigerant.

[0007] The switching valve sleeve includes three three-way valve groups. The first port of each three-way valve group is connected to the output end, the second port of each three-way valve group is connected to the return end, and the third port of each three-way valve group is connected to the first end of the in-vehicle heat exchange pipeline, the first end of the external heat exchange pipeline, and the first end of the battery heat exchange pipeline, respectively. The in-vehicle heat exchange pipeline, the external heat exchange pipeline, and the battery heat exchange pipeline are all equipped with heat exchangers and electronic expansion valves that work in conjunction with the compressor assembly.

[0008] The waste heat recovery pipeline has a first end that is connected to the second end of the in-vehicle heat exchange pipeline, the second end of the out-of-vehicle heat exchange pipeline, and the second end of the battery heat exchange pipeline. The second end of the waste heat recovery pipeline is connected to the return end. The waste heat recovery pipeline is also equipped with a heat exchanger and an electronic expansion valve that work in conjunction with the compressor assembly.

[0009] The power heat exchange pipeline exchanges heat with the waste heat recovery pipeline.

[0010] Beneficial effects: This embodiment is equipped with in-vehicle heat exchange pipelines, out-of-vehicle heat exchange pipelines, battery heat exchange pipelines, waste heat recovery pipelines, battery heat exchange pipelines, and power heat exchange pipelines. By changing the flow direction of the refrigerant in each pipeline, cooling and heating can be performed simultaneously inside and outside the vehicle, as well as heating and cooling the battery. Furthermore, the temperature of the motor can be controlled through the power heat exchange pipelines, thereby achieving a solution for effective temperature control of the battery, vehicle compartment, and motor simultaneously.

[0011] In one optional embodiment, when the switching valve sleeve is switched, at the same time, there is a first pipeline connection state in which the in-vehicle heat exchange pipeline is on the evaporation side, the external heat exchange pipeline is on the condensation side, and the battery heat exchange pipeline is on the evaporation side.

[0012] Beneficial effects: This embodiment can be used when the ambient temperature is high, thereby cooling the electric vehicle battery through the battery heat exchange pipeline and cooling the vehicle interior temperature through the vehicle interior heat exchange pipeline. The external heat exchange pipeline acts as the condensation side, thereby ensuring that the battery is at the normal operating temperature and ensuring good comfort for passengers inside the vehicle.

[0013] In one optional embodiment, when the switching valve sleeve is switched, at the same time, there is a second pipeline connection state in which the in-vehicle heat exchange pipeline is on the condensation side, the external heat exchange pipeline is on the evaporation side, and the battery heat exchange pipeline is on the condensation side.

[0014] Beneficial effects: This implementation method can be used when the ambient temperature is low, thereby heating the electric vehicle's battery through the battery heat exchange pipeline, preventing the temperature from being too low and affecting the battery's energy storage and discharge, thus ensuring the vehicle's range. Furthermore, the interior temperature can also be heated through the interior heat exchange pipeline, while the exterior heat exchange pipeline acts as the evaporation side, ensuring good comfort for passengers inside the vehicle.

[0015] In one optional embodiment, when the switching valve sleeve is switched, at the same time, there is a third pipeline connection state in which the in-vehicle heat exchange pipeline is on the condensation side, the external heat exchange pipeline is on the condensation side, the battery heat exchange pipeline is on the condensation side, and the waste heat recovery pipeline is on the evaporation side.

[0016] Beneficial effects: This embodiment can be used when the ambient temperature is low. However, after the vehicle has been driven for a period of time, the external heat exchange pipes will frost over, affecting heat exchange efficiency, thus requiring defrosting. Therefore, in this embodiment, the internal heat exchange pipes can heat the vehicle interior to ensure passenger comfort, while the external heat exchange pipes can heat themselves, thus achieving defrosting. Simultaneously, the electric vehicle's battery can also be heated through the battery heat exchange pipes, preventing excessively low temperatures from affecting battery energy storage and discharge, thereby ensuring the vehicle's range.

[0017] In one optional embodiment, when the switching valve sleeve is switched, at the same time, there is a fourth pipeline connection state in which the in-vehicle heat exchange pipeline is on the condensation side, the external heat exchange pipeline is on the condensation side, and the battery heat exchange pipeline is on the evaporation side.

[0018] Beneficial effects: This implementation method can be used when the ambient temperature is low, while requiring defrosting of the external heat exchange pipelines. In this scenario, it is also necessary to ensure that the battery temperature is within a normal operating threshold range. Therefore, after prolonged driving, when the battery temperature is high, cooling can be achieved through the battery heat exchange pipelines to avoid affecting the normal operation of the battery.

[0019] In one optional embodiment, when the switching valve sleeve is switched, at the same time, the in-vehicle heat exchange pipeline is on the evaporation side, the external heat exchange pipeline is on the condensation side, and the battery heat exchange pipeline is on the condensation side.

[0020] Beneficial effects: This implementation method can also achieve battery heating, vehicle interior cooling, and vehicle exterior heat exchange pipeline defrosting, thereby meeting the user's needs in various environments as much as possible.

[0021] In one optional embodiment, the power heat exchange pipeline and the battery heat exchange pipeline are connected through a switching valve group; when the switching valve group is switched, the power heat exchange pipeline has a fifth pipeline connection state where it self-circulates and cools the motor, and a sixth pipeline connection state where, after being connected to the battery heat exchange pipeline, the heating device in the power heat exchange pipeline is activated to reheat the battery.

[0022] Beneficial effects: In extremely cold conditions, the battery may stop working due to the extremely low temperature, and the rapid heat loss may also prevent the battery heat exchange pipeline from providing sufficient heat. In this situation, this embodiment can also activate the power heat exchange pipeline and use the heating device in the power heat exchange pipeline to further heat the heat exchange medium in the pipeline, thereby providing supplemental heating for the battery.

[0023] In one optional embodiment, the battery heat exchange pipeline is provided with a water tank, a water pump, and a battery heat exchange plate connected in series. The battery heat exchange plate is connected to one end of the heat exchanger in the battery heat exchange pipeline, and the other end of the water tank and the heat exchanger are connected through the switch valve group to achieve series circulation.

[0024] In one alternative implementation, the integrated thermal management system further includes a battery direct cooling pipeline connected in parallel with the battery heat exchange pipeline.

[0025] In one optional implementation, the integrated thermal management system further includes:

[0026] A liquid storage tank is connected between the second end of the heat exchange pipeline inside the vehicle and the second end of the heat exchange pipeline outside the vehicle. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this utility model, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the overall structure of the integrated thermal management system in this embodiment of the utility model;

[0029] Figure 2 This is a schematic diagram showing the flow of refrigerant during in-vehicle cooling and battery cooling in embodiments of this utility model;

[0030] Figure 3 This is a schematic diagram showing the flow of refrigerant during vehicle interior heating and battery heating in this embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram showing the flow of refrigerant during vehicle interior heating and battery heating in extremely cold conditions, as described in this utility model embodiment.

[0032] Figure 5 This is a schematic diagram showing the flow of refrigerant during vehicle interior heating, battery heating, and vehicle exterior defrosting in this embodiment of the present invention.

[0033] Figure 6 This is a schematic diagram illustrating the flow of refrigerant during vehicle interior heating, battery cooling, and exterior defrosting in this embodiment of the present invention.

[0034] Figure 7 This is a schematic diagram illustrating the flow of refrigerant during in-vehicle cooling, battery heating, and external defrosting in this embodiment of the present invention.

[0035] Explanation of reference numerals in the attached figures:

[0036] 1. Compressor assembly; 11. Compressor; 12. Gas-liquid separator;

[0037] 2. Switch valve sleeve;

[0038] 3. In-vehicle heat exchange piping; 31. In-vehicle heat exchanger; 32. Second electronic expansion valve;

[0039] 4. External heat exchange piping; 41. External heat exchanger; 42. First electronic expansion valve;

[0040] 5. Battery heat exchange piping; 51. Water tank; 52. Water pump; 53. Battery heat exchange plate; 54. Heat exchanger; 55. Third electronic expansion valve;

[0041] 6. Waste heat recovery pipeline; 61. Waste heat exchanger; 62. Fourth electronic expansion valve;

[0042] 7. Power heat exchange piping; 71. Motor; 72. Electrical control module; 73. Air-cooled radiator;

[0043] 8. Switch valve assembly;

[0044] 9. Battery direct cooling pipeline; 91. Battery direct cooling plate; 10. Liquid storage tank. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0046] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0047] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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 also refer to the internal connection of two components; and they can refer to a wireless connection or a wired connection. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0048] Furthermore, the technical features involved in the different embodiments of this utility model described below can be combined with each other as long as they do not conflict with each other.

[0049] Currently, electric vehicle air conditioning systems primarily use resistive PTC (Positive Temperature Coefficient) heaters. PTC heaters offer good heating performance in low-temperature winter conditions, but are energy-intensive, with nearly half the electricity used for heating. Heat pump air conditioning systems have relatively poor heating capacity in low-temperature winter conditions, but they are energy-efficient and can effectively improve the winter range of new energy vehicles. However, in winter, frost formation on the outdoor unit of a heat pump system significantly impacts its heating performance. The drive motor, as the energy conversion unit of a pure electric vehicle, converts electrical energy into mechanical energy to drive the vehicle. This energy conversion process generates other losses and further heat. Excessive motor temperature can lead to decreased efficiency or even damage, while excessively high operating temperatures in the electronic control module system can cause component failure and pose safety hazards.

[0050] Therefore, it is currently impossible to effectively control the temperature of the battery, the vehicle body, and the motor simultaneously.

[0051] In view of this, the present invention provides a comprehensive thermal management system to solve the current problem of not being able to effectively control the temperature of the battery, the vehicle compartment and the motor at the same time.

[0052] The following is combined with Figures 1 to 7 The following describes embodiments of the present invention.

[0053] According to an embodiment of the present invention, an integrated thermal management system is provided, which includes a compressor assembly 1, a switching valve sleeve 2, an in-vehicle heat exchange pipeline 3, an external heat exchange pipeline 4, a battery heat exchange pipeline 5, a waste heat recovery pipeline 6, and a power heat exchange pipeline 7.

[0054] Specifically, in this embodiment, the compressor assembly 1 is provided with an output end and a return end, and the compressor assembly 1 is adapted to output high-temperature and high-pressure refrigerant. For example... Figure 1As shown, the compressor assembly 1 may include a compressor 11 and a gas-liquid separator 12 connected to the compressor 11. The output port of the compressor 11 is the output end, and the return port of the gas-liquid separator 12 is the return end.

[0055] Furthermore, in this embodiment, the switching valve sleeve 2 includes three three-way valve assemblies, each of which functions as a three-way valve. For example, it can be a single three-way valve or two two-way valves connected in parallel. Of course, this embodiment is merely an example of a specific type of three-way valve assembly, but it does not limit the scope. Those skilled in the art can modify it according to actual conditions, as long as the same technical effect is achieved.

[0056] Furthermore, the first port of each three-way valve assembly is connected to the output end, the second port of each three-way valve assembly is connected to the return end, and the third port of each three-way valve assembly is connected to the first end of the in-vehicle heat exchange pipeline 3, the first end of the external heat exchange pipeline 4, and the first end of the battery heat exchange pipeline 5, respectively. In this way, in practical applications, any two ports of each three-way valve assembly can be interconnected according to actual conditions, allowing the refrigerant to flow in different directions.

[0057] Meanwhile, the in-vehicle heat exchange pipe 3, the external heat exchange pipe 4, and the battery heat exchange pipe 5 are all equipped with heat exchangers and electronic expansion valves that work in conjunction with the compressor assembly 1. That is, the in-vehicle heat exchange pipe 3, the external heat exchange pipe 4, and the battery heat exchange pipe 5 can be switched to either evaporation-side cooling or condensation-side heating. For example, when the in-vehicle heat exchange pipe 3 is switched to the evaporation side, it is in in-vehicle cooling mode; when switched to the condensation side, it is in in-vehicle heating mode. When the external heat exchange pipe 4 is switched to the evaporation side, it is in normal external ventilation mode; when switched to the condensation side, it is in external defrosting mode. When the battery heat exchange pipe 5 is switched to the evaporation side, it is in battery liquid cooling mode; when switched to the condensation side, it is in battery heating mode.

[0058] Furthermore, when the battery heat exchanger 5 is on the evaporation side, the battery can be cooled. When the battery heat exchanger 5 is on the condensation side, the battery can be appropriately heated.

[0059] Furthermore, the first end of the waste heat recovery pipeline 6 is simultaneously connected to the second end of the in-vehicle heat exchange pipeline 3, the second end of the external heat exchange pipeline 4, and the second end of the battery heat exchange pipeline 5, and the second end of the waste heat recovery pipeline 6 is connected to the return end. The waste heat recovery pipeline 6 is also equipped with a heat exchanger and an electronic expansion valve that work in conjunction with the compressor assembly 1. Similarly, the waste heat recovery pipeline 6 can be switched to either the evaporator side for cooling or the condenser side for heating.

[0060] Furthermore, the power heat exchange pipeline 7 is used to exchange heat with the waste heat recovery pipeline 6. When the waste heat recovery pipeline 6 switches to the evaporation side, the power heat exchange pipeline 7 can cool the vehicle's power module after heat exchange, ensuring the normal operation of the power module.

[0061] In summary, as long as the working states of the in-vehicle heat exchange pipeline 3, the external heat exchange pipeline 4, the battery heat exchange pipeline 5, and the waste heat recovery pipeline 6 are not completely the same, they can operate normally. In other words, in the integrated thermal management system, both the evaporation side and the condensation side must exist at the same time; it will not work if there is only an evaporation side or a condensation side.

[0062] With this configuration, this embodiment includes an in-vehicle heat exchange pipeline 3, an external heat exchange pipeline 4, a battery heat exchange pipeline 5, a waste heat recovery pipeline 6, a power heat exchange pipeline 7, and an internal heat exchange pipeline 7. By changing the flow direction of the refrigerant in each pipeline, cooling and heating can be performed simultaneously inside and outside the vehicle, as well as heating and cooling the battery. Furthermore, the temperature of the motor 71 can be controlled through the power heat exchange pipeline 7, thus achieving a solution for effective temperature control of the battery, the vehicle compartment, and the motor 71 simultaneously.

[0063] Furthermore, in an alternative implementation, such as Figure 2 As shown, when the switching valve sleeve 2 switches, at the same time, the vehicle interior heat exchange pipeline 3 is in the evaporation side, the vehicle exterior heat exchange pipeline 4 is in the condensation side, and the battery heat exchange pipeline 5 is in the evaporation side – a first pipeline connection state. The specific direction of the refrigerant in the pipeline is shown by the arrow.

[0064] Specifically, the high-temperature, high-pressure superheated refrigerant discharged from the compressor 11 is condensed into high-pressure liquid refrigerant in the external heat exchanger 41. After being throttled by the first electronic expansion valve 42, it flows into the second electronic expansion valve 32 and then into the internal heat exchanger 31 to cool the interior of the vehicle. Another portion, after being throttled by the first electronic expansion valve 42, flows into the third electronic expansion valve 55. After its temperature decreases, it can cool the battery through the heat exchanger 54 or the battery direct cooling plate 91. Alternatively, it can cool the battery through the heat exchanger 54.

[0065] With this configuration, this embodiment can be used when the ambient temperature is high, thereby cooling the electric vehicle battery through the battery heat exchange pipe 5, cooling the vehicle interior temperature through the vehicle interior heat exchange pipe 3, and using the external heat exchange pipe 4 as the condensation side, thus ensuring that the battery is at its normal operating temperature and that the passengers inside the vehicle have good comfort.

[0066] Furthermore, in an alternative implementation, such as Figure 3As shown, when the switch valve sleeve 2 is switched, at the same time, the vehicle interior heat exchange pipeline 3 is in a second pipeline connection state, the vehicle exterior heat exchange pipeline 4 is in the evaporation side, and the battery heat exchange pipeline 5 is in the condensation side.

[0067] The high-temperature, high-pressure superheated refrigerant discharged from the compressor 11 flows through the in-vehicle heat exchanger 31, becoming a high-pressure liquid refrigerant. It condenses and releases heat to heat the coolant. A portion of the refrigerant exchanges heat inside the vehicle compartment, raising the interior temperature. Then, after passing through the second electronic expansion valve 32, the refrigerant enters the external heat exchanger 41. At this time, the external heat exchanger 41 acts as an evaporator. During this process, the refrigerant evaporates and absorbs heat, lowering the refrigerant temperature and thus reducing the temperature of the external heat exchanger 41.

[0068] Another portion of the refrigerant flows through the heat exchanger 54 or the battery direct cooling plate 91, where it also becomes a high-pressure liquid refrigerant. This liquid condenses and releases heat, thereby heating the battery and raising its temperature. The coolant then passes through the third electronic expansion valve 55. Both portions of the refrigerant flow through the first electronic expansion valve 42 and then through the external heat exchanger 41. Here, the external heat exchanger 41 acts as an evaporator, where the refrigerant evaporates and absorbs heat, lowering the coolant temperature and consequently reducing the temperature of the external heat exchanger 41.

[0069] With this configuration, this embodiment can be used when the ambient temperature is low, allowing the electric vehicle's battery to be heated via the battery heat exchange pipe 5. This prevents the battery from being affected by excessively low temperatures, thus ensuring the vehicle's range. Furthermore, the interior temperature can also be heated via the interior heat exchange pipe 3, while the exterior heat exchange pipe 4 acts as the evaporation side, ensuring good comfort for passengers inside the vehicle.

[0070] Furthermore, in an alternative implementation, such as Figure 5 As shown, when the switch valve sleeve 2 is switched, at the same time, the vehicle interior heat exchange pipeline 3 is in a third pipeline connection state, the vehicle exterior heat exchange pipeline 4 is in a condensation side, the battery heat exchange pipeline 5 is in a condensation side, and the waste heat recovery pipeline 6 is in an evaporation side.

[0071] In winter, after a period of driving, the external heat exchanger 41 will frost over, affecting its heat exchange efficiency, thus requiring defrosting. Specifically, the high-temperature, high-pressure superheated refrigerant discharged from the compressor 11 enters the in-vehicle heat exchanger 31, the external heat exchanger 41, the heat exchanger 54, or the battery direct cooling plate 91, where it condenses and releases heat to heat the coolant, achieving the purpose of heating the passenger compartment and the battery. At the same time, the external heat exchanger 41 is used as a condenser, thus achieving the function of defrosting the external heat exchanger 41.

[0072] Furthermore, after the refrigerant flows out from different condensers, it passes through its corresponding electronic expansion valve, then through the fourth electronic expansion valve 62, and enters the waste heat exchanger 61 to exchange heat with the dynamic heat exchange pipeline 7. After passing through the waste heat exchanger 61, the refrigerant returns to the gas-liquid separator 12.

[0073] With this configuration, this embodiment can be used when the ambient temperature is low. However, after the vehicle has been driven for a period of time, the external heat exchange pipe 4 will frost over, affecting the heat exchange effect, thus requiring defrosting. Therefore, in this embodiment, the internal heat exchange pipe 3 can heat the vehicle interior to ensure passenger comfort, while the external heat exchange pipe 4 can heat itself, thus achieving defrosting. Simultaneously, the electric vehicle's battery can also be heated through the battery heat exchange pipe 5 to prevent excessively low temperatures from affecting battery energy storage and discharge, thereby ensuring the vehicle's range.

[0074] Furthermore, in an alternative implementation, such as Figure 6 As shown, when the switch valve sleeve 2 is switched, at the same time, there is a fourth pipeline connection state in which the in-vehicle heat exchange pipeline 3 is on the condensation side, the external heat exchange pipeline 4 is on the condensation side, and the battery heat exchange pipeline 5 is on the evaporation side.

[0075] Specifically, the high-temperature and high-pressure superheated refrigerant discharged from the compressor 11 enters the in-vehicle heat exchanger 31 and the out-of-vehicle heat exchanger 41 respectively. At this time, both the in-vehicle heat exchanger 31 and the out-of-vehicle heat exchanger 41 act as condensers. During this process, the refrigerant condenses and releases heat to heat the coolant, thus meeting the heating requirements of the vehicle compartment.

[0076] Meanwhile, the external heat exchanger 41, acting as a condenser, also functions as a defrost unit. Refrigerant flowing from the internal heat exchanger 31 passes through the second electronic expansion valve 32 and then enters the fourth electronic expansion valve 62. Refrigerant flowing from the external heat exchanger 41 passes through the first electronic expansion valve 42 and the third electronic expansion valve 55 and then enters the heat exchanger 54 or the battery direct cooling plate 91. During this process, the refrigerant vaporizes and absorbs heat, lowering the coolant temperature and thus meeting the battery cooling requirements and reducing the battery temperature.

[0077] Another portion of the refrigerant flows out through the external heat exchanger 41 and enters the fourth electronic expansion valve 62, then into the waste heat exchanger 61, where it exchanges heat with the power heat exchange pipeline 7. After flowing through the waste heat exchanger 61, the refrigerant returns to the gas-liquid separator 12.

[0078] With this configuration, this implementation can be used when the ambient temperature is low, while requiring defrosting of the external heat exchange pipe 4. In this scenario, it is also necessary to ensure that the battery temperature is within a normal operating threshold range. Therefore, after prolonged driving, when the battery temperature is high, cooling can be achieved through the battery heat exchange pipe 5 to prevent affecting the normal operation of the battery.

[0079] Furthermore, in an alternative implementation, such as Figure 7 As shown, when the switch valve sleeve 2 is switched, at the same time, the in-vehicle heat exchange pipeline 3 is on the evaporation side, the external heat exchange pipeline 4 is on the condensation side, and the battery heat exchange pipeline 5 is on the condensation side.

[0080] The high-temperature, high-pressure superheated refrigerant discharged from compressor 11 flows through external heat exchanger 41 and heat exchanger 54 or battery direct cooling plate 91. External heat exchanger 41 acts as a condenser, achieving the purpose of defrosting. Furthermore, heat exchanger 54 or battery direct cooling plate 91 acts as a condenser, where the superheated refrigerant liquefies and releases heat, heating the coolant and further achieving the purpose of battery heating.

[0081] The refrigerant flowing through the external heat exchanger 41 passes through the second electronic expansion valve 32 and then through the internal heat exchanger 31. The internal heat exchanger 31 acts as an evaporator, where the refrigerant evaporates and absorbs heat, thereby lowering the coolant temperature and achieving the effect of cooling inside the vehicle.

[0082] The refrigerant, after passing through the heat exchanger 54 or the battery direct cooling plate 91, flows through the third electronic expansion valve 55 and then into the fourth electronic expansion valve 62. It then enters the waste heat exchanger 61 and exchanges heat with the power heat exchange pipeline 7. After passing through the waste heat exchanger 61, the refrigerant returns to the gas-liquid separator 12.

[0083] With this configuration, this implementation method can also achieve battery heating, vehicle interior cooling, and vehicle exterior heat exchange pipeline 4 defrosting, thereby meeting the user's usage needs in various environments as much as possible.

[0084] Furthermore, in an alternative implementation, such as Figure 4 As shown, the power heat exchange pipeline 7 and the battery heat exchange pipeline 5 are connected through a switching valve group 8; when the switching valve group 8 is switched, the power heat exchange pipeline 7 has a fifth pipeline connection state in which it self-circulates and cools the motor 71, and a sixth pipeline connection state in which the heating device in the power heat exchange pipeline 7 is activated after being connected to the battery heat exchange pipeline 5 to reheat the battery.

[0085] Specifically, in this embodiment, the switching valve assembly 8 can be a four-way valve. The four-way valve is provided with port A, port B, port C and port D.

[0086] In normal working conditions, such as Figure 3 , Figures 5 to 7 As shown, ports A and B can be connected to both ends of the power heat exchanger pipe 7, and ports C and D can be connected to both ends of the battery heat exchanger pipe 5. In this case, both the battery heat exchanger pipe 5 and the power heat exchanger pipe 7 form closed loops, allowing the heat generated by the motor 71 or the electronic control module 72 in the power module to be dissipated through the power heat exchanger pipe 7. When the heat dissipation requirement is not high, such as... Figure 2 As shown, the heat can be dissipated through the air-cooled radiator 73.

[0087] In extremely cold conditions, in addition to the normal activation of battery heating as described in the above embodiments, it is also necessary to switch the switching valve group 8, such as... Figure 4 As shown, ports A and D are connected, and ports B and C are connected. At this time, the power heat exchange pipeline 7 is connected to the battery heat exchange pipeline 5. Simultaneously, the heating device in the power heat exchange pipeline 7 is activated; in this embodiment, it can be a PTC device. After the power heat exchange pipeline 7 exchanges heat with the waste heat recovery pipeline 6, the PTC device further heats the heat exchange medium in the pipeline, and then the further heated heat exchange medium is transported to the heat exchanger 54 to heat the battery.

[0088] Of course, the PTC device can also be installed inside the vehicle compartment to provide supplementary heating for the battery and the interior of the compartment.

[0089] With this setup, in extremely cold conditions, the battery may stop working due to the extremely low temperature, and there is also the possibility that the battery heat exchange pipeline 5 cannot provide enough heat due to excessive heat loss. In this situation, this embodiment can also activate the power heat exchange pipeline 7, using the heating device in the power heat exchange pipeline 7 to further heat the heat exchange medium in the pipeline, thereby providing supplemental heating for the battery.

[0090] Furthermore, in an optional embodiment, the battery heat exchange pipeline 5 is provided with a water tank 51, a water pump 52, and a battery heat exchange plate 53 connected in series. The battery heat exchange plate 53 is connected to one end of the heat exchanger 54 in the battery heat exchange pipeline 5, and the other end of the water tank 51 and the heat exchanger 54 are connected through the switch valve group 8, thereby realizing series circulation.

[0091] Furthermore, in an optional embodiment, the integrated thermal management system further includes a battery direct cooling pipeline 9, which is connected in parallel with the battery heat exchange pipeline 5.

[0092] Furthermore, in an optional embodiment, the integrated thermal management system further includes a liquid storage tank 10, which is connected between the second end of the in-vehicle heat exchange pipeline 3 and the second end of the external heat exchange pipeline 4.

[0093] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An integrated thermal management system, characterized by, include: The compressor assembly (1) is provided with an output end and a return end; the compressor assembly (1) is adapted to output refrigerant; The switching valve sleeve (2) includes three three-way valve groups. The first port of each three-way valve group is connected to the output end, the second port of each three-way valve group is connected to the return end, and the third port of each three-way valve group is connected to the first end of the in-vehicle heat exchange pipeline (3), the first end of the external heat exchange pipeline (4), and the first end of the battery heat exchange pipeline (5), respectively. The in-vehicle heat exchange pipeline (3), the external heat exchange pipeline (4), and the battery heat exchange pipeline (5) are all equipped with heat exchangers and electronic expansion valves that work in conjunction with the compressor assembly (1). Waste heat recovery pipeline (6), the first end of which is connected to the second end of the in-vehicle heat exchange pipeline (3), the second end of the external heat exchange pipeline (4) and the second end of the battery heat exchange pipeline (5), and the second end of the waste heat recovery pipeline (6) is connected to the return end; the waste heat recovery pipeline (6) is also equipped with a heat exchanger and an electronic expansion valve that work in conjunction with the compressor assembly (1); The power heat exchange pipeline (7) exchanges heat with the waste heat recovery pipeline (6).

2. The integrated thermal management system of claim 1, wherein, When the switch valve sleeve (2) is switched, at the same time, the in-vehicle heat exchange pipeline (3) is in the evaporation side, the external heat exchange pipeline (4) is in the condensation side, and the battery heat exchange pipeline (5) is in the evaporation side, which is the first pipeline connection state.

3. The integrated thermal management system of claim 1, wherein, When the switch valve sleeve (2) is switched, at the same time, the vehicle interior heat exchange pipeline (3) is in a second pipeline connection state, the vehicle exterior heat exchange pipeline (4) is in the evaporation side, and the battery heat exchange pipeline (5) is in the condensation side.

4. The integrated thermal management system of claim 1, wherein, When the switch valve sleeve (2) is switched, at the same time, the vehicle interior heat exchange pipeline (3) is in a third pipeline connection state, the vehicle exterior heat exchange pipeline (4) is in a condensation side, the battery heat exchange pipeline (5) is in a condensation side, and the waste heat recovery pipeline (6) is in an evaporation side.

5. The integrated thermal management system of claim 1, wherein, When the switch valve sleeve (2) is switched, at the same time, the vehicle interior heat exchange pipeline (3) is in a fourth pipeline connection state, the vehicle exterior heat exchange pipeline (4) is in a condensation side, and the battery heat exchange pipeline (5) is in an evaporation side.

6. The integrated thermal management system of claim 1, wherein, When the switch valve sleeve (2) is switched, at the same time, the in-vehicle heat exchange pipeline (3) is on the evaporation side, the external heat exchange pipeline (4) is on the condensation side, and the battery heat exchange pipeline (5) is on the condensation side.

7. The integrated thermal management system of any one of claims 1 to 6, wherein, The power heat exchange pipeline (7) and the battery heat exchange pipeline (5) are connected through a switching valve group (8); when the switching valve group (8) is switched, the power heat exchange pipeline (7) has a fifth pipeline connection state in which it self-circulates and cools the motor (71), and a sixth pipeline connection state in which the heating device in the power heat exchange pipeline (7) is activated after being connected to the battery heat exchange pipeline (5) to reheat the battery.

8. The integrated thermal management system according to claim 7, characterized in that, In the battery heat exchange pipeline (5), a water tank (51), a water pump (52), and a battery heat exchange plate (53) are connected in series. The battery heat exchange plate (53) is connected to one end of the heat exchanger (54) in the battery heat exchange pipeline (5). The other end of the water tank (51) and the heat exchanger (54) are connected through the switch valve group (8) to realize series circulation.

9. The integrated thermal management system of claim 8, wherein, The integrated thermal management system also includes a battery direct cooling pipeline (9), which is connected in parallel with the battery heat exchange pipeline (5).

10. The integrated thermal management system of any one of claims 1 to 6, wherein, The integrated thermal management system also includes: The liquid storage tank (10) is connected between the second end of the heat exchange pipeline (3) inside the vehicle and the second end of the heat exchange pipeline (4) outside the vehicle.

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