A whole vehicle thermal management integrated system

Abstract

The utility model belongs to the technical field of heat management discloses a whole vehicle heat management integrated system, including refrigerant circulation system and cooling liquid circulation system. Through the indirect heat pump framework combination of first cooler, second cooler and water -cooled condenser with the switching of mode of first five -way valve, second five -way valve and three -way valve, make heat management integrated system adapt to rich use scene, can effectively solve new energy automobile under high temperature environment cold core refrigeration and battery pack assembly cooling demand superposition time's system performance attenuation, heat management efficiency is low and space layout is limited and so on problem, provide a kind of more efficient, compact and reliable heat management solution for new energy automobile. In cooling mode, first cooler and second cooler work cooperatively, serve the cooling circuit of battery pack assembly and cold core respectively, ensure respective independent heat management demand, avoid the capacity deficiency of traditional single cooler system under double heat load, improve system cooling efficiency and adaptability.

Description

Technical Field

[0001] This utility model relates to the field of thermal management technology, and in particular to an integrated thermal management system for a vehicle. Background Technology

[0002] As a core module affecting driving range, battery life, and ride comfort, the thermal management system of new energy vehicles has become a key area of ​​technological competition among automakers in terms of integration and efficiency. With increasing user demands for improved winter range reduction and rapid cooling and heating, the thermal management system must simultaneously handle multiple tasks, including battery temperature control (low-temperature preheating, high-temperature cooling), passenger compartment environment regulation, and motor and electronic control system heat dissipation. This has led to a surge in the number of system pipes and components, significantly increasing vehicle space occupancy and raising energy consumption and failure risks.

[0003] The current mainstream single-chiller heat pump architecture has significant shortcomings: when a vehicle is simultaneously cooling the battery and the passenger compartment, the single chiller needs to distribute the cooling capacity to meet both demands, which can easily lead to insufficient cooling capacity and slow response speed. It also faces a priority conflict of "prioritizing the battery or the passenger compartment," affecting the user experience. Although some solutions supplement cooling by adding an evaporator, this results in the cooling system being split into independent modules, making it impossible to achieve a fully integrated design. This not only increases system complexity and cost but also restricts the improvement of vehicle energy efficiency and space optimization, making it difficult to adapt to the development trend of lightweight and highly integrated new energy vehicles.

[0004] Therefore, there is an urgent need to propose an integrated vehicle thermal management system to solve the above problems. Utility Model Content

[0005] The purpose of this utility model is to provide a vehicle thermal management system that further integrates the system and significantly improves the collaborative management of multiple heat sources and energy utilization efficiency, providing a highly integrated and efficient solution for improving the comprehensive thermal management performance of new energy vehicles in multiple scenarios.

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

[0007] A vehicle thermal management integrated system, comprising:

[0008] The refrigerant circulation system includes a compressor, a water-cooled condenser, a first cooler, and a second cooler. The outlet of the compressor is connected to the first inlet of the water-cooled condenser. The first outlet of the first cooler and the first outlet of the second cooler are respectively connected to the suction port of the compressor. The first inlet of the first cooler and the first inlet of the second cooler are respectively connected to the first outlet of the water-cooled condenser.

[0009] The coolant circulation system includes a battery pack assembly, a cooling core, a heating core, a water tank, an electric drive assembly, a first five-way valve, a second five-way valve, and a three-way valve. The inlet of the battery pack assembly is connected to the second outlet of the first cooler through the first five-way valve, and the outlet of the battery pack assembly is connected to the second inlet of the first cooler or the inlet of the battery pack assembly through the second five-way valve. The inlet of the cooling core is connected to the second outlet of the second cooler, and the outlet of the cooling core is connected to the second inlet of the second cooler. The inlet of the heating core is connected to the first outlet of the three-way valve, and the inlet of the three-way valve is connected to the second outlet of the water-cooled condenser. The outlet of the heating core is connected to the second inlet of the water-cooled condenser. The inlet of the water tank is connected to the second outlet of the three-way valve through the first five-way valve. The inlet of the electric drive assembly is connected to the outlet of the water tank or the first five-way valve, and the outlet of the electric drive assembly is connected to the second inlet of the water-cooled condenser through the second five-way valve.

[0010] Preferably, the refrigerant circulation system also includes a liquid receiver integrated into the water-cooled condenser.

[0011] Preferably, the refrigerant circulation system further includes a first electronic expansion valve and a second electronic expansion valve, wherein the first electronic expansion valve is connected to the first outlet of the water-cooled condenser and the first inlet of the first cooler, and the second electronic expansion valve is connected to the first outlet of the water-cooled condenser and the first inlet of the second cooler.

[0012] Preferably, the coolant circulation system also includes a first electronic water pump, the inlet of which is connected to a first five-way valve or a second five-way valve, and the outlet of which is connected to the inlet of the battery pack assembly.

[0013] Preferably, the coolant circulation system also includes a second electronic water pump, the inlet of which is connected to the second outlet of the second cooler, and the outlet of which is connected to the inlet of the coolant core.

[0014] Preferably, the coolant circulation system also includes a third electronic water pump, the inlet of which is connected to the outlet of the water tank or the first five-way valve, and the outlet of the third electronic water pump is connected to the inlet of the electric drive assembly.

[0015] Preferably, the coolant circulation system also includes a fourth electronic water pump, the inlet of which is connected to the outlet of the second five-way valve or the heater core, and the outlet of which is connected to the second inlet of the water-cooled condenser.

[0016] Preferably, the coolant circulation system also includes a cooling fan with its outlet facing the water tank.

[0017] Preferably, the coolant circulation system also includes a water heater, the inlet of which is connected to the second outlet of the water-cooled condenser, and the outlet of which is connected to the inlet of the three-way valve.

[0018] Preferably, the coolant circulation system also includes a blower with the blower's outlet facing the cold core and the warm core.

[0019] The beneficial effects of this utility model are:

[0020] This utility model provides an integrated thermal management system for a vehicle, including a refrigerant circulation system and a coolant circulation system. The refrigerant circulation system includes a compressor, a water-cooled condenser, a first cooler, and a second cooler. The coolant circulation system includes a battery pack assembly, a cooling core, a heating core, a water tank, an electric drive assembly, a first five-way valve, a second five-way valve, and a three-way valve. By combining the indirect heat pump architecture of the first cooler, the second cooler, and the water-cooled condenser with the first five-way valve, the second five-way valve, and the three-way valve for mode switching, the integrated thermal management system can adapt to a wide range of usage scenarios. It can effectively solve the problems of system performance degradation, low thermal management efficiency, and limited space layout when the cooling requirements of the cooling core and the battery pack assembly are superimposed in high-temperature environments in new energy vehicles, providing a more efficient, compact, and reliable thermal management solution for new energy vehicles. In cooling mode, the first and second coolers work together, serving the cooling circuits of the battery pack assembly and the cooling core respectively. This ensures their independent thermal management needs while enabling heat exchange and comprehensive energy utilization in specific scenarios. It avoids the capacity limitations and mutual interference of traditional single-cooler systems under dual heat loads, improving system cooling efficiency and adaptability, while reducing energy consumption and helping to extend the driving range of electric vehicles. This system features a compact structure, high thermal management accuracy, low energy consumption, and high reliability. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the integrated vehicle thermal management system provided in this embodiment;

[0022] Figure 2 This is a schematic diagram illustrating the working principle of cooling mode a of the integrated vehicle thermal management system provided in this embodiment.

[0023] Figure 3 This is a schematic diagram illustrating the working principle of cooling mode b of the integrated vehicle thermal management system provided in this embodiment;

[0024] Figure 4 This is a schematic diagram illustrating the working principle of heating mode a of the integrated vehicle thermal management system provided in this embodiment;

[0025] Figure 5 This is a schematic diagram illustrating the working principle of heating mode b of the integrated vehicle thermal management system provided in this embodiment;

[0026] Figure 6 This is a schematic diagram illustrating the working principle of the dehumidification mode of the integrated vehicle thermal management system provided in this embodiment.

[0027] In the picture:

[0028] 101. Compressor; 102. Water-cooled condenser; 103. First cooler; 104. Second cooler; 105. First electronic expansion valve; 106. Second electronic expansion valve; 201. Battery pack assembly; 202. Cooling core; 203. Heating core; 204. Water tank; 205. Electric drive assembly; 206. First five-way valve; 207. Second five-way valve; 208. Three-way valve; 209. First electronic water pump; 210. Second electronic water pump; 211. Third electronic water pump; 212. Fourth electronic water pump; 213. Cooling fan; 214. Water heater; 215. Blower. Detailed Implementation

[0029] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, not the entire structure.

[0030] In the description of this utility model, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0032] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0033] This embodiment provides a vehicle thermal management system that further integrates the system and significantly improves the collaborative management of multiple heat sources and energy utilization efficiency, providing a highly integrated and efficient solution for improving the comprehensive thermal management performance of new energy vehicles in multiple scenarios.

[0034] Specifically, such as Figure 1 As shown, a vehicle thermal management integrated system includes a refrigerant circulation system and a coolant circulation system. The refrigerant circulation system includes a compressor 101, a water-cooled condenser 102, a first cooler 103, and a second cooler 104. The outlet of the compressor 101 is connected to the first inlet of the water-cooled condenser 102. The first outlet of the first cooler 103 and the first outlet of the second cooler 104 are respectively connected to the suction port of the compressor 101. The first inlet of the first cooler 103 and the first inlet of the second cooler 104 are respectively connected to the first outlet of the water-cooled condenser 102, thereby realizing the circulation of refrigerant within the first cooler 103 and the second cooler 104.

[0035] The coolant circulation system includes a battery pack assembly 201, a cooling core 202, a heating core 203, a water tank 204, an electric drive assembly 205, a first five-way valve 206, a second five-way valve 207, and a three-way valve 208. The inlet of the battery pack assembly 201 is connected to the second outlet of the first cooler 103 via the first five-way valve 206, and the outlet of the battery pack assembly 201 is connected to either the second inlet of the first cooler 103 or the inlet of the battery pack assembly 201 via the second five-way valve 207. The inlet of the cooling core 202 is connected to the second outlet of the second cooler 104, and the outlet of the cooling core 202 is connected to the second outlet of the second cooler 104. The two inlets are connected: the inlet of the heating core 203 is connected to the first outlet of the three-way valve 208, the inlet of the three-way valve 208 is connected to the second outlet of the water-cooled condenser 102, and the outlet of the heating core 203 is connected to the second inlet of the water-cooled condenser 102. The inlet of the water tank 204 is connected to the second outlet of the three-way valve 208 via the first five-way valve 206. The inlet of the electric drive assembly 205 is connected to the outlet of the water tank 204 or the first five-way valve 206, and the outlet of the electric drive assembly 205 is connected to the second inlet of the water-cooled condenser 102 via the second five-way valve 207, enabling heat exchange between the coolant and refrigerant in different circulation paths. When cooling, the water-cooled condenser 102 releases heat generated by the passenger compartment and battery pack assembly 201 into the coolant; when heating, it releases heat from the refrigerant to the coolant from the heating core 203 and battery pack assembly 201. The first cooler 103 can perform battery cooling and waste heat recovery functions for the drive assembly and battery. The second cooler 104 releases the cooling capacity of the refrigerant to the coolant from the cold core 202. The water tank 204 dissipates heat from the electric drive assembly 205 and from the coolant in the water-cooled condenser 102. The cold core 202 provides cooling and dehumidification for the passenger compartment. The heating core 203 provides heating and dehumidification for the passenger compartment. The first five-way valve 206, the second five-way valve 207, and the three-way valve 208 can switch between multiple modes. It should be noted that the coolant refers to coolant solutions of different concentrations, but can also be other solutions; no specific limitation is made in this embodiment.

[0036] By combining the indirect heat pump architecture of the first cooler 103, the second cooler 104, and the water-cooled condenser 102 with the switching modes of the first five-way valve 206, the second five-way valve 207, and the three-way valve 208, the thermal management integrated system is adaptable to a wide range of usage scenarios. It effectively solves problems such as system performance degradation, low thermal management efficiency, and limited space layout when the cooling requirements of the cold core 202 and the battery pack assembly 201 overlap under high-temperature environments in new energy vehicles. This provides a more efficient, compact, and reliable thermal management solution for new energy vehicles. In cooling mode, the first cooler 103 and the second cooler 104 work collaboratively, serving the cooling circuits of the battery pack assembly 201 and the cold core 202 respectively. This ensures their independent thermal management needs while enabling heat interaction and comprehensive energy utilization in specific scenarios. It avoids the insufficient capacity and mutual interference of traditional single-cooler systems under dual heat loads, improving system cooling efficiency and adaptability, while reducing energy consumption and helping to extend the driving range of electric vehicles. This results in a thermal management integrated system characterized by its compact structure, high thermal management accuracy, low energy consumption, and high reliability.

[0037] Furthermore, the refrigerant circulation system also includes a liquid receiver tank, which is integrated into the water-cooled condenser 102. This reduces the number of system components and pipe connection points, shrinks the installation space, reduces the risk of leakage, optimizes the coordinated process of refrigerant condensation and storage, improves the integration and heat exchange efficiency of the thermal management integrated system, and contributes to the lightweighting and energy efficiency upgrade of the vehicle.

[0038] Optionally, the refrigerant circulation system also includes a first electronic expansion valve 105 and a second electronic expansion valve 106. The first electronic expansion valve 105 is connected to the first outlet of the water-cooled condenser 102 and the first inlet of the first cooler 103. The second electronic expansion valve 106 is connected to the first outlet of the water-cooled condenser 102 and the first inlet of the second cooler 104. The first electronic expansion valve 105 regulates the refrigerant flow rate and throttling pressure reduction entering the first cooler 103, and the second electronic expansion valve 106 regulates the refrigerant flow rate entering the second cooler 104 to match the different operating conditions of the thermal management integrated system, ensure the stable heat exchange efficiency of the first cooler 103 and the second cooler 104, and optimize the system's cooling / heating response speed to improve the overall vehicle energy efficiency.

[0039] Optionally, the coolant circulation system also includes a first electronic water pump 209. The inlet of the first electronic water pump 209 is connected to a first five-way valve 206 or a second five-way valve 207, and the outlet of the first electronic water pump 209 is connected to the inlet of the battery pack assembly 201. The first electronic water pump 209 provides power for coolant circulation, precisely controls the coolant flow rate and delivery rate from the first five-way valve 206 or the second five-way valve 207, quickly adjusts the temperature of the battery pack assembly 201, ensures that the battery operates within a suitable temperature range, and improves the response efficiency of the thermal management integrated system and the stability of battery performance.

[0040] Furthermore, the coolant circulation system also includes a second electronic water pump 210. The inlet of the second electronic water pump 210 is connected to the second outlet of the second cooler 104, and the outlet of the second electronic water pump 210 is connected to the inlet of the cold core 202. The second electronic water pump 210 provides stable power for coolant circulation, precisely controls the flow rate and velocity of coolant from the second cooler 104, ensures stable heat exchange efficiency of the cold core 202, quickly responds to the temperature regulation needs of the crew compartment or related components, and improves the system temperature control accuracy and energy efficiency.

[0041] Optionally, the coolant circulation system also includes a third electronic water pump 211. The inlet of the third electronic water pump 211 is connected to the outlet of the water tank 204 or the first five-way valve 206, and the outlet of the third electronic water pump 211 is connected to the inlet of the electric drive assembly 205. The third electronic water pump 211 provides power to the dedicated cooling branch of the electric drive assembly 205 according to different coolant sources, precisely controls the coolant flow, and quickly removes the heat generated by the electric drive assembly 205 during operation, ensuring that the electric drive assembly 205 operates stably at a suitable temperature and avoiding overheating that could affect performance.

[0042] Furthermore, the coolant circulation system also includes a fourth electronic water pump 212. The inlet of the fourth electronic water pump 212 is connected to the outlet of the second five-way valve 207 or the heating element 203, and the outlet of the fourth electronic water pump 212 is connected to the second inlet of the water-cooled condenser 102. The fourth electronic water pump 212 provides power for the circulation of coolant in the water-cooled condenser 102, flexibly adjusts the coolant flow rate and the heat exchange rhythm of the water-cooled condenser 102, adapts to the multi-condition switching requirements of the thermal management integrated system, and improves the system temperature control accuracy and energy efficiency.

[0043] Optionally, the coolant circulation system also includes a cooling fan 213, the air outlet of which faces the water tank 204 to accelerate the airflow around the water tank 204, enhance the heat dissipation effect of the water tank 204, and at the same time work with the third electronic water pump 211 to ensure the coolant temperature of the cooling branch of the electric drive assembly 205 is stable, thereby improving the system's heat dissipation efficiency and temperature control reliability.

[0044] Furthermore, the coolant circulation system also includes a water heater 214. The inlet of the water heater 214 is connected to the second outlet of the water-cooled condenser 102, and the outlet of the water heater 214 is connected to the inlet of the three-way valve 208, so as to realize the function of supplementing the system with heat, heating the coolant under low temperature conditions, quickly increasing the heating temperature of the passenger compartment or preheating the battery pack assembly 201, supplementing the heating capacity of the thermal management integrated system, and ensuring the temperature regulation needs and stability of the thermal management integrated system in multiple scenarios.

[0045] Optionally, the coolant circulation system also includes a blower 215, the air outlet of which faces the cold core 202 and the warm core 203, accelerating the air to pass through the cold core 202 / warm core 203 for heat exchange, quickly delivering cold or warm air to the passenger compartment, improving the temperature regulation response speed in the passenger compartment, while enhancing heat exchange efficiency, ensuring driving comfort and system temperature control effect.

[0046] The integrated vehicle thermal management system provided in this embodiment is fully functional. Through integration, it can realize the cooling, heating, and dehumidification modes of the heat pump air conditioning system, and can also cool and heat the battery. It has the characteristics of small footprint, simple control, high heat exchange efficiency, high energy utilization, and high reliability. Its five typical operating modes are as follows:

[0047] Cooling Mode A—Crew cabin cooling, active battery cooling

[0048] like Figure 2 As shown, the superheated refrigerant enters the compressor 101 and is compressed into a high-temperature, high-pressure gaseous refrigerant. It then enters the water-cooled condenser 102 (integrated liquid storage tank), where it condenses and exchanges heat. After passing through the internal liquid storage tank, it flows through the last process to form a subcooled liquid refrigerant. One path passes through the second electronic expansion valve 106 for throttling and pressure reduction before flowing into the second cooler 104 for evaporation and heat absorption, becoming a low-temperature, low-pressure superheated gas. The other path passes through the first electronic expansion valve 105 for throttling and pressure reduction before flowing into the first cooler 103, becoming a low-temperature, low-pressure superheated gas. The two gas paths merge and enter the suction port of the compressor 101, thus starting the next cycle.

[0049] In this mode, the coolant in the cold core 202 flows into the second cooler 104. At this time, the refrigerant that has been throttled and cooled by the second electronic expansion valve 106 enters the second cooler 104 to evaporate and absorb heat from the coolant. The cooled coolant returns directly to the cold core 202. The airflow generated by the blower 215 forms forced convection, blowing the cold air in the cold core 202 into the passenger compartment to achieve the purpose of cooling. The coolant with a higher temperature flowing out of the battery pack assembly 201 flows through the second five-way valve 207 and passes through the first cooler 103, where it exchanges heat with the refrigerant. The refrigerant in the first cooler 103 absorbs heat from the coolant circulation loop and undergoes a phase change, which cools the coolant to the required temperature at the battery inlet. After passing through the first five-way valve 206, it is drawn into the battery pack assembly 201 by the first electronic water pump 209 to cool the battery, completing the active cooling process of the battery.

[0050] The heat absorbed by the refrigerant in the first cooler 103 and the second cooler 104 is compressed by the compressor 101 to create a pressure difference, which transfers the heat to the water-cooled condenser 102. The refrigerant in the water-cooled condenser 102 exchanges heat with the coolant from the electric drive assembly 205, forming a high-temperature coolant that flows through the unactivated water heater 214, through the three-way valve 208, and through the first five-way valve 206 into the front water tank 204. The heat is released into the environment by the airflow generated by the cooling fan 213. The third electronic water pump 211 draws in the cooled coolant and sends it to the electric drive assembly 205 to cool the electric drive assembly 205. Then, it re-enters the water-cooled condenser 102 through the second five-way valve 207.

[0051] Cooling mode b – Passenger compartment cooling, battery passive cooling

[0052] like Figure 3 As shown, the superheated refrigerant enters the electric compressor 101 and is compressed into a high-temperature, high-pressure gaseous refrigerant. It then enters the water-cooled condenser 102 (integrated liquid storage tank), where it condenses and exchanges heat. After passing through the internal liquid storage tank, it flows through the last process to form a subcooled liquid refrigerant. After being throttled and depressurized by the second electronic expansion valve 106, it flows into the second cooler 104 to evaporate and absorb heat, becoming a low-temperature, low-pressure superheated gas. This gas then enters the suction port of the compressor 101, thus entering the next cycle.

[0053] In this mode, the coolant in the cold core 202 flows into the second cooler 104. At this time, the refrigerant that has undergone throttling and cooling through the second electronic expansion valve 106 enters the second cooler 104 to evaporate and absorb heat from the coolant. The cooled coolant returns directly to the cold core 202. The airflow generated by the blower 215 forms forced convection, blowing the cold air in the cold core 202 into the passenger compartment to achieve the purpose of cooling. The coolant with a higher temperature flowing out of the battery pack assembly 201 passes through the second five-way valve 207 and is drawn into the water-cooled condenser 102 (integrated liquid storage tank) by the fourth electronic water pump 212 and sent to the water-cooled condenser 102 (integrated liquid storage tank), where it mixes with the refrigerant on the other side of the water-cooled condenser 102 (integrated liquid storage tank). Heat exchange occurs, the refrigerant condenses and releases heat to the coolant. The coolant flows sequentially through the unactivated water heater 214, the three-way valve 208, and the first five-way valve 206 before entering the front-end water tank 204. The heat is released into the environment by the airflow generated by the cooling fan 213. The third electronic water pump 211 draws in the cooled coolant and sends it to the electric drive assembly 205 to cool the electric drive assembly 205. Then, it flows through the second five-way valve 207 through the first cooler 103, and after passing through the first five-way valve 206, it is drawn out by the first electronic water pump 209 and enters the battery pack assembly 201 to cool the battery, completing the passive cooling cycle of the battery.

[0054] Heating Mode A – Crew cabin heating, battery heating

[0055] like Figure 4 As shown, the superheated refrigerant enters the electric compressor 101 and is compressed into a high-temperature, high-pressure gaseous refrigerant. It then enters the water-cooled condenser 102 (integrated liquid storage tank), where it condenses and exchanges heat. After passing through the internal liquid storage tank, it flows through the last process to form a subcooled liquid refrigerant. After being throttled and depressurized by the first electronic expansion valve 105, it flows into the first cooler 103, becoming a low-temperature, low-pressure superheated gas. It then enters the suction port of the compressor 101, thus entering the next cycle.

[0056] In this mode, the refrigerant and coolant in the water-cooled condenser 102 (integrated liquid storage tank) exchange heat. The refrigerant condenses and releases heat to the coolant. The heated coolant passes through the unactivated water heater 214 and is distributed via the three-way valve 208. One path flows directly into the heating core 203, where the airflow generated by the blower 215 creates forced convection, blowing the heat from the heating core 203 into the cooler passenger compartment, thus heating the passenger compartment. The other path flows through the first five-way valve 206, is drawn into the battery pack assembly 201 by the first electronic water pump 209, and heats the battery, thus heating the battery. Then, it passes through the second five-way valve 207 and is drawn into the water-cooled condenser 102 (integrated liquid storage tank) by the fourth electronic water pump 212, entering the next cycle. Meanwhile, the coolant in the first cooler 103 enters the front water tank 204 after passing through the first five-way valve 206. Heat is released into the environment by the airflow generated by the cooling fan 213. The third electric water pump 211 draws in the cooled coolant and sends it to the electric drive assembly 205 to cool the electric drive assembly 205. Afterward, it returns to the first cooler 103 through the second five-way valve 207. In addition, when the heat is insufficient, the water heater 214 is turned on as a supplementary heat source.

[0057] Heating Mode B – Passenger cabin battery heating, with waste heat recovery from the motor

[0058] like Figure 5 As shown, the superheated refrigerant enters the electric compressor 101 and is compressed into a high-temperature, high-pressure gaseous refrigerant. It then enters the water-cooled condenser 102 (integrated liquid storage tank), where it condenses and exchanges heat. After passing through the internal liquid storage tank, it flows through the last process to form a subcooled liquid refrigerant. After being throttled and depressurized by the first electronic expansion valve 105, it flows into the first cooler 103, becoming a low-temperature, low-pressure superheated gas. It then enters the suction port of the compressor 101, thus entering the next cycle.

[0059] In this mode, the refrigerant and coolant in the water-cooled condenser 102 (integrated liquid storage tank) exchange heat. The refrigerant condenses and releases heat to the coolant. The heated coolant passes through the unactivated water heater 214 and is distributed via the three-way valve 208. One path flows directly into the heating core 203, where the airflow generated by the blower 215 creates forced convection, blowing the heat from the heating core 203 into the cooler passenger compartment, thus heating the passenger compartment. The other path flows through the first five-way valve 206, is drawn out by the first electronic water pump 209, and enters the battery pack assembly 201 to heat the battery, thus heating the battery. Then, it passes through the second five-way valve 207 and is drawn into the water-cooled condenser 102 (integrated liquid storage tank) by the fourth electronic water pump 212, entering the next cycle. The coolant in the first cooler 103 flows through the bypass circuit of the front-end water tank 204 after passing through the first five-way valve 206. At this time, the cooling fan 213 is turned off, and the third electric water pump 211 draws the coolant and sends it to the electric drive assembly 205. The waste heat of the electric drive assembly 205 heats the coolant, and then it returns to the first cooler 103 through the second five-way valve 207. The refrigerant in the first cooler 103 absorbs the heat from the electric drive assembly 205. In addition, when the heat is insufficient, the water heater 214 is turned on as a supplementary heat source.

[0060] Dehumidification mode – Dehumidification of the passenger compartment, battery self-circulation, and waste heat recovery from the motor.

[0061] like Figure 6 As shown, the superheated refrigerant enters the electric compressor 101 and is compressed into a high-temperature, high-pressure gaseous refrigerant. It then enters the water-cooled condenser 102 (integrated liquid storage tank), where it condenses and exchanges heat. After passing through the internal liquid storage tank, it flows through the last process to form a subcooled liquid refrigerant. One path passes through the second electronic expansion valve 106 for throttling and pressure reduction before flowing into the second cooler 104 for evaporation and heat absorption, becoming a low-temperature, low-pressure superheated gas. The other path passes through the first electronic expansion valve 105 for throttling and pressure reduction before flowing into the first cooler 103, becoming a low-temperature, low-pressure superheated gas. The two gas paths merge and enter the suction port of the compressor 101, thus starting the next cycle.

[0062] In this mode, the coolant in the cold core 202 flows into the second cooler 104. At this time, the refrigerant, which has undergone throttling and cooling through the second electronic expansion valve 106, enters the second cooler 104 to evaporate and absorb heat from the coolant. The cooled coolant returns directly to the cold core 202. The coolant in the warm core 203 is drawn into the water-cooled condenser 102 (integrated liquid storage tank) by the fourth electronic water pump 212. The refrigerant releases heat to the coolant and then returns to the warm core 203 through the unactivated water heater 214 and the three-way valve 208. The flowing air generated by the blower 215 exchanges heat with the coolant in the cold core 202. The high-temperature and high-humidity air condenses and precipitates moisture after cooling, achieving the purpose of dehumidifying the passenger compartment. The dehumidified low-temperature air then passes over the surface of the warm core 203, is heated by the coolant in the warm core 203, and is then sent into the passenger compartment to meet the passenger compartment comfort requirements. Meanwhile, the coolant at the outlet of the battery pack assembly 201 flows through the second five-way valve 207 via the battery bypass circuit and is returned to the battery pack assembly 201 by the first electronic water pump 209 for heat storage, completing the battery self-circulation. The coolant in the first cooler 103 passes through the first five-way valve 206 and enters the front-end water tank 204 to absorb ambient heat. It is then drawn in by the third electronic water pump 211 and sent to the electric drive assembly 205. The waste heat from the electric drive assembly 205 heats the coolant, which then returns to the first cooler 103 through the second five-way valve 207. The refrigerant in the first cooler 103 absorbs heat from the electric drive assembly 205 and ambient heat. Additionally, when heat is insufficient, the water heater 214 is activated as a supplementary heat source.

[0063] Obviously, the above embodiments of this utility model are merely examples for clearly illustrating the present utility model, and are not intended to limit the implementation of the present utility model. Those skilled in the art can make various obvious changes, readjustments, and substitutions without departing from the protection scope of this utility model. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this utility model should be included within the protection scope of the claims of this utility model.

Claims

1. A vehicle thermal management integrated system, characterized in that, include: A refrigerant circulation system includes a compressor (101), a water-cooled condenser (102), a first cooler (103), and a second cooler (104). The outlet of the compressor (101) is connected to the first inlet of the water-cooled condenser (102). The first outlet of the first cooler (103) and the first outlet of the second cooler (104) are respectively connected to the suction port of the compressor (101). The first inlet of the first cooler (103) and the first inlet of the second cooler (104) are respectively connected to the first outlet of the water-cooled condenser (102). The coolant circulation system includes a battery pack assembly (201), a cooling core (202), a heating core (203), a water tank (204), an electric drive assembly (205), a first five-way valve (206), a second five-way valve (207), and a three-way valve (208). The inlet of the battery pack assembly (201) is connected to the second outlet of the first cooler (103) through the first five-way valve (206). The outlet of the battery pack assembly (201) is connected to the second inlet of the first cooler (103) or the inlet of the battery pack assembly (201) through the second five-way valve (207). The inlet of the cooling core (202) is connected to the second outlet of the second cooler (104), and the outlet of the cooling core (202) is connected to the second outlet of the second cooler (104). The second inlet of the second cooler (104) is connected, the inlet of the heating element (203) is connected to the first outlet of the three-way valve (208), the inlet of the three-way valve (208) is connected to the second outlet of the water-cooled condenser (102), the outlet of the heating element (203) is connected to the second inlet of the water-cooled condenser (102), the inlet of the water tank (204) is connected to the second outlet of the three-way valve (208) through the first five-way valve (206), the inlet of the electric drive assembly (205) is connected to the outlet of the water tank (204) or the first five-way valve (206), and the outlet of the electric drive assembly (205) is connected to the second inlet of the water-cooled condenser (102) through the second five-way valve (207).

2. The integrated vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulation system also includes a liquid storage tank, which is integrated into the water-cooled condenser (102).

3. The integrated vehicle thermal management system according to claim 1, characterized in that, The refrigerant circulation system further includes a first electronic expansion valve (105) and a second electronic expansion valve (106). The first electronic expansion valve (105) connects the first outlet of the water-cooled condenser (102) to the first inlet of the first cooler (103), and the second electronic expansion valve (106) connects the first outlet of the water-cooled condenser (102) to the first inlet of the second cooler (104).

4. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system further includes a first electronic water pump (209), the inlet of which is connected to the first five-way valve (206) or the second five-way valve (207), and the outlet of which is connected to the inlet of the battery pack assembly (201).

5. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system also includes a second electronic water pump (210), the inlet of which is connected to the second outlet of the second cooler (104), and the outlet of which is connected to the inlet of the coolant core (202).

6. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system also includes a third electronic water pump (211), the inlet of which is connected to the outlet of the water tank (204) or the first five-way valve (206), and the outlet of which is connected to the inlet of the electric drive assembly (205).

7. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system also includes a fourth electronic water pump (212), the inlet of which is connected to the outlet of the second five-way valve (207) or the heater core (203), and the outlet of which is connected to the second inlet of the water-cooled condenser (102).

8. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system also includes a cooling fan (213) with its outlet facing the water tank (204).

9. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system also includes a water heater (214), the inlet of which is connected to the second outlet of the water-cooled condenser (102), and the outlet of which is connected to the inlet of the three-way valve (208).

10. The integrated vehicle thermal management system according to claim 1, characterized in that, The coolant circulation system also includes a blower (215) with its outlet facing the cold core (202) and the warm core (203).

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