CN114571945A

CN114571945A - Electric automobile heat management loop system and control method thereof

Info

Publication number: CN114571945A
Application number: CN202210172379.9A
Authority: CN
Inventors: 吴俊�; 黄海明; 王天英; 晁长青; 刘杰; 闫福珑; 顾峥; 顾越
Original assignee: Zhiji Automobile Technology Co Ltd
Current assignee: Zhiji Automobile Technology Co Ltd
Priority date: 2022-02-24
Filing date: 2022-02-24
Publication date: 2022-06-03

Abstract

The system comprises a compressor, an air conditioning box assembly, an external heat exchanger and an integrated module. The air conditioning box assembly comprises an internal evaporator and an internal condenser, and the integrated module comprises a plurality of refrigerant interfaces. The internal condenser includes two refrigerant inlets and one refrigerant outlet. The integrated module is respectively connected with the compressor, the heat exchanger outside the vehicle and the air conditioning box assembly. The integration module is connected with the internal evaporator through a first refrigerant interface, is connected with a refrigerant outlet of the internal condenser through a second refrigerant interface, is connected with a first end of the external heat exchanger through a third refrigerant interface, is connected with a second end of the external heat exchanger through a fourth refrigerant interface, and is connected with an inlet of the compressor through a fifth refrigerant interface. And the outlet of the compressor is connected with the second end of the external heat exchanger and the internal condenser, and the internal evaporator is connected with the fifth refrigerant interface of the integrated module and the inlet of the compressor. The invention realizes the high-efficiency heat management of the whole vehicle.

Description

Electric automobile heat management loop system and control method thereof

Technical Field

The invention relates to a vehicle thermal management system and a method thereof, in particular to an electric vehicle thermal management loop system and a control method thereof.

Background

With the rapid development of global economy, environmental protection and green energy use have become inevitable and socially common. Among them, the vigorous development of new energy automobiles has become one of means for saving energy.

The new-energy pure electric automobile has serious endurance attenuation in a low-temperature environment in winter, more and more vehicles and enterprises are heated by heat pumps, and the attenuation range of endurance mileage is greatly reduced compared with a pure electric PTC heating mode. However, almost all heat pump systems in the current market adopt a cold-hot air mixing mode to realize the requirement of independent control of the outlet air temperature of the main driving and the auxiliary driving of the passenger cabin. Firstly, the dual-temperature zone is difficult to realize and has poor comfort due to the small specific volume of the refrigerant and poor temperature distribution uniformity. Secondly, the cooled or heated wind is mixed with the wind with high ambient temperature or low ambient temperature again to realize independent control of the outlet air temperature, which is a means of energy waste and can reduce the endurance mileage of the whole vehicle.

Disclosure of Invention

Aiming at the problems in the prior art, the invention provides a thermal management loop system of an electric vehicle and a control method thereof, which can at least solve the problems of energy waste and vehicle endurance mileage reduction caused by vehicle thermal management.

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

a heat management loop system of an electric automobile comprises a compressor, an air conditioning box assembly, an external heat exchanger and an integrated module. The air conditioning box assembly comprises an internal evaporator and an internal condenser, the internal condenser comprises two refrigerant inlets and a refrigerant outlet, and the integrated module comprises a first refrigerant interface, a second refrigerant interface, a third refrigerant interface, a fourth refrigerant interface and a fifth refrigerant interface. Wherein, the integrated module is respectively connected with the compressor, the heat exchanger outside the vehicle and the air conditioning box assembly. The integration module is connected with the internal evaporator through a first refrigerant interface, is connected with a refrigerant outlet of the internal condenser through a second refrigerant interface, is connected with a first end of the external heat exchanger through a third refrigerant interface, is connected with a second end of the external heat exchanger through a fourth refrigerant interface, and is connected with an inlet of the compressor through a fifth refrigerant interface. And the outlet of the compressor is connected with the second end of the external heat exchanger and the internal condenser, and the internal evaporator is connected with the fifth refrigerant interface of the integrated module and the inlet of the compressor.

In one embodiment of the present invention, the apparatus further includes a first valve, a second valve, and a third valve. The first valve and the second valve are connected side by side, one end of the first valve and one end of the second valve are connected to the outlet of the compressor, and the other end of the first valve and the other end of the second valve are connected to two refrigerant inlets of the condenser in the vehicle respectively. One end of the third valve is connected with the fourth refrigerant interface and the second end of the exterior heat exchanger, and the other end of the third valve is connected with the first valve, the second valve and the outlet of the compressor.

The gas-liquid separator, the first pressure-temperature sensor and the second pressure-temperature sensor are further included as an embodiment of the present invention. The inlet of the gas-liquid separator is connected with the fifth refrigerant interface and the interior evaporator, the outlet of the gas-liquid separator is connected with the inlet of the compressor, the pipeline connecting the second refrigerant interface and the interior condenser is provided with a first pressure and temperature sensor, and the inlet of the gas-liquid separator is provided with a second pressure and temperature sensor.

As an embodiment of the invention, the integrated module comprises a battery cooler comprising a first cooling fluid inlet and a second cooling fluid inlet.

As an embodiment of the present invention, the air conditioning box assembly further includes a blower disposed at an inlet of the air conditioning box assembly, and the interior evaporator and the interior condenser are disposed behind the blower in order along an air flow direction.

The air conditioner further comprises a first air outlet temperature sensor, a second air outlet temperature sensor and a fin air outlet temperature sensor. The fin air-out temperature sensor is arranged at the rear part of the internal evaporator, and the first air-out temperature sensor and the second air-out temperature sensor are arranged at the rear part of the internal condenser.

As an embodiment of the invention, the thermal management circuit comprises a refrigeration circuit in which: the third refrigerant interface, the heat exchanger outside the vehicle, the third valve, the compressor, the gas-liquid separator, the evaporator inside the vehicle and the first refrigerant interface are communicated in sequence. The external heat exchanger is used as a condenser.

As an embodiment of the present invention, the refrigeration circuit further includes an inlet communicating the fifth refrigerant interface and the gas-liquid separator.

As an embodiment of the invention, the refrigeration circuit further comprises a second valve for opening and connecting the second refrigerant connection to the interior condenser.

As an embodiment of the present invention, the thermal management circuit comprises a refrigeration dehumidification circuit, in which: the third refrigerant interface, the heat exchanger outside the vehicle, the third valve, the compressor, the gas-liquid separator, the evaporator inside the vehicle and the first refrigerant interface are communicated in sequence; the third valve is communicated with the condenser in the vehicle through the first valve and the second valve; the second refrigerant interface is communicated with an in-vehicle condenser. The external heat exchanger is used as a condenser.

As an embodiment of the present invention, the heat management circuit includes a heating and dehumidifying circuit, in which: the second refrigerant interface, the internal condenser, the first valve and the second valve which are connected in parallel, the compressor, the gas-liquid separator, the internal evaporator and the first refrigerant interface are communicated in sequence; the third refrigerant interface, the external heat exchanger and the fourth refrigerant interface are communicated in sequence; and the fifth refrigerant interface is communicated with the inlet of the gas-liquid separator. The heat exchanger outside the vehicle is used as an evaporator.

As an embodiment of the present invention, the thermal management circuit includes a heating circuit in which: the second refrigerant interface, the internal condenser, the first valve and the second valve which are connected in parallel, the compressor, the gas-liquid separator and the fifth refrigerant interface are communicated in sequence; the third refrigerant interface, the exterior heat exchanger and the fourth refrigerant interface are communicated in sequence. The heat exchanger outside the vehicle is used as an evaporator.

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

a method of controlling a thermal management loop system, comprising: reading ambient temperature and air conditioner setting data; judging the operation mode of the thermal management loop system; communicating the corresponding loops according to the operation mode of the thermal management loop system; calculating the temperature target and the air quantity of the air outlet; and controlling the output of the exterior heat exchanger, the revolution number of the compressor and the opening degrees of the first valve, the second valve and the third valve according to the air outlet temperature target and the component.

The operation modes of the heat management loop system comprise a heating mode, a cooling mode, a heating dehumidification mode and a cooling dehumidification mode.

As an embodiment of the present invention, in the heating mode: calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree so as to control the opening degree of the heat exchanger outside the vehicle; calculating the average value of the temperature of the air outlet of the condenser in the vehicle, and adjusting the revolution of the compressor according to the average value of the temperature of the air outlet; and calculating a flow distribution target of the refrigerant in the thermal management loop system, and adjusting the opening degrees of the first valve and the second valve according to the flow distribution target.

As an embodiment of the present invention, in the cooling mode: calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree so as to control the opening degree of a front valve of an evaporator in the automobile; calculating the target temperature of the evaporator in the vehicle, and adjusting the revolution of the compressor according to the target temperature of the evaporator in the vehicle; and calculating a flow distribution target of the refrigerant in the thermal management loop system, and adjusting the opening degrees of the first valve, the second valve and the third valve according to the flow distribution target.

As an embodiment of the present invention, in the heating and dehumidifying mode: calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree so as to control the opening of a front valve of the heat exchanger outside the vehicle; calculating the target temperature of the evaporator in the automobile, and controlling the opening of a front valve of the evaporator in the automobile according to the target temperature of the evaporator in the automobile; calculating the average value of the temperature of the air outlet of the condenser in the vehicle, and adjusting the revolution of the compressor according to the average value of the temperature of the air outlet; and calculating a flow distribution target of the refrigerant in the thermal management loop system, and adjusting the opening degrees of the first valve and the second valve according to the flow distribution target.

As an embodiment of the present invention, in the cooling and dehumidifying mode: calculating the target temperature of the evaporator in the vehicle, and controlling and adjusting the revolution of the compressor according to the target temperature of the evaporator in the vehicle; calculating the cold quantity of condensed water of the evaporator in the vehicle, and controlling the opening of a front valve of the evaporator in the vehicle according to the cold quantity of the condensed water; and calculating a flow distribution target of the refrigerant in the thermal management loop system, and adjusting the opening degrees of the first valve, the second valve and the third valve according to the flow distribution target.

In the technical scheme, according to the structural characteristics of the pure electric vehicle, the independent control of the main driving air-out temperature and the auxiliary driving air-out temperature of the passenger cabin is realized through the refrigerant flow distribution control of the heat management loop system, the efficient heat management of the whole vehicle is realized, and the energy consumption of the whole vehicle for heating in winter and refrigerating in summer is reduced.

Drawings

FIG. 1 is a schematic structural diagram of an electric vehicle thermal management loop system of the present invention;

FIG. 2 is a schematic diagram of the refrigeration circuit configuration;

FIG. 3 is a schematic diagram of a refrigeration circuit for refrigerating the battery;

FIG. 4 is a schematic structural diagram of the primary and secondary drivers in the refrigeration circuit for different outlet air temperatures;

FIG. 5 is a schematic diagram of a refrigeration and dehumidification circuit;

FIG. 6 is a schematic diagram of a heating and dehumidifying loop;

figure 7 is a schematic diagram of a heating loop configuration;

FIG. 8 is a flow chart of a control method in a heating mode;

FIG. 9 is a flow chart of a control method in a cooling mode;

FIG. 10 is a flowchart of a control method in the heating and dehumidifying mode;

fig. 11 is a flowchart of a control method in the cooling dehumidification mode.

In the figure:

1- (electric) compressor, 2-interior condenser, 3-exterior heat exchanger, 4-interior evaporator, 5-gas-liquid separator, 6-first (electronic expansion) valve, 7-second (electronic expansion) valve, 8-third (electronic expansion) valve, 9-first pressure temperature sensor, 10-second pressure temperature sensor, 11-pressure temperature sensor, 12-first air-out temperature sensor, 13-second air-out temperature sensor, 14-air-conditioning box assembly, 15- (electronic) expansion valve, 16-battery cooler (giller), 17-electromagnetic valve, 18-one-way valve, 19-fin air-out temperature sensor, 20-first cooling liquid interface, 21-second cooling liquid interface, 22-first refrigerant interface, 23-a second refrigerant interface, 24-a third refrigerant interface, 25-a fourth refrigerant interface, 26-a fifth refrigerant interface, 27-an integrated module, 28-an air blower, 29-a cooling fan, Tam-ambient temperature, Tset-air conditioner setting data, Tao _ Dr-a main driving target air outlet temperature, Tao _ Psn-a auxiliary driving target air outlet temperature, Tevap-an evaporator target temperature, Tao-an air outlet temperature target, Gair-air outlet air volume, Qd-condensed water cooling volume, Tao _ max-air outlet temperature average value and an EXV-electronic expansion valve.

Detailed Description

The technical solution in the embodiments of the present invention will be further clearly and completely described below with reference to the accompanying drawings and embodiments. It is obvious that the described embodiments are used for explaining the technical solution of the present invention, and do not mean that all embodiments of the present invention have been exhaustively exhausted.

Examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

Referring to fig. 1-7, the invention first discloses a thermal management loop system of an electric vehicle.

As shown in fig. 1, the thermal management loop system of the electric vehicle of the present invention mainly includes 4 modules, which are a compressor 1, an air conditioning box assembly 14, an exterior heat exchanger 3 (which may also be referred to as an outdoor heat exchanger), and an integration module 27, and the modules are connected with each other two by two.

The heat exchanger 3 outside the vehicle can be provided with a heat dissipation water tank (not shown in the figure) at the front end thereof and a cooling fan 29 at the rear end of the heat exchanger 3 outside the vehicle according to the heat exchange requirements of the components such as the motor of the whole vehicle.

The integration module 27 internally integrates the battery cooler 16, sensors and a number of valves, depending on the particular thermal management circuit system. As shown in fig. 1, the integrated module 27 includes a first refrigerant interface 22, a second refrigerant interface 23, a third refrigerant interface 24, a fourth refrigerant interface 25, and a fifth refrigerant interface 26. The battery cooler 16 is arranged inside the integrated module 27, and the battery cooler 16 additionally has a first coolant connection 20 and a second coolant connection 21. The valves integrated inside the integrated module 27 comprise an (electronic) expansion valve 15, a solenoid valve 17, a one-way valve 18, and furthermore a pressure and temperature sensor 11 is arranged inside the integrated module 27.

Most of the valve elements, the sensors and the battery cooler on the refrigerant circuit side are modularly integrated by the integration module 27, and the reversing of the external heat exchanger 3 in different modes can be realized by the combination of the valve elements on the refrigerant circuit side and the battery cooler 16, so that the heat exchanger 3 outside the vehicle realizes the same-direction circulation and the reverse-direction circulation in different modes, and different requirements of a heat management circuit system are met.

With continued reference to fig. 1, in the above connection relationship, as an embodiment of the present invention, the compressor 1, the exterior heat exchanger 3, and the air conditioning box assembly 14 are further connected by the first valve 6, the second valve 7, and the third valve 8. As shown in fig. 1, the first valve 6 and the second valve 7 are connected side by side, one ends of the first valve 6 and the second valve 7 are commonly connected to an outlet of the compressor 1, and the other ends of the first valve 6 and the second valve 7 are respectively connected to two inlets of the internal condenser 2 inside the air conditioning box assembly 14. One end of the third valve 8 is connected to the fourth refrigerant connection 25 and the second end of the exterior heat exchanger 3, and the other end of the third valve 8 is connected to the first valve 6, the second valve 7 and the outlet of the compressor 1.

With continued reference to fig. 1, the air conditioning box assembly 14 includes a blower 28, an interior evaporator 4, an interior condenser 2, a first outlet air temperature sensor 12, a second outlet air temperature sensor 13, and a fin outlet air temperature sensor 19, and there is no temperature air mixing door inside the air conditioning box assembly 14. The blower 28 is provided at an inlet of the air conditioning box assembly 14, and the interior evaporator 4 and the interior condenser 2 are provided in this order in the airflow direction behind the blower 28. The fin air-out temperature sensor 19 is arranged behind the internal evaporator 4, and the first air-out temperature sensor 12 and the second air-out temperature sensor 13 are arranged behind the internal condenser 2. The internal condenser 2 has two refrigerant inlets respectively connected with the first valve 6 and the second valve 7, and a refrigerant outlet, and the left and right sides respectively rear-mount a first outlet air temperature sensor 12 and a second outlet air temperature sensor 13.

An important feature of the thermal management loop system of the present invention is: the condenser 2 in the vehicle is provided with two refrigerant inlets (namely outlets of a first valve (electronic expansion) 6 and a second valve (electronic expansion) 7) and a refrigerant outlet (connected to a second refrigerant interface 23), a temperature mixing air door is not arranged in the air conditioning box assembly 14, and the flow distribution of the refrigerants entering the two refrigerant inlets of the condenser 2 in the vehicle is realized by adjusting the opening degree of the (electronic) expansion valve 15 through target parameters of a heat management loop system.

With continued reference to fig. 1, the integration module 27 is connected to the interior evaporator 4 via a first refrigerant connection 22, to the interior condenser 2 via a second refrigerant connection 23, to a first end of the exterior heat exchanger 3 via a third refrigerant connection 24, to a second end of the exterior heat exchanger 3 via a fourth refrigerant connection 25, and to an inlet of the compressor 1 via a fifth refrigerant connection 26. The outlet of the compressor 1 is connected to the second end of the external heat exchanger 3 and the internal condenser 2, and the internal evaporator 4 is connected to the fifth refrigerant connection 26 of the integration module 27 and the inlet of the compressor 1.

With continued reference to fig. 1, as an embodiment of the present invention, in the above connection relationship, a gas-liquid separator 5 is further provided at the inlet of the compressor 1. The inlet of the gas-liquid separator 5 is connected to the fifth refrigerant connection 26 and the interior evaporator 4, and the outlet of the gas-liquid separator 5 is connected to the inlet of the compressor 1.

In addition, the thermal management circuit system shown in fig. 1 further includes a first pressure-temperature sensor 9 and a second pressure-temperature sensor 10. A first pressure and temperature sensor 9 is arranged on a pipeline connecting the second refrigerant interface 23 and the internal condenser 2, and a second pressure and temperature sensor 10 is arranged at the inlet of the gas-liquid separator 5.

In a preferred embodiment of the present invention, the compressor 1 is an electric compressor. The first valve 6, the second valve 7, and the third valve 8 are electronic expansion valves. It will be understood by those skilled in the art that the selection of the compressor 1, the first valve 6, the second valve 7, and the third valve 8 is only one of many embodiments of the present invention, and is not a limitation of the present invention. In other embodiments of the present invention, the compressor, the first valve, the second valve, and the third valve may be selected in other ways, so as to achieve the technical objects and technical effects of the present invention.

In another preferred embodiment of the present invention, the first valve, the second valve, and the third valve may be replaced by: the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 can be replaced by a one-in two-out three-way electronic expansion valve to achieve the same function. The first (electronic expansion) valve 6 and the third (electronic expansion) valve 8 can be replaced by a one-in two-out three-way electronic expansion valve to achieve the same function. The second (electronic expansion) valve 7 and the third (electronic expansion) valve 8 can be replaced by a one-inlet two-outlet three-way electronic expansion valve to realize the same function. The first (electronic expansion) valve 6, the second (electronic expansion) valve 7 and the third (electronic expansion) valve 8 can be replaced by a one-in three-out four-way electronic expansion valve to realize the same function.

With reference to fig. 2-7 in conjunction with fig. 1, the thermal management circuit system of the present invention can form different thermal management circuits by conducting different components and pipes. The thermal management circuit of the present invention mainly comprises four types, namely: a refrigeration loop, a refrigeration dehumidification loop, a heating dehumidification loop and a heating loop. Those skilled in the art will appreciate that the four thermal management circuits described above are only a few embodiments of the thermal management circuit system of the present invention and are not intended to be limiting of the invention. Other reasonable combinations of the utilization of the thermal management loop system of the present invention are also possible and are within the scope of the present invention.

Referring to fig. 2, in the refrigeration circuit: the third refrigerant interface 24, the exterior heat exchanger 3, the third valve 8, the compressor 1, the gas-liquid separator 5, the interior evaporator 4, and the first refrigerant interface 22 are sequentially communicated, and at this time, the exterior heat exchanger 3 serves as a condenser.

As shown in fig. 2, in the high temperature condition in summer, when the passenger compartment has a cooling demand, the electric compressor 1 and the cooling fan 29 are both turned on in the refrigeration circuit, the third (electronic expansion) valve 8 is fully opened, and the exterior heat exchanger 3 serves as a condenser. Refrigerant gas in a high-temperature and high-pressure state discharged by the electric compressor 1 flows through the third (electronic expansion) valve 8, enters the heat exchanger 3 outside the vehicle to exchange heat with high-temperature air in the external environment for cooling, then becomes a liquid state, enters the integration module 27 through the third refrigerant interface 24, is switched in different valve states inside and throttled by the (electronic expansion) valve 15 to become a low-temperature and low-pressure two-phase refrigerant, flows out of the first refrigerant interface 22, enters the evaporator 4 inside the vehicle to exchange heat with high-temperature gas inside the vehicle introduced by the blower 28 to cool the passenger compartment, and enters the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle.

Referring to fig. 3, the refrigeration circuit also communicates with the fifth refrigerant interface 26 and the inlet of the gas-liquid separator 5 when the battery is simultaneously in need of cooling. At this time, the refrigerant liquid flowing out of the exterior heat exchanger 3 exchanges heat with the coolant in the battery cooler (cooler) 16 in the integrated module 27 to cool the battery, flows out of the fifth refrigerant port 26 to be mixed with the low-temperature and low-pressure refrigerant flowing out of the interior evaporator 4, and enters the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle.

Referring to fig. 4, when the passenger cabin main cab and the passenger cabin assistant cab have different outlet air temperature requirements, the refrigeration circuit is also communicated with the second refrigerant interface 23 and the internal condenser 2, the first valve 6 or the second valve 7 is opened, the electric compressor 1 and the cooling fan 29 are both opened in the refrigeration circuit, and the external heat exchanger 3 serves as a condenser.

At this time, as shown in fig. 4, the refrigerant gas in a high-temperature and high-pressure state discharged from the electric compressor 1 is branched into two paths and flows through the first (electronic expansion) valve 6, the second (electronic expansion) valve 7, and the third (electronic expansion) valve 8, respectively. The former enters the interior condenser 2 to exchange heat with air cooled by the interior evaporator 4, the outflow refrigerant enters the integration module 27 through the second refrigerant interface 23, and the latter enters the exterior heat exchanger 3 through the third (electronic expansion) valve 8 to exchange heat with high-temperature air in the external environment and become liquid after being cooled, and enters the integration module 27 through the third refrigerant interface 24.

With continued reference to fig. 4, the two refrigerants are mixed in the integrated module 27, switched by different valve states inside and throttled by the (electronic) expansion valve 15 to become a low-temperature and low-pressure two-phase refrigerant, and flow out of the first refrigerant interface 22 into the interior evaporator 4 to exchange heat with the interior high-temperature gas introduced by the blower 28. The air cooled by the internal evaporator 4 exchanges heat with the high-temperature refrigerant in the internal condenser 2 again, so that the requirement of high air-out temperature at one side in the vehicle is met, and the air-out temperature requirements of the main driver and the auxiliary driver are different. The low-temperature and low-pressure refrigerant flowing out of the in-vehicle evaporator 4 enters the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle. At this time, whether the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 operate or not is determined by the side on which the outlet air temperature demand is high.

Referring to fig. 5, in the refrigeration dehumidification circuit: the third refrigerant interface 24, the exterior heat exchanger 3, the third valve 8, the compressor 1, the gas-liquid separator 5, the interior evaporator 4, and the first refrigerant interface 22 are sequentially communicated. Meanwhile, the third valve 8 is communicated with the internal condenser 2 through the first valve 6 and the second valve 7, and the second refrigerant interface 23 is communicated with the internal condenser 2, so that the external heat exchanger is used as a condenser.

As shown in fig. 5, when the ambient temperature and humidity are relatively high in spring and autumn and the passenger compartment requires dehumidification and cooling, the electric compressor 1 and the cooling fan 29 in the refrigeration and dehumidification loop are both turned on, and the external heat exchanger 3 serves as a condenser. At this time, the refrigerant gas in a high-temperature and high-pressure state discharged from the electric compressor 1 is divided into three paths and flows through the first (electronic expansion) valve 6, the second (electronic expansion) valve 7, and the third (electronic expansion) valve 8. The first two paths enter the interior condenser 2 to exchange heat with air cooled by the interior evaporator 4, the outflow refrigerant enters the integration module 27 through the second refrigerant interface 23, and the outflow refrigerant enters the exterior heat exchanger 3 through the third (electronic expansion) valve 8 to exchange heat with high-temperature air in the external environment and become liquid after being cooled, and enters the integration module 27 through the third refrigerant interface 24.

With reference to fig. 5, the two refrigerants are mixed in the integration module 27, and the refrigerant is switched in different valve states inside the refrigerant and throttled by the (electronic) expansion valve 15 to become a low-temperature low-pressure two-phase refrigerant, and flows out from the first refrigerant interface 22 to enter the interior evaporator 4, and exchanges heat with the high-temperature high-humidity gas in the vehicle introduced by the blower 28, the high-humidity air is cooled and condensed to form small water drops to be discharged, and the gas cooled and dehumidified by the interior evaporator 4 exchanges heat with the high-temperature refrigerant in the interior condenser 2 again to be reheated to meet the comfort requirement. The low-temperature and low-pressure refrigerant flowing out of the in-vehicle evaporator 4 enters the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle.

Continuing as shown in fig. 5, at this time, when the air-out temperature requirement on one side in the vehicle is high, the air-out temperature requirements of the main driver and the auxiliary driver can be realized by adjusting the opening degrees of the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7. When the battery needs cooling, the (electronic) expansion valve 15 in front of the battery cooler (chiller) 16 in the integrated module 27 is opened, and the throttled low-temperature low-pressure two-phase refrigerant exchanges heat with the high-temperature cooling liquid to cool the battery.

Referring to fig. 6, in the heating and dehumidifying circuit: the second refrigerant interface 23, the internal condenser 2, the first valve 6 and the second valve 7 connected in parallel, the compressor 1, the gas-liquid separator 5, the internal evaporator 4, and the first refrigerant interface 22 are communicated in sequence. Meanwhile, the third refrigerant interface 24, the exterior heat exchanger 3, and the fourth refrigerant interface 25 are sequentially communicated, and the fifth refrigerant interface 26 is communicated with the inlet of the gas-liquid separator 5, at this time, the exterior heat exchanger 3 is used as an evaporator.

As shown in fig. 6, when the ambient temperature is low and the humidity is high in spring and autumn and the passenger compartment requires dehumidification and heating, the electric compressor 1 and the cooling fan 29 in the heating and dehumidification loop are both turned on, the third (electronic expansion) valve 8 is turned off, and the exterior heat exchanger 3 serves as an evaporator.

As shown in fig. 6, at this time, the refrigerant gas in the high-temperature and high-pressure state discharged by the electric compressor 1 flows through the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7, enters the interior condenser 2 to exchange heat with the air cooled by the interior evaporator 4, the liquid refrigerant flowing out enters the integration module 27 through the second refrigerant interface 23, is switched and divided into two paths by the valve element inside the integration module 27, one path of the refrigerant becomes a low-temperature and low-pressure two-phase refrigerant through throttling and flows out through the third refrigerant interface 24 to enter the exterior heat exchanger 3, exchanges heat with the external low-temperature air to become a low-temperature and low-pressure near-saturated gaseous refrigerant, flows into the integration module 27 through the fourth refrigerant interface 25 (or one path of the refrigerant becomes a low-temperature and low-pressure two-phase refrigerant through throttling and flows out through the fourth refrigerant interface 25 to enter the exterior heat exchanger 3, exchanges heat with the external low-temperature air to become a low-temperature and low-pressure near-saturated gaseous refrigerant, and flows into the integration module 27 through the third refrigerant interface 24), and out of the fifth refrigerant interface 26; the other path of the refrigerant is throttled to become a low-temperature low-pressure two-phase refrigerant, flows out from the first refrigerant interface 22, enters the interior evaporator 4, exchanges heat with low-temperature high-humidity air in the vehicle, introduced by the blower 28, the high-humidity air is cooled and condensed into small water drops to be discharged, and the air cooled and dehumidified by the interior evaporator 4 exchanges heat with the high-temperature refrigerant in the interior condenser 2 again to be reheated so as to meet the requirement of comfort.

With continued reference to fig. 6, the low-temperature and low-pressure refrigerant flowing out of the in-vehicle evaporator 4 and the low-temperature and low-pressure refrigerant flowing out of the fifth refrigerant connection 26 are mixed and introduced into the gas-liquid separator 5, and the separated gas refrigerant is introduced into the electric compressor 1, and a new cycle is started. At the moment, when the air outlet temperature requirement on one side in the vehicle is high, the air outlet temperature requirements of the main driving and the auxiliary driving are different by adjusting the opening degrees of the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7.

Referring to fig. 7, in the heating circuit: the second refrigerant interface 23, the internal condenser 2, the first valve 6 and the second valve 7 which are connected in parallel, the compressor 1, the gas-liquid separator 5 and the fifth refrigerant interface 26 are sequentially communicated, meanwhile, the third refrigerant interface 24, the external heat exchanger 3 and the fourth refrigerant interface 25 are sequentially communicated, and the external heat exchanger 3 is used as an evaporator.

As shown in fig. 7, when the ambient temperature is relatively low in winter and the passenger compartment needs to be heated, the electric compressor 1 and the cooling fan 29 in the heating circuit are both turned on, the third (electronic expansion) valve 8 is turned off, and the exterior heat exchanger 3 serves as an evaporator. At this time, the refrigerant gas in a high temperature and high pressure state discharged from the electric compressor 1 flows through the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 into the in-vehicle condenser 2 to exchange heat with the low temperature gas introduced from the blower 28, thereby heating the passenger compartment.

With continued reference to fig. 7, liquid refrigerant exiting the internal condenser 2 enters the integration module 27 via the second refrigerant connection 23. The refrigerant is switched and throttled by a valve element inside the integration module 27 to be low-temperature low-pressure two-phase refrigerant, flows out from the third refrigerant interface 24 to enter the heat exchanger 3 outside the vehicle, exchanges heat with external low-temperature air to become low-temperature low-pressure nearly saturated gaseous refrigerant, flows into the integration module 27 through the fourth refrigerant interface 25 (or is switched and throttled by a valve element inside the integration module 27 to be low-temperature low-pressure two-phase refrigerant, flows out from the fourth refrigerant interface 25 to enter the heat exchanger 3 outside the vehicle, exchanges heat with external low-temperature air to become low-temperature low-pressure nearly saturated gaseous refrigerant, flows into the integration module 27 through the third refrigerant interface 24), flows out from the fifth refrigerant interface 26 to enter the gas-liquid separator 5, and the separated gas refrigerant enters the electric compressor 1 to start a new cycle.

As shown in fig. 7, at this time, when the main driving air outlet temperature and the auxiliary driving air outlet temperature in the vehicle are consistent, the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are fully opened, and no throttling is performed. When the air-out temperature requirement on one side in the vehicle is high, the different air-out temperature requirements of the main driving and the auxiliary driving can be realized by adjusting the opening degrees of the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7. When the waste heat of the motor or other heating parts of the whole vehicle can be utilized, the (electronic) expansion valve 15 in front of the battery cooler (chiller) 16 in the integrated module 27 can be opened, and the throttled low-temperature low-pressure two-phase refrigerant exchanges heat with the motor loop cooling liquid, so that the waste heat on the motor side is recovered and released on the air side of the condenser 2 in the vehicle.

According to another aspect of the present invention, referring to fig. 8-11, the present invention further discloses a control method of the thermal management loop system, which is applied to the thermal management loop system of the present invention, and performs mode switching and control on the thermal management loop system.

The control method of the thermal management loop system mainly comprises the following steps:

s1: starting an air conditioner;

s2: reading the ambient temperature Tam and the air conditioner setting data Tset;

s3: judging the operation mode of the refrigerant circulating system according to the ambient temperature Tam, the air conditioner setting data Tset and the like, so as to judge the operation mode of the heat management loop system;

s4: and communicating the corresponding loop according to the operation mode of the thermal management loop system. As an implementation mode of the invention, the operation modes of the heat management loop system comprise a heating mode, a cooling mode, a heating dehumidification mode and a cooling dehumidification mode;

s5: calculating the temperature target and the air quantity of the air outlet in a corresponding operation mode;

s6: and controlling the output of the exterior heat exchanger, the revolution number of the compressor and the opening degrees of the first valve, the second valve and the third valve according to the air outlet temperature target and the component.

The following describes the specific procedures of the method of the present invention in the above four modes, respectively.

Referring to fig. 8, the flow of the control method in the heating mode is as follows:

s81: starting an air conditioner;

s82: reading the ambient temperature Tam and the air conditioner setting data Tset;

s83: judging the operation mode of the refrigerant circulating system according to the ambient temperature Tam, the air conditioner setting data Tset and the like;

s84: the heat management loop system enters a heating mode;

s85: and calculating the temperature target and the air quantity of the air outlet in the heating mode. In the step, the target outlet air temperature Tao and the outlet air volume Gair are calculated, and the target outlet air temperatures Tao _ Dr and Tao _ Psn of the main driving and the auxiliary driving are output. The subsequent step is that a system target supercooling degree SC, an air outlet temperature average value Tao _ max and a system flow distribution target are calculated according to the target value;

s86: and calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree. In the step, a first pressure temperature sensor 9 monitors the pressure temperature of the refrigerant at the outlet of the condenser 2 in the vehicle, and calculates the degree of supercooling SC of the system and the target degree of supercooling SC to compare;

s87: the opening degree of the valve before the exterior heat exchanger is controlled by the calculation in steps S85 and S86. In this step, the (electronic) expansion valve in front of the exterior heat exchanger 3 is realized by adjusting the opening of the (electronic) expansion valve(s) in front of the exterior heat exchanger 3 (located in the integration module 27);

s88: calculating the average value Tao _ max of the air outlet temperature of the condenser 2 in the vehicle;

s89: and adjusting the revolution of the compressor 1 according to the average value of the air outlet temperature. In the step, the rotating speed of the electric compressor 1 is controlled and adjusted by the average value Tao _ max of the temperature of the air outlet of the internal condenser 2, and the air outlet temperature of the internal condenser 2 is monitored in real time by a first air outlet temperature sensor 12 and a second air outlet temperature sensor 13;

s810: calculating a flow distribution target of the refrigerant in the thermal management loop system;

s811: and the opening degrees of the first valve and the second valve are adjusted according to the flow distribution target. In this step, when Tao _ Dr and Tao _ Psn are matched, the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are fully opened, and the refrigerant flow rates therethrough are matched. When Tao _ Dr and Tao _ Psn are inconsistent, the outlet air temperature monitored by the first outlet air temperature sensor 12 and the second outlet air temperature sensor 13 is compared with the target outlet air temperatures Tao _ Dr and Tao _ Psn of the main drive and the auxiliary drive, the opening degrees of the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are adjusted in a feedback mode, the flow rates of the refrigerant at the two inlets of the internal condenser 2 are controlled, the heat exchange quantity at the two sides of the internal condenser 2 is further controlled to be different, the required target outlet air temperature is achieved, and the opening degrees of the two valves and the rotating speed of the compressor need to be adjusted in a coordinated mode at the moment so as to avoid large fluctuation of the outlet air temperature.

Referring to fig. 9, the flow of the control method in the cooling mode is as follows:

s91: starting an air conditioner;

s92: reading the ambient temperature Tam and the air conditioner setting data Tset;

s93: judging the operation mode of the refrigerant circulating system according to the ambient temperature Tam, the air conditioner setting data Tset and the like;

s94: the heat management loop system enters a cooling mode;

s95: and under the refrigeration mode, calculating the temperature target and the air quantity of the air outlet. In the step, an air outlet temperature target Tao and an air outlet volume Gair are calculated, target air outlet temperatures Tao _ Dr and Tao _ Psn of a main drive and a secondary drive are output, and a system target supercooling degree SC, an in-vehicle evaporator target temperature Tevap and a system flow distribution target are calculated in the subsequent step according to the target values;

s96: and calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree. In the step, high-pressure refrigerants flowing out of the internal condenser 2 and the external heat exchanger 3 are mixed in the integration module 27, the pressure and temperature of the refrigerants are monitored by the pressure and temperature sensor 11 in the integration module 27, and the degree of supercooling SC of the system is calculated and compared with a target degree of supercooling SC;

s97: the adjustment of the opening degree of the (electronic) expansion valve before the in-vehicle evaporator is achieved by the calculation of steps S95, S96 (the (electronic) expansion valve before the in-vehicle evaporator is located in the integration module 27);

s98: calculating a target temperature Tevap of an evaporator in the vehicle;

s99: the number of revolutions of the compressor is adjusted according to a target temperature of the in-vehicle evaporator. In the step, the target temperature Tevap of the in-vehicle evaporator 4 is used for controlling and adjusting the rotating speed of the electric compressor 1, and the rear fin temperature sensor 19 of the in-vehicle evaporator 4 is used for monitoring the air outlet temperature of the in-vehicle evaporator in real time;

s910: calculating a flow distribution target of the refrigerant in the thermal management loop system;

s911: the opening degree of the first valve, the second valve and the third valve is adjusted according to the target flow distribution. In this step, when Tao _ Dr and Tao _ Psn are matched, the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are closed, the third (electronic expansion) valve 8 is opened, and the entire system refrigerant passes through the third (electronic expansion) valve 8. When Tao _ Dr and Tao _ Psn are inconsistent, the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are opened, the larger one of Tao _ Dr and Tao _ Psn determines the opening object, the opening degrees of the first (electronic expansion) valve 6 or the second (electronic expansion) valve 7 and the third (electronic expansion) valve 8 are adjusted to control the flow rate of the refrigerant flowing through the internal condenser 2 and the external heat exchanger 3, and the heat exchange amount of the internal condenser is controlled, so that the required target outlet air temperature is reached. At this time, the opening degrees of the two valves and the rotating speed of the compressor need to be adjusted cooperatively to avoid large fluctuation of the outlet air temperature.

Referring to fig. 10, the flow of the control method in the heating and dehumidifying mode is as follows:

s101: starting an air conditioner;

s102: reading the ambient temperature Tam and the air conditioner setting data Tset;

s103: judging the operation mode of the refrigerant circulating system according to the ambient temperature Tam, the air conditioner setting data Tset and the like;

s104: the heat management loop system enters a heating and dehumidifying mode;

s105: and calculating the temperature target and the air quantity of the air outlet in a heating and dehumidifying mode. In the step, the outlet air temperature target Tao and the outlet air volume Gair are calculated, and the target outlet air temperatures Tao _ Dr and Tao _ Psn of the main driving and the auxiliary driving are output. Calculating a system target supercooling degree SC, an evaporator target temperature Tevap, an air outlet temperature average value Tao _ max and a system flow distribution target according to the target value;

s106: and calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree. In the step, a first pressure temperature sensor 9 monitors the pressure temperature of the refrigerant at the outlet of the condenser 2 in the vehicle, and calculates the degree of supercooling SC of the system and the target degree of supercooling SC to compare;

s107: the adjustment of the opening degree of the (electronic) expansion valve in front of the exterior heat exchanger 3 is realized through the calculation of the steps S105 and S106 (the (electronic) expansion valve in front of the exterior heat exchanger 3 is positioned in the integrated module 27);

s108: calculating a target temperature Tevap of an evaporator in the vehicle;

s109: and controlling the opening of a front valve of the evaporator in the automobile according to the target temperature of the evaporator in the automobile. In the step, the opening degree of an (electronic) expansion valve in front of the in-vehicle evaporator 4 is adjusted by an evaporator target temperature Tevap (the (electronic) expansion valve in front of the in-vehicle evaporator 4 is positioned in an integrated module 27), the dehumidification amount of a system is controlled, and the outlet air temperature of a rear fin outlet air temperature sensor 19 of the in-vehicle evaporator 4 monitors the outlet air temperature in real time;

s1010: calculating the average value Tao _ max of the air outlet temperature of the condenser 2 in the vehicle;

s1011: and adjusting the revolution of the compressor according to the average value of the temperature of the air outlet. In the step, the rotating speed of the electric compressor 1 is controlled and adjusted by the average value Tao _ max of the temperature of the air outlet of the internal condenser 2, and the air outlet temperature of the internal condenser 2 is monitored in real time by a first air outlet temperature sensor 12 and a second air outlet temperature sensor 13;

s1012: calculating a flow distribution target of the refrigerant in the thermal management loop system;

s1013: and the opening degrees of the first valve and the second valve are adjusted according to the flow distribution target. In this step, when Tao _ Dr and Tao _ Psn are matched, the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are fully opened, and the refrigerant flow rates therethrough are matched. When Tao _ Dr and Tao _ Psn are inconsistent, the outlet air temperature monitored by the first outlet air temperature sensor 12 and the second outlet air temperature sensor 13 is compared with the target outlet air temperatures Tao _ Dr and Tao _ Psn of the main drive and the auxiliary drive, the opening degrees of the first (electronic expansion) valve 6 and the second (electronic expansion) valve 7 are adjusted in a feedback mode, the flow rates of the refrigerant at the two inlets of the internal condenser 2 are controlled, and then the heat exchange amount at the two sides of the internal condenser 2 is controlled to be different, and the required target outlet air temperature is achieved. At this time, the opening degrees of the two valves and the rotating speed of the compressor need to be adjusted cooperatively to avoid large fluctuation of the outlet air temperature.

Referring to fig. 11, the flow of the control method in the cooling and dehumidifying mode is as follows:

s111: starting an air conditioner;

s112: reading the ambient temperature Tam and the air conditioner setting data Tset;

s113: judging the operation mode of the refrigerant circulating system according to the ambient temperature Tam, the air conditioner setting data Tset and the like;

s114: the heat management loop system enters a refrigeration and dehumidification mode;

s115: and calculating the temperature target and the air quantity of the air outlet in a refrigeration and dehumidification mode. In the step, the target outlet air temperature Tao and the outlet air volume Gair are calculated, and the target outlet air temperatures Tao _ Dr and Tao _ Psn of the main driving and the auxiliary driving are output. The subsequent step calculates the target temperature Tevap of the evaporator in the vehicle, the cold quantity Qd of the condensed water of the evaporator in the vehicle and the system flow distribution target according to the target value;

s116: calculating a target temperature Tevap of an evaporator in the vehicle;

s117: the number of revolutions of the compressor is adjusted according to a target temperature control of the in-vehicle evaporator. In the step, the target temperature Tevap of the evaporator in the vehicle controls and adjusts the rotating speed of the electric compressor 1, and the temperature sensor 19 of the rear fin of the evaporator 4 in the vehicle monitors the outlet air temperature of the evaporator in the vehicle in real time;

s118: calculating the cold quantity Qd of the condensed water of the evaporator in the vehicle, wherein the cold quantity Qd of the condensed water of the evaporator in the vehicle is obtained by calculating the air inlet state and the target air outlet state of the evaporator in the vehicle;

s119: the opening degree of a front (electronic) expansion valve of an in-vehicle evaporator 4 of the in-vehicle evaporator is controlled and adjusted according to the cold quantity of the condensed water (the (electronic) expansion valve in front of the in-vehicle evaporator is positioned in an integrated module 27);

s1110: calculating a flow distribution target of the refrigerant in the thermal management loop system;

s1111: and the opening degrees of the first valve, the second valve and the third valve are adjusted according to the flow distribution target. In the step, the refrigerant flow and the target value obtained by the system calculation are used for carrying out opening degree regulation control on a first (electronic expansion) valve 6, a second (electronic expansion) valve 7 and a third (electronic expansion) valve 8, controlling and distributing the amount of the refrigerant entering two inlets of an interior condenser 2 and an exterior heat exchanger 3, controlling the heat exchange amount of the refrigerant, and further achieving the required target air outlet temperature. At this time, the opening degrees of the two valves and the rotating speed of the compressor need to be adjusted cooperatively to avoid large fluctuation of the outlet air temperature.

In various embodiments of the present invention, it should be understood that the sequence numbers of the above-mentioned processes do not imply an inevitable order of execution, and the execution order of the processes should be determined by their functions and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

When implemented as software functional units, the method steps of the present invention can be stored in a computer accessible memory. With this understanding, part or all of the technical solutions of the present invention may be embodied in the form of a software product, which is stored in a memory and includes several requests to enable one or more computer devices (such as a personal computer, a server, or a network device, and may specifically be a processor in the computer device) to execute part or all of the steps of the above methods according to the embodiments of the present invention.

Those skilled in the art will appreciate that all or a portion of the steps of the various illustrated embodiments of the invention may be performed by associated hardware as instructed by a computer program, which may be stored centrally or distributed on one or more computer devices, such as a readable storage medium. The computer device includes a Read-Only Memory (ROM), a Random Access Memory (RAM), a Programmable Read-Only Memory (PROM), an Erasable Programmable Read-Only Memory (EPROM), a One-time Programmable Read-Only Memory (OTPROM), an Electrically Erasable rewritable Read-Only Memory (EEPROM), a compact disc Read-Only Memory (CD-ROM) or other optical disc Memory, a magnetic disk Memory, a tape Memory, or any other medium readable by a computer capable of carrying or storing data.

In summary, the heat management system and the control method thereof provided by the invention mainly realize the independent control requirement of the outlet air temperature of the main cab and the auxiliary cab of the passenger cabin through the refrigerant flow distribution control of the system, reduce the energy consumption of the whole vehicle for heating in winter and cooling in summer, and can bring the following beneficial effects:

1. the wind mixing with the ambient temperature is not needed, the system efficiency is improved, and the attenuation of the endurance of the whole vehicle is reduced;

2. the air outlet temperature of the main driving side and the auxiliary driving side of the passenger cabin is accurately controlled by controlling parameters such as the rotating speed of a compressor, the opening degree of a valve and the like of a system, so that the comfort of a human body and the satisfaction of passengers are improved;

3. the temperature mixing air door of the air conditioning box component in the system can be eliminated, the size of the component is reduced, and more space is obtained for the whole vehicle.

It should be understood by those skilled in the art that the above embodiments are only for illustrating the present invention and are not to be used as a limitation of the present invention, and that changes and modifications to the above described embodiments are within the scope of the claims of the present invention as long as they are within the spirit and scope of the present invention.

Claims

1. An electric vehicle thermal management loop system, comprising:

the system comprises a compressor, an air conditioning box assembly, an external heat exchanger and an integrated module;

the air conditioning box assembly comprises an internal evaporator and an internal condenser;

the internal condenser comprises two refrigerant inlets and a refrigerant outlet;

the integrated module comprises a first refrigerant interface, a second refrigerant interface, a third refrigerant interface, a fourth refrigerant interface and a fifth refrigerant interface;

the integrated module is respectively connected with the compressor, the heat exchanger outside the vehicle and the air conditioning box assembly;

the integrated module is connected with the internal evaporator through a first refrigerant interface, is connected with a refrigerant outlet of the internal condenser through a second refrigerant interface, is connected with a first end of the external heat exchanger through a third refrigerant interface, is connected with a second end of the external heat exchanger through a fourth refrigerant interface, and is connected with an inlet of the compressor through a fifth refrigerant interface;

the outlet of the compressor is connected with the second end of the external heat exchanger and the internal condenser;

the in-vehicle evaporator is connected with the fifth refrigerant interface of the integrated module and the inlet of the compressor.

2. The thermal management circuit system of an electric vehicle of claim 1, further comprising a first valve, a second valve, a third valve;

wherein the first valve and the second valve are connected side by side, one end of the first valve and one end of the second valve are connected to the outlet of the compressor together, and the other end of the first valve and the other end of the second valve are connected to two refrigerant inlets of the internal condenser respectively;

one end of the third valve is connected with the fourth refrigerant interface and the second end of the external heat exchanger, and the other end of the third valve is connected with the first valve, the second valve and the outlet of the compressor.

3. The thermal management loop system of the electric vehicle of claim 2, further comprising a gas-liquid separator, a first pressure-temperature sensor, a second pressure-temperature sensor;

the inlet of the gas-liquid separator is connected with a fifth refrigerant interface and the evaporator in the vehicle, and the outlet of the gas-liquid separator is connected with the inlet of the compressor;

the first pressure and temperature sensor is arranged on a pipeline connecting the second refrigerant interface and the condenser in the vehicle;

and a second pressure and temperature sensor is arranged at the inlet of the gas-liquid separator.

4. The electric vehicle thermal management circuit system of claim 3, wherein the integrated module comprises a battery cooler comprising a first coolant inlet and a second coolant inlet.

5. The electric vehicle thermal management circuit system of claim 1, wherein said air conditioning cabinet assembly further comprises a blower disposed at an inlet of said air conditioning cabinet assembly, said interior evaporator and said interior condenser being disposed behind said blower in said flow direction.

6. The electric vehicle thermal management loop system of claim 5, further comprising a first outlet air temperature sensor, a second outlet air temperature sensor, and a fin outlet air temperature sensor;

the fin air-out temperature sensor is arranged behind the internal evaporator, and the first air-out temperature sensor and the second air-out temperature sensor are arranged behind the internal condenser.

7. The electric vehicle thermal management circuit system of claim 3, wherein the thermal management circuit system comprises a refrigeration circuit in which:

the third refrigerant interface, the heat exchanger outside the vehicle, the third valve, the compressor, the gas-liquid separator, the evaporator inside the vehicle and the first refrigerant interface are communicated in sequence;

the external heat exchanger is used as a condenser.

8. The thermal management loop system of an electric vehicle of claim 7, wherein:

the refrigeration circuit further includes an inlet communicating the fifth refrigerant interface and the gas-liquid separator, and opening a second valve.

9. The thermal management loop system of an electric vehicle of claim 7, wherein:

the refrigeration circuit further includes a second refrigerant connection in communication with the interior condenser.

10. The thermal management circuit system of an electric vehicle of claim 3, wherein the thermal management circuit system comprises a refrigeration dehumidification circuit, and wherein:

the third valve is communicated with the condenser in the vehicle through the first valve and the second valve;

the second refrigerant interface is communicated with an in-vehicle condenser;

the external heat exchanger is used as a condenser.

11. The thermal management loop system of the electric vehicle of claim 3, wherein the thermal management loop system comprises a heating and dehumidifying loop, and wherein:

the second refrigerant interface, the internal condenser, the first valve and the second valve which are connected in parallel, the compressor, the gas-liquid separator, the internal evaporator and the first refrigerant interface are communicated in sequence;

the third refrigerant interface, the external heat exchanger and the fourth refrigerant interface are communicated in sequence;

the fifth refrigerant interface is communicated with the inlet of the gas-liquid separator;

the heat exchanger outside the vehicle is used as an evaporator.

12. The thermal management loop system of the electric vehicle of claim 3, wherein the thermal management loop system comprises a heating loop in which:

the second refrigerant interface, the internal condenser, the first valve and the second valve which are connected in parallel, the compressor, the gas-liquid separator and the fifth refrigerant interface are communicated in sequence;

the heat exchanger outside the vehicle is used as an evaporator.

13. A method of controlling a thermal management loop system according to any of claims 1-12, comprising:

reading ambient temperature and air conditioner setting data;

judging the operation mode of the thermal management loop system;

communicating the corresponding loops according to the operation mode of the thermal management loop system;

calculating the temperature target and the air quantity of the air outlet;

and controlling the output of the exterior heat exchanger, the revolution number of the compressor and the opening degrees of the first valve, the second valve and the third valve according to the air outlet temperature target and the component.

14. The method of claim 13, wherein the thermal management loop system operating modes comprise a heating mode, a cooling mode, a heating dehumidification mode, and a cooling dehumidification mode.

15. The method of controlling a thermal management loop system of claim 14, wherein in said heating mode:

calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree so as to control the opening degree of a front valve of the heat exchanger outside the vehicle;

calculating the average value of the temperature of an air outlet of a condenser in the vehicle, and adjusting the revolution of the compressor according to the average value of the temperature of the air outlet;

and calculating a flow distribution target of the refrigerant in the thermal management loop system, and adjusting the opening degrees of the first valve and the second valve according to the flow distribution target.

16. The method of controlling a thermal management circuit system of claim 14, wherein in the cooling mode:

calculating a target supercooling degree, and comparing the supercooling degree of the heat management loop system with the target supercooling degree so as to control the opening degree of a front valve of an evaporator in the automobile;

calculating the target temperature of the evaporator in the vehicle, and adjusting the revolution of the compressor according to the target temperature of the evaporator in the vehicle;

and calculating a flow distribution target of the refrigerant in the thermal management loop system, and adjusting the opening degrees of the first valve, the second valve and the third valve according to the flow distribution target.

17. The method of controlling a thermal management loop system of claim 14, wherein in the heating and dehumidification mode:

calculating the target temperature of the evaporator in the automobile, and controlling the opening of a front valve of the evaporator in the automobile according to the target temperature of the evaporator in the automobile;

18. The method of controlling a thermal management circuit system of claim 14, wherein in the cooling and dehumidification mode:

calculating the target temperature of the evaporator in the vehicle, and controlling and adjusting the revolution of the compressor according to the target temperature of the evaporator in the vehicle;

calculating the cold quantity of condensed water of the evaporator in the vehicle, and controlling the opening of a front valve of the evaporator in the vehicle according to the cold quantity of the condensed water;