CN115042582B

CN115042582B - Integrated heat exchange valve module, vehicle thermal management system and control method of vehicle thermal management system

Info

Publication number: CN115042582B
Application number: CN202210654498.8A
Authority: CN
Inventors: 吴俊�; 王天英; 龚智方; 刘杰; 吴凯枫; 晁长青
Original assignee: Zhiji Automobile Technology Co Ltd
Current assignee: Zhiji Automobile Technology Co Ltd
Priority date: 2022-06-10
Filing date: 2022-06-10
Publication date: 2024-05-14
Anticipated expiration: 2042-06-10
Also published as: CN115042582A

Abstract

An integrated heat exchange valve module, a vehicle heat management system and a control method thereof, wherein the module comprises a battery heat exchange pipeline, and the battery heat exchange pipeline comprises a first expansion valve, a second expansion valve, a third expansion valve, a fourth refrigerant interface and a fifth refrigerant interface; the liquid cooling heat exchange pipeline comprises a first valve, a second valve, a third valve, a first refrigerant interface, a second refrigerant interface and a third refrigerant interface. The first end of the first expansion valve is connected with the first end of the second expansion valve and the first end of the third expansion valve respectively, the second end of the second expansion valve is connected with the fifth refrigerant interface, and the second end of the third expansion valve is connected with the fourth refrigerant interface. The first end of the second valve is connected with the second refrigerant interface, the second refrigerant interface is simultaneously connected with the second end of the first valve, the first end of the first valve is connected with the first refrigerant interface, the first refrigerant interface is simultaneously connected with the second end of the third valve, and the first end of the third valve is connected with the third refrigerant interface.

Description

Integrated heat exchange valve module, vehicle thermal management system and control method of vehicle thermal management system

Technical Field

The present invention relates to a vehicle thermal management module, a system and a control method thereof, and more particularly, to an integrated heat exchange valve module, a vehicle thermal management system and a control method thereof.

Background

With the rapid development of global economy, green energy resources tend to be strained. The aim of carbon neutralization is to develop effective measures, and the development of new energy automobiles is also one of important means for saving energy and realizing carbon neutralization.

The new energy pure electric automobile increasingly pays attention to the whole automobile heat management technology, the whole automobile heat management can enable a motor and a battery to be in an optimal working temperature range, the efficiency is highest, and the whole automobile endurance can be further improved by combining the heat pump air conditioning technology. Currently, in order to improve the comfort of the space of the passenger cabin, the space of the front cabin is reduced, and in addition, more parts are brought by a complex thermal management system, so that the front cabin is difficult to arrange and work, and the trend of an air conditioning pipe and a cooling pipe is complex, which can bring the following problems:

1. The cost increases;

2. The increase of the length of the pipeline brings about large flow resistance and heat loss, reduces the system performance, reduces NVH comfort, increases the power consumption of the system, and reduces the whole vehicle endurance;

3. The number of pipeline interfaces is increased, and the leakage risk of the refrigerant is increased;

4. complicated pipeline trend makes the front cabin unsightly and difficult to maintain after sale.

Therefore, in order to realize the unified heat management technology of the whole vehicle, the new energy vehicle inevitably brings the problems that the heat management system has complex pipelines and various parts, so that the whole system has larger volume and the pipelines are easy to leak.

Disclosure of Invention

Aiming at the problems of complex pipelines, multiple parts, large overall volume of the system and easy leakage of the pipelines of the thermal management system in the prior art, the invention provides an integrated heat exchange valve module, a vehicle thermal management system and a control method thereof, which can at least simplify the complexity of the system, reduce the volume of the system and relieve the leakage of the pipelines.

In order to achieve the above purpose, the invention adopts the following technical scheme:

An integrated heat exchange valve module for a vehicle thermal management system includes a battery heat exchange circuit including a first expansion valve, a second expansion valve, a third expansion valve, a fourth refrigerant interface, and a fifth refrigerant interface; the liquid cooling heat exchange pipeline comprises a first valve, a second valve, a third valve, a first refrigerant interface, a second refrigerant interface and a third refrigerant interface. The first end of the first expansion valve is connected with the first end of the second expansion valve and the first end of the third expansion valve respectively, the second end of the second expansion valve is connected with the fifth refrigerant interface, and the second end of the third expansion valve is connected with the fourth refrigerant interface. The first end of the second valve is connected with the second refrigerant interface, the second refrigerant interface is simultaneously connected with the second end of the first valve, the first end of the first valve is connected with the first refrigerant interface, the first refrigerant interface is simultaneously connected with the second end of the third valve, and the first end of the third valve is connected with the third refrigerant interface.

As an embodiment of the present invention, the battery heat exchange line further includes: the first end of the battery heat exchanger is connected with the second end of the first expansion valve, and the second end of the battery heat exchanger is connected with the third refrigerant interface; the first end of the second one-way valve is connected with the fourth refrigerant interface; the filter screen is connected between the second end of the second one-way valve and the first end of the third expansion valve.

As an embodiment of the present invention, the liquid cooling heat exchange pipeline further includes: the first end of the liquid cooling heat exchanger is connected with the second end of the second valve, and the second end of the liquid cooling heat exchanger is connected with the second end of the second one-way valve and the filter screen; and a first check valve connected between the first end of the third valve and the third refrigerant port.

As one embodiment of the present invention, the battery heat exchanger further comprises a cooling liquid inlet and a cooling liquid outlet connected to the battery module; the liquid cooled heat exchanger also includes a coolant inlet (28) and a coolant outlet coupled to the air conditioning case assembly.

As one embodiment of the invention, a cooling liquid inlet (28) of the liquid cooling heat exchanger is connected with a water pump, and the water pump is further connected with an in-vehicle heat exchanger of the air conditioning box assembly; the cooling liquid outlet of the liquid cooling heat exchanger is connected with a water heater which is further connected with a three-way proportional regulating valve.

As one embodiment of the invention, a heat insulating layer is arranged between the battery heat exchange pipeline and the liquid cooling heat exchange pipeline.

As one embodiment of the present invention, an off-vehicle heat exchanger is connected between the first refrigerant interface and the fourth refrigerant interface; an in-vehicle evaporator of the air conditioning box assembly is connected between the third refrigerant interface and the fifth refrigerant interface; the second refrigerant interface and the third refrigerant interface are sequentially connected with the compressor and the gas-liquid separator.

In order to achieve the above purpose, the present invention further adopts the following technical scheme:

A vehicle thermal management system, comprising: the compressor is connected with the gas-liquid separator; an external heat exchanger, a cooling fan is arranged behind the external heat exchanger; the air conditioning box assembly comprises an in-vehicle heat exchanger and an in-vehicle evaporator; the off-board heat exchanger and air conditioning box assembly is connected to the integrated heat exchange valve module; the integrated heat exchange valve module comprises a battery heat exchanger, a liquid cooling heat exchanger, a first refrigerant interface, a second refrigerant interface, a third refrigerant interface, a fourth refrigerant interface and a fifth refrigerant interface. Wherein: the off-board heat exchanger is connected to the first refrigerant interface and the fourth refrigerant interface of the integrated heat exchange valve module; the in-vehicle heat exchanger is connected to the cooling liquid inlet and the cooling liquid outlet of the liquid cooling heat exchanger; the in-vehicle evaporator is connected to the third refrigerant interface and the fifth refrigerant interface; the second refrigerant interface and the third refrigerant interface are sequentially connected with the compressor and the gas-liquid separator.

As an embodiment of the present invention, the integrated heat exchange valve module further includes: the battery heat exchange pipeline comprises a first expansion valve, a second expansion valve, a third expansion valve, a fourth refrigerant interface and a fifth refrigerant interface; the liquid cooling heat exchange pipeline comprises a first valve, a second valve, a third valve, a first refrigerant interface, a second refrigerant interface and a third refrigerant interface. The first end of the first expansion valve is connected with the first end of the second expansion valve and the first end of the third expansion valve respectively, the second end of the second expansion valve is connected with the fifth refrigerant interface, and the second end of the third expansion valve is connected with the fourth refrigerant interface. The first end of the second valve is connected with the second refrigerant interface, the second refrigerant interface is simultaneously connected with the second end of the first valve, the first end of the first valve is connected with the first refrigerant interface, the first refrigerant interface is simultaneously connected with the second end of the third valve, and the first end of the third valve is connected with the third refrigerant interface;

As one embodiment of the invention, a cooling liquid inlet (28) of the liquid cooling heat exchanger is connected with a water pump, and the water pump is further connected with an in-vehicle heat exchanger of the air conditioning box assembly; the cooling liquid outlet of the liquid cooling heat exchanger is connected with a water heater, the water heater is further connected with the first end of a three-way proportional regulating valve, the second end of the three-way proportional regulating valve is connected with the heat exchanger in the vehicle, and the third end of the three-way proportional regulating valve is connected with a first cooling liquid interface.

A control method of a vehicle thermal management system, comprising: judging the operation mode of the refrigerant circulation system as refrigeration according to the environment temperature and the air conditioner setting data; opening the first valve and the second expansion valve; closing the second valve, the third valve, the first expansion valve and the third expansion valve; starting a cooling fan; calculating the temperature target and the air quantity of the air outlet of the system; calculating the target supercooling degree of the system and the target temperature of the evaporator in the vehicle according to the air outlet temperature target and the air quantity; adjusting the opening of the second expansion valve according to the target supercooling degree of the system; the rotational speed of the compressor is adjusted according to the target temperature of the evaporator in the vehicle.

A control method of a vehicle thermal management system, comprising: judging the operation mode of the refrigerant circulation system as refrigeration and dehumidification according to the environment temperature and the air conditioner setting data; opening the first valve and the second expansion valve; closing the second valve, the third valve, the first expansion valve and the third expansion valve; starting a cooling fan; calculating the temperature target and the air quantity of the air outlet of the system; calculating the target supercooling degree of the system, the target temperature of the evaporator in the vehicle and the target temperature of the inlet cooling liquid of the heat exchanger in the vehicle according to the air outlet temperature target and the air quantity; adjusting the opening of the second expansion valve according to the target supercooling degree of the system; adjusting the rotation speed of the compressor according to the target temperature of the evaporator in the vehicle; the heating power of the water heater is adjusted according to the target temperature of the inlet cooling liquid of the heat exchanger in the vehicle.

A control method of a vehicle thermal management system, comprising: judging the operation mode of the refrigerant circulation system to be heating and dehumidifying according to the environment temperature and the air conditioner setting data; opening the second valve, the third valve, the second expansion valve and the third expansion valve; closing the first valve and the first expansion valve; starting a cooling fan; calculating the temperature target and the air quantity of the air outlet of the system; calculating the target supercooling degree of the system, the target temperature of the evaporator in the vehicle, the target temperature of the inlet cooling liquid of the heat exchanger in the vehicle and the average value of the temperature of the air outlet of the system according to the air outlet temperature target and the air quantity; adjusting the opening of the third expansion valve according to the target supercooling degree of the system; adjusting the opening of the second expansion valve according to the target temperature of the evaporator in the vehicle; regulating the rotating speed of the compressor according to the average value of the temperature of the air outlet of the system; the heating power of the water heater is adjusted according to the target temperature of the inlet cooling liquid of the heat exchanger in the vehicle.

a control method of a vehicle thermal management system, comprising: judging the operation mode of the refrigerant circulation system as heating according to the environment temperature and the air conditioner setting data; opening the second valve, the third valve and the third expansion valve; closing the first valve, the first expansion valve and the second expansion valve; starting a cooling fan; calculating the temperature target and the air quantity of the air outlet of the system; calculating the target supercooling degree of the system, the target temperature of the inlet cooling liquid of the heat exchanger in the vehicle and the average value of the temperature of the air outlet of the system according to the air outlet temperature target and the air quantity; adjusting the opening of the third expansion valve according to the target supercooling degree of the system; regulating the rotating speed of the compressor according to the average value of the temperature of the air outlet of the system; the heating power of the water heater is adjusted according to the target temperature of the inlet cooling liquid of the heat exchanger in the vehicle.

According to the technical scheme, according to the structural characteristics of the electric vehicle, the valve parts and part parts on the side of the refrigerant loop are integrated in a modularized manner, so that the functional requirements of a thermal management system under different environmental working conditions are met, the energy consumption of heating and refrigerating the whole vehicle in winter is reduced, the arrangement can be simplified, the number of pipelines and pipeline interfaces is reduced, and the leakage risk of the refrigerant is reduced.

Drawings

FIG. 1 is a schematic diagram of an equivalent structure of a thermal management system of the present invention;

FIG. 2 is a schematic diagram of an integrated heat exchange module applied to a thermal management system;

FIGS. 3A and 3B are schematic structural views of an integrated heat exchange module;

FIG. 4 is an equivalent structural schematic diagram of the thermal management system in passenger compartment cooling mode;

FIG. 5 is a schematic diagram of an application structure of an integrated heat exchange module in a thermal management system in a passenger compartment cooling mode;

FIGS. 6A-6D are fluid flow schematic diagrams of an integrated heat exchange module in passenger compartment cooling mode;

FIG. 7 is an equivalent structural schematic of the thermal management system in passenger compartment & battery cooling mode;

FIG. 8 is a schematic illustration of an application of an integrated heat exchange module in a thermal management system in a passenger compartment & battery cooling mode;

9A-9B are fluid flow schematic diagrams of an integrated heat exchange module in a passenger compartment & battery cooling mode;

FIG. 10 is a schematic diagram of the equivalent structure of a thermal management system in a dehumidification cooling mode;

FIG. 11 is a schematic diagram of an application structure of an integrated heat exchange module in a thermal management system in a cooling and dehumidification mode;

FIG. 12 is a schematic diagram of an equivalent structure of a thermal management system in a heating and dehumidification mode;

FIG. 13 is a schematic diagram of an application structure of an integrated heat exchange module in a thermal management system in a heating and dehumidification mode;

FIGS. 14A-14E are fluid flow diagrams of an integrated heat exchange module in a heating and dehumidification mode;

FIG. 15 is an equivalent structural schematic of the thermal management system in a passenger cabin heating mode;

FIG. 16 is a schematic illustration of an application of an integrated heat exchange module in a thermal management system in a passenger cabin heating mode;

17A-17D are fluid flow schematic diagrams of an integrated heat exchange module in a passenger compartment heating mode;

FIG. 18 is a schematic diagram of an equivalent structure of a thermal management system in a waste heat recovery mode;

FIG. 19 is a schematic diagram of an application structure of an integrated heat exchange module in a heat management system in a waste heat recovery mode;

FIGS. 20A-20E are fluid flow schematic diagrams of an integrated heat exchange module in a waste heat recovery mode;

fig. 21-24 are control flow diagrams of the method of the present invention.

In the figure:

1-electric compressor, 2-in-vehicle heat exchanger, 3-in-vehicle evaporator, 4-out-of-vehicle heat exchanger, 5-gas-liquid separator, 6-integrated heat exchange valve module, 7-electric water pump, 8-water heater (WPTC), 9-three-way proportional control valve, 10-air conditioning tank assembly, 11-blower, 12-cooling fan, 13-battery cooler, 14-water-cooled condenser, 15-first solenoid valve, 16-second solenoid valve, 17-third solenoid valve, 18-first electronic expansion valve, 19-second electronic expansion valve, 20-third electronic expansion valve, 21-first refrigerant interface, 22-second refrigerant interface, 23-third refrigerant interface, 24-fourth refrigerant interface, 25-fifth refrigerant interface, 26-battery cooler cooling inlet, 27-battery cooler cooling outlet, 28-water-cooled condenser cooling inlet, 29-water-cooled condenser cooling outlet, 30-first cooling interface, 31-filter mesh, 32-first check valve, 33-second check valve, 34-second refrigerant interface, 35-out-vehicle heat exchange interface.

Detailed Description

The technical solutions in the embodiments of the present invention are further clearly and completely described below with reference to the accompanying drawings and the embodiments. It is clear that the examples described are for the purpose of explaining the technical solution of the invention and are not meant to be exhaustive of all embodiments of the invention.

Examples of the embodiments are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements throughout or elements having like or similar functionality. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.

Referring to fig. 1-20E, the present invention first discloses a vehicle thermal management system, and an integrated heat exchange valve module for use in the vehicle thermal management system.

Referring first to fig. 1 and 2, fig. 1 is a schematic diagram of an equivalent structure of a vehicle thermal management system, and fig. 2 is a schematic diagram of a structure in which a part of the structure in the equivalent structure of fig. 1 is integrated into an integrated heat exchange valve module, so as to be "replaced".

As shown in fig. 1, a typical vehicle thermal management system is composed of an electric compressor 1, an air conditioning case assembly 10, an off-vehicle heat exchanger 4, a gas-liquid separator 5, a battery heat exchanger, a liquid-cooled heat exchanger, three expansion valves, three solenoid valves, two check valves, a filter screen 31, a coolant circuit (broken line portion), and the like. The compressor 1 is connected with the gas-liquid separator 5, and the air conditioner box assembly 10 is internally provided with a blower 11, an in-vehicle evaporator 3 and an in-vehicle heat exchanger 2. The heat exchanger 4 outside the vehicle can be provided with a heat radiation water tank at the front end and a cooling fan 12 at the rear end according to the heat exchange requirements of the motor and other parts of the whole vehicle. In the system shown in fig. 1, the refrigerant circuit portion is indicated by a solid line, and the coolant circuit portion is indicated by a broken line.

As a preferred embodiment of the present invention, the three solenoid valves are a first solenoid valve 15, a second solenoid valve 16, and a third solenoid valve 17, the three expansion valves are a first electronic expansion valve 18, a second electronic expansion valve 19, and a third electronic expansion valve 20, respectively, and the two check valves are a first check valve 32 and a second check valve 33, respectively. The battery heat exchanger is preferably a battery cooler 13, and the liquid-cooled heat exchanger is preferably a water-cooled condenser 14. Those skilled in the art will appreciate that the choice of the types of components described above is for illustration only and not a limitation of the present invention. In other embodiments of the present invention, various components such as a battery heat exchanger, a liquid cooling heat exchanger, an expansion valve, an electromagnetic valve, a one-way valve, etc. may be replaced with various equivalent components, so as to achieve the technical purpose of the present invention and achieve the technical effect of the present invention.

Referring to the solid line portion (i.e., the refrigerant circuit) shown in fig. 1, the core circuit of the vehicle thermal management system includes two lines, a battery heat exchange line and a liquid-cooled heat exchange line, respectively. The battery heat exchange pipeline mainly comprises a first (electronic) expansion valve 18, a second (electronic) expansion valve 19, a third (electronic) expansion valve 20, a fourth refrigerant interface 24, a fifth refrigerant interface 25, a battery heat exchanger 13, a second one-way valve 33, a filter screen 31 and the like, and the liquid cooling heat exchange pipeline mainly comprises a first (electromagnetic) valve 15, a second (electromagnetic) valve 16, a third (electromagnetic) valve 17, a first refrigerant interface 21, a second refrigerant interface 22, a third refrigerant interface 23, a liquid cooling heat exchanger 14, a first one-way valve 32 and the like. The filter screen 31 is arranged at the inlet ends of the three electronic expansion valves, so that system impurities can be filtered, and the impurities are prevented from entering the electronic expansion valves to cause clamping stagnation, faults and further functional failure.

As further shown in fig. 1, in connection with the battery heat exchange line, the first end of the first electronic expansion valve 18 is connected to the first end of the second electronic expansion valve 19 and the first end of the third electronic expansion valve 20, respectively, the second end of the second electronic expansion valve 19 is connected to the fifth refrigerant port 25, and the second end of the third electronic expansion valve 20 is connected to the fourth refrigerant port 24. The first end of the battery cooler 13 is connected to the second end of the first electronic expansion valve 18, the second end of the battery cooler 13 is connected to the third refrigerant interface 23, the first end of the second check valve 33 is connected to the fourth refrigerant interface 24, and the filter screen 31 is connected between the second end of the second check valve 33 and the first end of the third electronic expansion valve 20.

As shown in fig. 1, in the connection relationship of the liquid cooling heat exchange pipeline, the first end of the second electromagnetic valve 16 is connected with the second refrigerant interface 22, the second refrigerant interface 22 is simultaneously connected with the second end of the first electromagnetic valve 15, the first end of the first electromagnetic valve 15 is connected with the first refrigerant interface 21, the first refrigerant interface 21 is simultaneously connected with the second end of the third electromagnetic valve 17, and the first end of the third electromagnetic valve 17 is connected with the third refrigerant interface 23. The first end of the water-cooled condenser 14 is connected to the second end of the second solenoid valve 16, the second end of the water-cooled condenser 14 is connected to the second end of the second check valve 33 and the filter screen 31, and the first check valve 32 is connected between the first end of the third solenoid valve 17 and the third refrigerant port 23.

As further shown in fig. 1, in connection with other components of the thermal management system, the first refrigerant interface 21, the second refrigerant interface 22, the third refrigerant interface 23, the fourth refrigerant interface 24, and the fifth refrigerant interface 25 are respectively connected to the first external heat exchanger interface 34, the outlet of the electric compressor 1, the inlet of the gas-liquid separator 5, the second external heat exchanger interface 35, and the inlet of the in-vehicle evaporator 3. Specifically, the heat exchanger 4 outside the vehicle is connected between the first refrigerant port 21 and the fourth refrigerant port 24, the evaporator 3 inside the vehicle of the air conditioning unit 10 is connected between the third refrigerant port 23 and the fifth refrigerant port 25, and the compressor 1 and the gas-liquid separator 5 are connected in this order between the second refrigerant port 22 and the third refrigerant port 23.

Referring to the dashed line portion (i.e., the coolant loop) shown in fig. 1, the battery cooler 13 has a first battery cooler coolant interface 26 and a second battery cooler coolant interface 27 that connect the battery modules. The water-cooled condenser 14 has a first water-cooled condenser coolant port 28 and a second water-cooled condenser coolant port 29. The second water-cooled condenser cooling liquid interface 29, the electronic water pump 7, the water heater 8, the three-way proportional control valve 9 and the in-vehicle heat exchanger 2 are connected through a cooling liquid pipeline in sequence. Specifically, the cooling liquid inlet 28 of the water-cooled condenser 14 is connected with the electronic water pump 7, the electronic water pump 7 is further connected with the in-vehicle heat exchanger 2 of the air-conditioning box assembly 10, the cooling liquid outlet 29 of the water-cooled condenser 14 is connected with the water heater 8, and the water heater 8 is further connected with the three-way proportional control valve 9. The coolant circuit has a first coolant port 30, which may be configured differently depending on the actual requirements of the thermal management system.

As can be seen from fig. 1, the thermal management system can realize different functional modes by switching between the on-off state of the electromagnetic valve and the operating state of the electronic expansion valve. However, the number of the valve elements is large, so that the overall complexity of the thermal management system is high, and the difficulty of distributed arrangement of the whole vehicle thermal management system is high.

In view of this, the present invention integrates part of the components in fig. 1 to form an integrated heat exchange valve module, and the integrated thermal management system is shown in fig. 2.

Referring to fig. 2 and fig. 3A and 3B, the battery cooler 13, the water-cooled condenser 14, the first solenoid valve 15, the second solenoid valve 16, the third solenoid valve 17, the first electronic expansion valve 18, the second electronic expansion valve 19, the third electronic expansion valve 20, the first check valve 32, the second check valve 33, the filter screen 31, the first refrigerant port 21, the second refrigerant port 22, the third refrigerant port 23, the fourth refrigerant port 24, and the fifth refrigerant port 25 in the thermal management system shown in fig. 1 are integrally designed to form an integrated heat exchange valve module 6, and the middle part of the integrated heat exchange valve module is configured as shown in fig. 2 and fig. 3A and 3B.

As a preferred embodiment of the present invention, the gas-liquid separator 5 and its connection port may be integrated in the integrated heat exchange valve module 6, where space permits, and the same system functions may be achieved.

By integrating the components into the integrated heat exchange valve module 6, the number of the pipelines of the whole vehicle heat management system can be saved by more than 50%, and the whole vehicle arrangement and cost reduction are facilitated. The integrated heat exchange valve module 6 is designed by comprehensively considering the temperature zone distribution of different parts of the system and the high efficiency of the system performance, wherein the refrigerant and the cooling liquid flowing in the water-cooled condenser 14 contained in the liquid-cooled heat exchange pipeline are at medium-high temperature and are arranged at the upper part, and the refrigerant and the cooling liquid flowing in the battery cooler 13 contained in the battery heat exchange pipeline are at low temperature and are arranged at the lower part. A heat insulation layer is arranged between the battery heat exchange pipeline and the liquid cooling heat exchange pipeline, namely a gap is reserved between the battery heat exchange pipeline and the liquid cooling heat exchange pipeline, so that harmful heat exchange is prevented.

As shown in fig. 2, the integrated heat exchange valve module 6 is externally represented as an integrated module including a plurality of interfaces, namely, a battery heat exchanger 13 and its interface, a liquid-cooled heat exchanger 14 and its interface, a first refrigerant interface 21, a second refrigerant interface 22, a third refrigerant interface 23, a fourth refrigerant interface 24, and a fifth refrigerant interface 25. For the vehicle thermal management system using the integrated heat exchange valve module 6, the connection relationship of the rest parts is as follows: the off-vehicle heat exchanger 4 and the air conditioning case assembly 10 are connected to the integrated heat exchange valve module 6, the off-vehicle heat exchanger 4 is connected to the first refrigerant port 21 and the fourth refrigerant port 24 of the integrated heat exchange valve module 6, the in-vehicle heat exchanger 2 is connected to the cooling liquid inlet 28 and the cooling liquid outlet 29 of the liquid-cooled heat exchanger 14, the in-vehicle evaporator 3 is connected to the third refrigerant port 23 and the fifth refrigerant port 25, and the compressor 1 and the gas-liquid separator 5 are sequentially connected between the second refrigerant port 22 and the third refrigerant port 23.

As can be seen by comparing fig. 1 and fig. 2, by integrating part of the components in the thermal management system with the integrated heat exchange valve module 6, at least the system arrangement can be greatly simplified, the number of pipelines can be reduced, the trend of the pipelines is simple, the front cabin aesthetic property is facilitated, and the after-sales maintenance is also facilitated. And secondly, due to the saving of a large number of pipelines, the integration can also reduce flow resistance and heat loss, improve the heat management efficiency and reduce the energy consumption of heating in winter and refrigerating in summer of the whole vehicle. Third, the integrated heat exchange valve module 6 integrates a plurality of refrigerant interfaces (first-fifth refrigerant interfaces) in a unified manner, so that the remaining pipeline interfaces of the thermal management system are reduced, and the risk of refrigerant leakage is reduced.

Various modes of operation of the thermal management system of the present invention are further described below with reference to the accompanying drawings.

Passenger cabin cooling mode

Referring to fig. 4 and 5, the thermal management system switches the cooling mode when the passenger compartment has a cooling demand in a summer high temperature condition, wherein the bold lines of fig. 4 and 5 are the flow paths of the refrigerant. As shown in fig. 4 and 5, in the cooling mode, both the electric compressor 1 and the cooling fan 12 are turned on, and the external heat exchanger 4 serves as a condenser.

The high-temperature and high-pressure refrigerant gas discharged by the electric compressor 1 flows through the second refrigerant interface 22, the first electromagnetic valve 15, the first refrigerant interface 21 and the first external heat exchanger interface 34 of the integrated heat exchange valve module 6, enters the external heat exchanger 4, exchanges heat with external environment high-temperature air to be cooled, becomes liquid, enters the integrated heat exchange valve module 6 through the second external heat exchanger interface 35 and the fourth refrigerant interface 24, passes through the second one-way valve 33 and the filter screen 31 in the interior, is throttled by the second electronic expansion valve 19 to become low-temperature and low-pressure two-phase refrigerant, flows out of the fifth refrigerant interface 25 into the internal evaporator 3, exchanges heat with the internal high-temperature gas introduced by the blower 11 to cool the passenger cabin, flows out of the internal evaporator 3 into the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle. Wherein the refrigerant flows inside the integrated heat exchange valve module 6 as shown in fig. 6A-6D.

Passenger compartment cooling & battery cooling mode

Referring to fig. 7 and 8, when the battery has a simultaneous cooling demand, the system switches the passenger compartment cooling & battery cooling mode, wherein the bold lines of fig. 7 and 8 are the flow paths of the refrigerant. As shown in fig. 7 and 8, on the basis of the single-passenger-cabin refrigerating mode, the refrigerant liquid flowing out of the external heat exchanger 4 enters the integrated heat exchange valve module 6 through the second external heat exchanger interface 35 and the fourth refrigerant interface 24, is split into two paths after passing through the second one-way valve 33 and the filter screen 31 in the interior, and one path of the refrigerant liquid is throttled into low-temperature low-pressure two-phase state refrigerant through the second electronic expansion valve 19, and then flows out of the fifth refrigerant interface 25 into the internal evaporator 3 to realize the refrigerating and cooling of the passenger cabin; one path of the low-temperature low-pressure two-phase refrigerant is throttled by the first electronic expansion valve 18, enters the battery cooler 13 to exchange heat with the cooling liquid to cool the battery, flows out of the third refrigerant interface 23, is mixed with the low-temperature low-pressure refrigerant flowing out of the in-vehicle evaporator 3, enters the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle. Wherein the refrigerant flows inside the integrated heat exchange valve module 6 as shown in fig. 6A-6D and fig. 9A-9B.

Refrigeration dehumidification mode

Referring to fig. 10 and 11, when the ambient temperature and humidity are relatively high in the spring and autumn, the system switches the cooling and dehumidifying mode when the passenger compartment has a need for dehumidification and cooling, wherein the bold lines of fig. 10 and 11 are the flow paths of the refrigerant. On the basis of the passenger compartment cooling mode shown in fig. 4 and 5, the water heater 8 is turned on, and the heated coolant enters the in-vehicle heat exchanger 2, heating the low-temperature gas cooled and dehumidified via the in-vehicle evaporator 3, to meet the comfort requirement. The flow of the refrigerant inside the integrated heat exchange valve module 6 is consistent with the passenger cabin cooling mode, and will not be described here again.

Heating and dehumidifying mode

Referring to fig. 12 and 13, when the ambient temperature is low and the humidity is high in the spring and autumn, the system switches the heating and dehumidifying mode when the passenger compartment has a need for dehumidification and heating, wherein the bold lines of fig. 12 and 13 are the flow paths of the refrigerant. As shown in fig. 12 and 13, in this mode, both the electric compressor 1 and the cooling fan 12 are turned on, and the off-vehicle heat exchanger 4 serves as an evaporator. The refrigerant gas in the high-temperature and high-pressure state discharged by the electric compressor 1 flows through the second refrigerant interface 22 and the second electromagnetic valve 16 of the integrated heat exchange valve module 6, enters the water-cooled condenser 14, exchanges heat with the low-temperature cooling liquid, and is cooled to be in a liquid state. The heated coolant from the water-cooled condenser 14 enters the in-vehicle heat exchanger 2.

The medium-temperature medium-pressure liquid refrigerant from the water-cooled condenser 14 is divided into two paths after passing through an upper channel of a second one-way valve 33 and a filter screen 31, one path of the medium-temperature medium-pressure liquid refrigerant is throttled by a third electronic expansion valve 20 to become low-temperature low-pressure two-phase refrigerant, the low-temperature low-pressure two-phase refrigerant flows out of a fourth refrigerant interface 24 to enter an external heat exchanger 4 through a second external heat exchanger interface 35, exchanges heat with external low-temperature air to become low-temperature low-pressure nearly saturated gaseous refrigerant, and enters the integrated heat exchange valve module 6 through a first external heat exchanger interface 34, and sequentially passes through a first refrigerant interface 21, a third electromagnetic valve 17, a first one-way valve 32 and flows out of the third refrigerant interface 23; the other path of the refrigerant is throttled into low-temperature low-pressure two-phase refrigerant through a pipe by a second electronic expansion valve 19 and flows out from a fifth refrigerant interface 25 to enter the interior evaporator 3, exchanges heat with the interior low-temperature high-humidity gas introduced by the blower 11, condenses into small water droplets by cooling, is discharged, and the gas cooled and dehumidified by the interior evaporator 3 exchanges heat with the high-temperature cooling liquid in the interior heat exchanger 2 again to be heated again so as to meet the comfort requirement.

The low-temperature low-pressure refrigerant flowing out of the in-vehicle evaporator 3 and the low-temperature low-pressure refrigerant flowing out of the third refrigerant port 23 are mixed and enter the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle. Wherein the refrigerant flows inside the integrated heat exchange valve module 6 as shown in fig. 14A-14E.

Heating mode for passenger cabin

Referring to fig. 15 and 16, when the winter ambient temperature is relatively low and the passenger compartment has a heating demand, the system switches the passenger compartment heating mode, wherein the bold lines of fig. 15 and 16 are the flow paths of the refrigerant. As shown in fig. 15 and 16, in this mode, both the electric compressor 1 and the cooling fan 29 are turned on, and the off-vehicle heat exchanger 4 serves as an evaporator.

The refrigerant gas in the high-temperature and high-pressure state discharged by the electric compressor 1 flows through the second refrigerant interface 22 and the second electromagnetic valve 16 of the integrated heat exchange valve module 6, enters the water-cooled condenser 14, exchanges heat with the low-temperature cooling liquid, and is cooled to be in a liquid state. The heated coolant from the water-cooled condenser 14 enters the in-vehicle heat exchanger 2, exchanges heat with the in-vehicle low-temperature gas introduced by the blower 11, and heats the passenger compartment. The medium-temperature medium-pressure liquid refrigerant from the water-cooled condenser 14 flows through the upper channel of the second one-way valve 33 and the filter screen 31, is throttled by the third electronic expansion valve 20 to become low-temperature low-pressure two-phase refrigerant, flows out of the fourth refrigerant interface 24, enters the external heat exchanger 4 through the second external heat exchanger interface 35, exchanges heat with external low-temperature air to become low-temperature low-pressure nearly saturated gaseous refrigerant, enters the integrated heat exchange valve module 6 through the first external heat exchanger interface 34, sequentially passes through the first refrigerant interface 21, the third electromagnetic valve 17, the first one-way valve 32 and flows out of the third refrigerant interface 23 to enter the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle.

At this time, the water heater 8 can be turned on for auxiliary heating according to the actual environmental conditions and the temperature demand in the vehicle. Wherein the refrigerant flows inside the integrated heat exchange valve module 6 as shown in fig. 17A-17D.

Waste heat recovery mode

Referring to fig. 18 and 19, when the entire vehicle motor or other heat generating components have waste heat available, the system switches the waste heat recovery mode, wherein the bold lines of fig. 18 and 19 are the flow paths of the refrigerant. As shown in fig. 18 and 19, in this mode, the first electronic expansion valve 18 in front of the battery cooler 13 in the integrated heat exchange valve module 6 is opened, and the throttled low-temperature low-pressure two-phase refrigerant exchanges heat with the motor circuit coolant, so that the motor-side waste heat is recovered and released to the coolant side in the water-cooled condenser 14, and the air side is heated by the in-vehicle heat exchanger 2. The waste heat recovery mode may further reduce power consumption in which refrigerant flows inside the integrated heat exchange valve module 6 as shown in fig. 20A-20E.

According to still another aspect of the present invention, the present invention also discloses a control method of a vehicle thermal management system, which mainly includes a cooling control method, a cooling dehumidification control method, a heating dehumidification control method, and a heating control method. The above control methods mainly determine the operation mode of the refrigerant circulation system according to the ambient temperature Tam, the air conditioner setting data Tset and the like, and further execute the control flow.

Refrigeration control method

As shown in fig. 21, when the system is operated in the cooling mode, the ambient temperature Tam and the air conditioner setting data Tset are first read.

And secondly, judging the operation mode of the refrigerant circulation system to be refrigeration according to the ambient temperature Tam and the air conditioner setting data Tset, and entering a control flow of the refrigeration system.

In this flow, the first electromagnetic valve 15 and the second electronic expansion valve 19 are opened, the second electromagnetic valve 16, the third electromagnetic valve 17, the first electronic expansion valve 18, and the third electronic expansion valve 20 are closed, and the cooling fan 12 is turned on.

Then, the air outlet temperature target Tao and the air quantity Gair are calculated according to the ambient temperature Tam, the air conditioner setting data Tset and the like, and the system target supercooling degree SC and the target temperature Tevap of the in-vehicle evaporator 3 are further calculated according to the air outlet temperature target Tao and the air quantity Gair.

Next, two-part control is performed, respectively.

First, the high-pressure refrigerant flowing out of the external heat exchanger 4 is monitored by a system pressure temperature sensor to monitor the pressure temperature of the refrigerant, and the system supercooling degree SC is calculated and compared with the target supercooling degree SC, so that the opening degree of the second electronic expansion valve 19 in front of the internal evaporator 3 is adjusted.

Meanwhile, the motor-driven compressor 1 is controlled and regulated by the target temperature Tevap of the in-vehicle evaporator 3, and the temperature sensor monitors the air outlet temperature of the in-vehicle evaporator 3 in real time. The opening of the second electronic expansion valve 19 and the rotational speed of the motor-driven compressor 1 are cooperatively adjusted to avoid a large fluctuation in the temperature of the exhaust air.

Refrigeration and dehumidification control method

As shown in fig. 22, when the system is operated in the cooling/dehumidifying mode, the ambient temperature Tam and the air conditioner setting data Tset are first read.

And secondly, judging that the operation mode of the refrigerant circulation system is refrigeration dehumidification according to the ambient temperature Tam and the air conditioner setting data Tset, and entering a refrigeration dehumidification system control flow.

Then, the air outlet temperature target Tao and the air quantity Gair are calculated according to the ambient temperature Tam, the air conditioner setting data Tset and the like, and the system target supercooling degree SC, the target temperature Tevap of the in-vehicle evaporator 3 and the target temperature Tc of the cooling liquid at the inlet of the in-vehicle heat exchanger 2 are further calculated according to the air outlet temperature target Tao and the air quantity Gair.

Next, three-part control is performed, respectively.

Second, the motor-driven compressor 1 is controlled and regulated in rotation speed by the target temperature Tevap of the evaporator 3 in the vehicle, and the dehumidification amount of the system is controlled.

Thirdly, the target temperature Tc of the cooling liquid at the inlet of the in-vehicle heat exchanger 2 is used for feeding back and adjusting the heating power of the water heater 8, and the heat exchange quantity of the in-vehicle heat exchanger 2 is controlled, so that the required target air outlet temperature is achieved. The opening of the second electronic expansion valve 19 and the rotational speed of the motor-driven compressor 1 are cooperatively adjusted to avoid a large fluctuation in the temperature of the exhaust air.

Heating and dehumidifying control method

As shown in fig. 23, when the system is operated in the heating and dehumidifying mode, the ambient temperature Tam and the air conditioner setting data Tset are first read.

And secondly, judging the operation mode of the refrigerant circulation system to be heating and dehumidifying according to the ambient temperature Tam and the air conditioner setting data Tset, and entering a heating and dehumidifying system control flow.

In this flow, the second solenoid valve 16, the third solenoid valve 17, the second electronic expansion valve 19, and the third electronic expansion valve 20 are opened, the first solenoid valve 15 and the first electronic expansion valve 18 are closed, and the cooling fan 12 is turned on.

Then, according to the ambient temperature Tam, the air conditioner setting data Tset and the like, an air outlet temperature target Tao and an air quantity Gair are calculated, and further, according to the air outlet temperature target Tao and the air quantity Gair, a system target supercooling degree SC, an evaporator target temperature Tevap, an air outlet temperature average value tao_max and an in-vehicle heat exchanger 2 inlet cooling liquid target temperature Tc are calculated.

Next, four-part control is performed, respectively.

First, the system pressure temperature sensor monitors the pressure temperature of the refrigerant at the outlet of the water-cooled condenser 14, calculates the system supercooling degree SC, and compares the calculated system supercooling degree SC with the target supercooling degree SC, so as to realize the adjustment of the opening of the third electronic expansion valve 20 before the off-vehicle heat exchanger 4.

And secondly, regulating the opening of a second electronic expansion valve 19 in front of the in-vehicle evaporator 3 by using the target temperature Tevap of the evaporator, controlling the dehumidification amount of the system, and monitoring the air outlet temperature of the in-vehicle evaporator 3 in real time by using an air outlet temperature sensor.

Thirdly, the motor-driven compressor 1 is controlled and regulated by the average value tao_max of the temperature of the air outlet of the heat exchanger 2 in the vehicle, and the temperature sensor is arranged behind the heat exchanger 2 in the vehicle to monitor the temperature of the air outlet in real time. When the actual air outlet temperature is consistent with the target air outlet temperature tao_max, the target is achieved.

Fourth, when the actual air-out temperature is smaller than the target air-out temperature tao_max, the target temperature Tc of the cooling liquid at the inlet of the in-vehicle heat exchanger 2 is fed back to adjust the heating power of the water heater 8, and the heat exchange amount of the in-vehicle heat exchanger 2 is controlled, so that the required target air-out temperature is achieved.

In the above control, the opening degrees of the second electronic expansion valve 19 and the third electronic expansion valve 20 are adjusted in conjunction with the rotation speed of the electric compressor 1 and the heating power of the water heater 8 to avoid large fluctuation in the outlet air temperature.

Heating control method

As shown in fig. 24, when the system is operated in the heating mode, the ambient temperature Tam and the air conditioner setting data Tset are first read.

And secondly, judging the operation mode of the refrigerant circulation system to be heating according to the ambient temperature Tam and the air conditioner setting data Tset, and entering a heating system control flow.

In this flow, the second solenoid valve 16, the third solenoid valve 17, and the third electronic expansion valve 20 are opened, the first solenoid valve 15, the first electronic expansion valve 18, and the second electronic expansion valve 19 are closed, and the cooling fan 12 is turned on.

Then, according to the ambient temperature Tam, the air conditioner setting data Tset and the like, an air outlet temperature target Tao and an air quantity Gair are calculated, and further, according to the air outlet temperature target Tao and the air quantity Gair, a system target supercooling degree SC, an air outlet temperature average value tao_max and an in-vehicle heat exchanger 2 inlet cooling liquid target temperature Tc are calculated.

Next, three-part control is performed, respectively.

Secondly, the motor-driven compressor 1 is controlled and regulated by the average value tao_max of the temperature of the air outlet of the heat exchanger 2 in the vehicle, and the temperature sensor is arranged behind the heat exchanger 2 in the vehicle to monitor the temperature of the air outlet in real time. When the actual air outlet temperature is consistent with the target air outlet temperature tao_max, the target is achieved.

Third, when the actual air-out temperature is smaller than the target air-out temperature tao_max, the target temperature Tc of the cooling liquid at the inlet of the in-vehicle heat exchanger 2 is fed back to adjust the heating power of the water heater 8, and the heat exchange amount of the in-vehicle heat exchanger 2 is controlled, so that the required target air-out temperature is achieved.

In the above control, the opening degree of the third electronic expansion valve 20 is adjusted in conjunction with the rotation speed of the electric compressor 1 and the heating power of the water heater 8 to avoid large fluctuation in the exhaust air temperature.

In various embodiments of the present invention, it should be understood that the sequence numbers of the foregoing processes do not imply that the execution sequences of the processes should be determined by the functions and internal logic of the processes, and should not be construed as limiting the implementation of the embodiments of the present invention.

The various systems, units of the invention, if implemented in the form of software functional units, may be stored in a computer-accessible memory. With such understanding, some or all of the aspects of the present invention may be embodied in the form of a software product stored in a memory, comprising a number of requests to cause one or more computer devices (e.g., personal computers, servers or network devices, etc., which may be processors in the computer devices in particular) to perform some or all of the steps of the methods described above for various embodiments of the present invention.

Those skilled in the art will appreciate that all or part of the steps of the various embodiments of the invention recited herein can be implemented by computer programs, which can be stored centrally or in a distributed fashion in one or more computer devices, such as in a readable storage medium. The computer device includes Read-Only Memory (ROM), random-access Memory (Random Access Memory, RAM), programmable Read-Only Memory (Programmable Read-Only Memory, PROM), erasable programmable Read-Only Memory (Erasable Programmable Read Only Memory, EPROM), one-time programmable Read-Only Memory (OTPROM), electrically erasable programmable Read-Only Memory (EEPROM), compact disc Read-Only Memory (CD-ROM) or other optical disc Memory, magnetic disk Memory, magnetic tape Memory, or any other medium capable of being used to carry or store data.

In summary, the integrated thermal management system and the control method thereof provided by the invention modularly integrate the valve element and part of the parts on the side of the refrigerant circuit, thereby not only realizing the functional requirements of the thermal management system under different environmental working conditions, but also reducing the energy consumption of heating in winter and refrigerating in summer of the whole vehicle.

It will be appreciated by persons skilled in the art that the above embodiments are provided for illustration only and not for limitation of the invention, and that variations and modifications of the above described embodiments are intended to fall within the scope of the claims of the invention as long as they fall within the true spirit of the invention.

Claims

1. An integrated heat exchange valve module for a vehicle thermal management system, comprising:

The battery heat exchange pipeline comprises a first expansion valve (18), a second expansion valve (19), a third expansion valve (20), a fourth refrigerant interface (24) and a fifth refrigerant interface (25);

The liquid cooling heat exchange pipeline comprises a first valve (15), a second valve (16), a third valve (17), a first refrigerant interface (21), a second refrigerant interface (22) and a third refrigerant interface (23);

wherein, the first end of the first expansion valve (18) is connected with the first end of the second expansion valve (19) and the first end of the third expansion valve (20) respectively, the second end of the second expansion valve (19) is connected with the fifth refrigerant interface (25), and the second end of the third expansion valve (20) is connected with the fourth refrigerant interface (24);

The first end of second valve (16) is connected second refrigerant interface (22), and second refrigerant interface (22) are connected the second end of first valve (15) simultaneously, and first refrigerant interface (21) is connected to the first end of first valve (15), and the second end of third valve (17) is connected simultaneously to first refrigerant interface (21), and third refrigerant interface (23) is connected to the first end of third valve (17).

2. The integrated heat exchange valve module for a vehicle thermal management system of claim 1, wherein the battery heat exchange circuit further comprises:

The first end of the battery heat exchanger (13) is connected with the second end of the first expansion valve (18), and the second end of the battery heat exchanger (13) is connected with the third refrigerant interface (23);

a second one-way valve (33), a first end of which is connected to the fourth refrigerant interface (24);

a filter screen (31) connected between the second end of the second one-way valve (33) and the first end of the third expansion valve (20).

3. The integrated heat exchange valve module for a vehicle thermal management system of claim 2, wherein the liquid cooled heat exchange line further comprises:

The first end of the liquid cooling heat exchanger (14) is connected with the second end of the second valve (16), and the second end of the liquid cooling heat exchanger (14) is connected with the second end of the second one-way valve (33) and the filter screen (31);

A first one-way valve (32), the first one-way valve (32) being connected between the first end of the third valve (17) and the third refrigerant interface (23).

4. An integrated heat exchange valve module for a vehicle thermal management system as defined in claim 3, wherein:

The battery heat exchanger (13) further comprises a cooling liquid inlet (26) and a cooling liquid outlet (27) which are connected with the battery module;

the liquid cooling heat exchanger (14) further comprises a cooling liquid inlet (28) and a cooling liquid outlet (29) which are connected with the air conditioning box assembly (10).

5. The integrated heat exchange valve module for a vehicle thermal management system of claim 4, wherein:

A cooling liquid inlet (28) of the liquid cooling heat exchanger (14) is connected with a water pump (7), and the water pump (7) is further connected with the heat exchanger (2) in the vehicle of the air conditioning box assembly (10);

the cooling liquid outlet (29) of the liquid cooling heat exchanger (14) is connected with the water heater (8), and the water heater (8) is further connected with the three-way proportional control valve (9).

6. The integrated heat exchange valve module for a vehicle thermal management system of claim 1, wherein:

And a heat insulation layer is arranged between the battery heat exchange pipeline and the liquid cooling heat exchange pipeline.

7. The integrated heat exchange valve module for a vehicle thermal management system of claim 1, wherein:

an off-vehicle heat exchanger (4) is connected between the first refrigerant interface (21) and the fourth refrigerant interface (24);

an in-vehicle evaporator (3) of the air-conditioning box assembly (10) is connected between the third refrigerant interface (23) and the fifth refrigerant interface (25);

the second refrigerant interface (22) and the third refrigerant interface (23) are sequentially connected with the compressor (1) and the gas-liquid separator (5).

8. A vehicle thermal management system, comprising:

A compressor (1) connected to the gas-liquid separator (5);

an external heat exchanger (4), wherein a cooling fan (12) is arranged behind the external heat exchanger (4);

an air conditioning case assembly (10), the air conditioning case assembly (10) comprising an in-vehicle heat exchanger (2) and an in-vehicle evaporator (3);

-said off-board heat exchanger (4) and air conditioning tank assembly (10) being connected to an integrated heat exchange valve module according to any one of claims 1 to 7;

The integrated heat exchange valve module comprises a battery heat exchanger (13), a liquid cooling heat exchanger (14), a first refrigerant interface (21), a second refrigerant interface (22), a third refrigerant interface (23), a fourth refrigerant interface (24) and a fifth refrigerant interface (25);

Wherein:

The off-board heat exchanger (4) is connected to a first refrigerant interface (21) and a fourth refrigerant interface (24) of the integrated heat exchange valve module;

The in-vehicle heat exchanger (2) is connected to a cooling liquid inlet (28) and a cooling liquid outlet (29) of the liquid cooling heat exchanger (14);

the in-vehicle evaporator (3) is connected to a third refrigerant interface (23) and a fifth refrigerant interface (25);

9. The vehicle thermal management system of claim 8, wherein the integrated heat exchange valve module further comprises:

10. The vehicle thermal management system of claim 9, wherein the battery heat exchange circuit further comprises:

11. The vehicle thermal management system of claim 10, wherein the liquid-cooled heat exchange line further comprises:

12. The vehicle thermal management system of claim 11, wherein:

the cooling liquid outlet (29) of the liquid cooling heat exchanger (14) is connected with the water heater (8), the water heater (8) is further connected with the first end of the three-way proportional regulating valve (9), the second end of the three-way proportional regulating valve (9) is connected with the heat exchanger (2) in the vehicle, and the third end of the three-way proportional regulating valve (9) is connected with the first cooling liquid interface (30).

13. The vehicle thermal management system according to claim 9, wherein:

14. A control method of a vehicle thermal management system, applied to the vehicle thermal management system according to any one of claims 8 to 13, characterized by comprising:

Judging the operation mode of the refrigerant circulation system as refrigeration according to the environment temperature and the air conditioner setting data;

Opening the first valve (15) and the second expansion valve (19);

Closing the second valve (16), the third valve (17), the first expansion valve (18) and the third expansion valve (20);

turning on a cooling fan (12);

Calculating the temperature target and the air quantity of the air outlet of the system;

Calculating the target supercooling degree of the system and the target temperature of the evaporator (3) in the vehicle according to the air outlet temperature target and the air quantity;

adjusting the opening of the second expansion valve (19) according to the target supercooling degree of the system;

The rotation speed of the compressor (1) is adjusted according to the target temperature of the in-vehicle evaporator (3).

15. A control method of a vehicle thermal management system, applied to the vehicle thermal management system according to any one of claims 8 to 13, characterized by comprising:

Judging the operation mode of the refrigerant circulation system as refrigeration and dehumidification according to the environment temperature and the air conditioner setting data;

Opening the first valve (15) and the second expansion valve (19);

turning on a cooling fan (12);

Calculating the target supercooling degree of the system, the target temperature of the evaporator (3) in the vehicle and the target temperature of the inlet cooling liquid of the heat exchanger (2) in the vehicle according to the air outlet temperature target and the air quantity;

Adjusting the rotation speed of the compressor (1) according to the target temperature of the evaporator (3) in the vehicle;

the heating power of the water heater (8) is adjusted according to the target temperature of the inlet cooling liquid of the in-vehicle heat exchanger (2).

16. A control method of a vehicle thermal management system, applied to the vehicle thermal management system according to any one of claims 8 to 13, characterized by comprising:

Judging the operation mode of the refrigerant circulation system to be heating and dehumidifying according to the environment temperature and the air conditioner setting data;

Opening the second valve (16), the third valve (17), the second expansion valve (19) and the third expansion valve (20);

closing the first valve (15) and the first expansion valve (18);

turning on a cooling fan (12);

Calculating a system target supercooling degree, a target temperature of an in-vehicle evaporator (3), an inlet cooling liquid target temperature of an in-vehicle heat exchanger (2) and a system air outlet temperature average value according to the air outlet temperature target and the air quantity;

adjusting the opening of the third expansion valve (20) according to the target supercooling degree of the system;

Adjusting the opening degree of the second expansion valve (19) according to the target temperature of the in-vehicle evaporator (3);

The rotating speed of the compressor (1) is regulated according to the average value of the temperature of the air outlet of the system;

17. A control method of a vehicle thermal management system, applied to the vehicle thermal management system according to any one of claims 8 to 13, characterized by comprising:

judging the operation mode of the refrigerant circulation system as heating according to the environment temperature and the air conditioner setting data;

opening the second valve (16), the third valve (17) and the third expansion valve (20);

closing the first valve (15), the first expansion valve (18) and the second expansion valve (19);

turning on a cooling fan (12);

calculating the target supercooling degree of the system, the target temperature of the inlet cooling liquid of the heat exchanger (2) in the vehicle and the average value of the temperature of the air outlet of the system according to the air outlet temperature target and the air quantity;