CN117818284A

CN117818284A - Integrated module for a vehicle, thermal management system and vehicle

Info

Publication number: CN117818284A
Application number: CN202211204433.XA
Authority: CN
Inventors: 张建军; 许敏; 叶梅娇; 李玉忠; 赖娟
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-09-29
Filing date: 2022-09-29
Publication date: 2024-04-05

Abstract

The invention discloses an integrated module for a vehicle, a thermal management system and the vehicle, wherein the integrated module comprises a first valve seat, an electronic expansion valve, a first throttling element and a first heat exchanger, wherein the first valve seat is provided with an exhaust port, a return air port, a first heat exchange plate port, a second heat exchange plate port, a throttling valve port, a heat exchanger first port and a heat exchanger second port, a first flow passage and a second flow passage are arranged in the first valve seat, the first flow passage is communicated with the exhaust port and the first heat exchange plate port, the second flow passage is communicated with the second heat exchange plate port and the throttling valve port, the electronic expansion valve is arranged on the first valve seat and is communicated with the first flow passage, the first throttling element is fixed on the first valve seat and is connected with the throttling valve port, the first heat exchanger is provided with a first refrigerant flow passage, and two ends of the first refrigerant flow passage are respectively connected with the heat exchanger first port and the heat exchanger second port. The integrated module for the vehicle is convenient for ensuring the cycle service life of the battery module, has a certain degree of integration, and is convenient for simplifying the installation.

Description

Integrated module for a vehicle, thermal management system and vehicle

Technical Field

The present invention relates to the field of vehicle technologies, and in particular, to an integrated module for a vehicle, a thermal management system, and a vehicle.

Background

In vehicles, such as new energy automobiles, a plurality of systems, such as a heat pump system, an air conditioning system, a thermal management system and the like, are generally arranged to ensure the normal use of the vehicles; however, these systems have many components and complicated connections due to their rich functions.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides the integrated module for the vehicle, which is convenient for ensuring the cycle service life of the battery module, has a certain degree of integration, and is convenient for simplifying the installation.

The invention also provides a thermal management system with the integrated module.

The invention also provides a vehicle with the integrated module.

According to an embodiment of the first aspect of the present invention, an integrated module for a vehicle including a battery module and a heat exchange plate that exchanges heat with the battery module, the integrated module comprising: the first valve seat is provided with an exhaust port, an air return port, a first heat exchange plate port, a second heat exchange plate port, a throttle valve port, a first heat exchanger port and a second heat exchanger port, wherein the exhaust port is used for being connected with an exhaust port of a compressor outside the first valve seat, the air return port is suitable for being connected with the air return port of the compressor, the first heat exchange plate port and the second heat exchange plate port are used for being connected with the heat exchange plate, the throttle valve port is communicated with the first heat exchanger port, and the second heat exchanger port is communicated with the air return port; a plurality of refrigerant flow passages are arranged in the first valve seat, each refrigerant flow passage comprises a first flow passage and a second flow passage, the first flow passages are communicated with the exhaust port and the first heat exchange plate port, and the second flow passages are communicated with the second heat exchange plate port and the throttle valve port; the electronic expansion valve is arranged on the first valve seat and is communicated with the first flow channel, and the electronic expansion valve has on-off and throttling functions; a control valve block comprising a first throttling element secured to the first valve seat and connected to the throttling interface; the first heat exchanger is arranged on the first valve seat, a first refrigerant flow path is arranged on the first heat exchanger, and two ends of the first refrigerant flow path are respectively connected with the first connector of the heat exchanger and the second connector of the heat exchanger.

According to the integrated module for the vehicle, the first valve seat, the electronic expansion valve, the first throttling element and the first heat exchanger are arranged, so that when the integrated module is used for the vehicle, the vehicle is provided with a battery heating mode, and the heat exchange plate is used for heating and heating the battery module, so that the battery module is conveniently ensured to be at a proper working temperature, the battery module is ensured to be reliably used, the service life of the battery module is prolonged, and the travel efficiency and the use convenience of the vehicle are further improved. In addition, through all locating electronic expansion valve, first throttling element and first heat exchanger first disk seat, be convenient for make the integrated module have certain integrated level, the installation of integrated module in the vehicle of being convenient for simplifies the equipment of each system in the vehicle, and is favorable to saving the interior space of arranging of car, simplifies the pipe connection of system, is convenient for realize the platformization and arranges.

In some embodiments, the integrated module further comprises a gas-liquid separator, the gas-liquid separator is disposed on the first valve seat, an inlet end of the gas-liquid separator is connected with the air return interface, and an outlet end of the gas-liquid separator is connected with the air return port of the compressor.

In some embodiments, the first valve seat is further provided with an exterior condenser interface for connection with an exterior condenser; the external condenser interface is communicated with the first throttling element; and a third flow passage is further arranged in the first valve seat and is respectively connected with the electronic expansion valve and the air return interface.

In some embodiments, the control valve group comprises a first check valve and a second check valve, the first check valve is arranged on the first valve seat and is respectively connected with the first throttling element and the first interface of the heat exchanger, and the first check valve guides the refrigerant to the first interface of the heat exchanger in a one-way manner; the second one-way valve is arranged on the first valve seat and is respectively connected with the first throttling element and the interface of the external condenser so as to guide the refrigerant to the first throttling element in a one-way.

In some embodiments, the first valve seat is further provided with an outlet port of the interior condenser, and the control valve group further comprises a second throttling element, which is arranged on the first valve seat and is respectively communicated with the outlet port of the interior condenser and the first port of the heat exchanger.

In some embodiments, the control valve group comprises a first on-off valve, the first on-off valve is arranged on the first valve seat, and the first on-off valve is connected with a first internal flow passage which is communicated with the second interface of the heat exchanger and the air return interface so as to control on-off of the first on-off valve.

In some embodiments, the first valve seat is further provided with an evaporator inlet interface and an evaporator outlet interface, the evaporator inlet interface and the evaporator outlet interface are respectively connected with two ends of an in-vehicle evaporator positioned outside the first valve seat, an outlet runner connected with the evaporator outlet interface and the air return interface is arranged in the first valve seat, and an inlet runner connected with the evaporator inlet interface and the out-vehicle condenser interface is arranged in the first valve seat; the control valve group further comprises a third throttling element, and the third throttling element is arranged on the first valve seat and is connected with the inlet flow passage.

In some embodiments, the first flow field plate comprises: the first plate body is provided with a plurality of grooves; the second plate body is fixed to the first plate body to seal the grooves, the grooves and the second plate body define an external refrigerant flow channel for circulating refrigerant, and the external refrigerant flow channel comprises a part of the refrigerant flow channels.

In some embodiments, an inner flow passage is provided in the first plate body, and the inner flow passage includes a part of the plurality of refrigerant flow passages.

In some embodiments, the plurality of external refrigerant channels is provided, and at least a portion of the external refrigerant channels are rectangular in cross-section; and/or: the internal flow channels are multiple, and at least a part of the internal flow channels are rectangular in cross section.

In some embodiments, a plurality of valve seats are disposed on one side of the first plate body facing away from the second plate body, the valve seats protrude towards a direction facing away from the second plate body, each valve seat defines a valve cavity, and a plurality of control valves of the control valve group are disposed in a plurality of valve cavities in a one-to-one correspondence manner.

In some embodiments, the wall thickness of each valve cavity ranges from 3mm to 4mm.

In some embodiments, the center distance between two adjacent valve cavities is L, where L > r1+r2+a, where R1 is the inner diameter of one of the valve cavities, R2 is the inner diameter of the other valve cavity, and the value of a ranges from 8mm to 15mm.

In some embodiments, the adjacent side walls of the first panel are each provided with a mounting location adapted to be secured to the body of the vehicle.

In some embodiments, the electronic control module further comprises a second valve seat, wherein the second valve seat is provided with a first water side interface and a second water side interface, the first water side interface is suitable for being connected with an electronic control module radiator positioned outside the second valve seat, and the second water side interface is suitable for being connected with a first radiator positioned outside the second valve seat; the valve seat integrated module further comprises a first switching valve, wherein the first switching valve is arranged on the second valve seat and is communicated with a plurality of internal water channels in the second valve seat, and the first switching valve acts to enable cooling liquid discharged from the first switching valve to flow to the first water side interface and/or the second water side interface.

In some embodiments, the second valve seat is further provided with a third heat exchanger interface and a fourth heat exchanger interface, and the third heat exchanger interface and the fourth heat exchanger interface are respectively connected with a first cooling liquid flow path outside the second valve seat; the first switching valve is respectively connected with the third interface of the heat exchanger and the fourth interface of the heat exchanger, and the first switching valve acts to enable the cooling liquid flowing to the first switching valve to directly flow to the first switching valve and/or flow to the first switching valve through the first cooling liquid flow path.

In some embodiments, the second valve seat is provided with a switching valve interface, and the first switching valve is fixed to the second valve seat and connected to the switching valve interface.

In some embodiments, the second valve seat is provided with a water tank interface, and the integrated module further comprises a water replenishment tank provided on the second valve seat and connected to the water tank interface to replenish water toward the internal waterway.

In some embodiments, the second valve seat is further provided with a water pump interface, and the integrated module further comprises a water pump, and the water pump is arranged on the second valve seat and connected with the water pump interface to drive the liquid in the internal water channel to flow.

In some embodiments, the first valve seat and the second valve seat are fixedly connected.

A thermal management system for a vehicle according to an embodiment of the second aspect of the present invention includes an integrated module according to an embodiment of the first aspect of the present invention described above.

According to an embodiment of the third aspect of the present invention, a vehicle includes: a vehicle body; the power supply module comprises a battery module and a heat exchange plate, the heat exchange plate is arranged on the battery module to exchange heat with the battery module, and the power supply module is arranged on the vehicle body; the integrated module is an integrated module according to the embodiment of the first aspect of the present invention, the first valve seat is fixed to the vehicle body, and the first heat exchange plate interface and the second heat exchange plate interface are used for being connected with the heat exchange plate.

According to the vehicle provided by the embodiment of the invention, the integrated module is adopted, so that the platformization arrangement is convenient to realize.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic diagram of a thermal management system according to one embodiment of the invention, an integrated module including components within a dashed box;

FIG. 2 is a schematic diagram of the operation of the thermal management system shown in FIG. 1, the thermal management system being in a battery heating mode;

FIG. 3 is a schematic diagram of the operation of the thermal management system shown in FIG. 1, the thermal management system being in a battery cooling mode;

FIG. 4 is a schematic diagram of the operation of the thermal management system shown in FIG. 1, the thermal management system being in a heating mode;

FIG. 5 is a schematic diagram of the operation of the thermal management system shown in FIG. 1 in a battery heating + heating mode;

FIG. 6 is a schematic diagram of the operation of the thermal management system shown in FIG. 1 in a battery cooling + heating mode;

FIG. 7 is a schematic diagram of the operation of the thermal management system shown in FIG. 1, the thermal management system being in a cooling mode;

FIG. 8 is a schematic diagram of the operation of the thermal management system shown in FIG. 1 in a battery heating+cooling mode;

FIG. 9 is a schematic diagram of the operation of the thermal management system shown in FIG. 1, the thermal management system being in a battery cooling+refrigeration mode;

FIG. 10 is a schematic diagram of the operation of the thermal management system shown in FIG. 2, the thermal management system being in a cooling+heating mode;

FIG. 11 is a schematic diagram of the operation of the thermal management system shown in FIG. 2 in a battery heating+cooling+heating mode;

FIG. 12 is a schematic diagram of the operation of the thermal management system shown in FIG. 2 in a battery cooling + heating mode;

FIG. 13 is a schematic diagram of an integrated module according to one embodiment of the invention;

FIG. 14 is another schematic view of the integrated module shown in FIG. 13;

FIG. 15 is yet another schematic diagram of the integrated module shown in FIG. 13;

FIG. 16 is an exploded view of the integrated module shown in FIG. 13;

FIG. 17 is a schematic view of the first valve seat shown in FIG. 16;

fig. 18-19 are schematic views of the first plate shown in fig. 17;

FIG. 20 is a cross-sectional view taken along line A-A of FIG. 19;

FIG. 21 is a cross-sectional view taken along line B-B of FIG. 19;

FIG. 22 is a cross-sectional view taken along line C-C of FIG. 19;

FIG. 23 is a schematic view of the integrated module shown in FIG. 13 corresponding to the coolant side;

FIG. 24 is a schematic view of the second valve seat shown in FIG. 23;

FIG. 25 is another schematic view of the second valve seat shown in FIG. 24;

FIGS. 26-27 are schematic views of the third plate shown in FIG. 23;

fig. 28-29 are schematic views of the fourth plate shown in fig. 23;

FIG. 30 is a schematic view of a mount of the integrated module shown in FIG. 13;

Fig. 31-33 are schematic diagrams of an integrated module according to another embodiment of the invention.

Reference numerals:

thermal management system 100, motor electronic control module heat sink 101,

A compressor 1, a discharge port 1a, an inlet port 1b,

An external condenser 2, a heat exchange plate 3,

An integrated module 5, a connecting wire 50,

A first valve seat 5A, a second valve seat 5B,

First plate 511, groove 511a, valve seat 511b, internal flow passage 511c, mounting portion 511d, second plate 512,

Third plate 513, fourth plate 514, flow path P,

An exhaust port 51a, an air return port 51c, a first heat exchange plate port 51d, a second heat exchange plate port 51e, a heat exchanger first port 51o, a heat exchanger second port 51p, a first check valve port 51h, a second check valve port 51i, a throttle valve port 51u, an external condenser port 51v, an expansion valve port 51w, an evaporator inlet port 51x, an evaporator outlet port 51y, an internal condenser outlet port 51z, a switching valve port 51j, a first water side port 51k, a second water side port 51l, a heat exchanger third port 51q, a heat exchanger fourth port 51r, a water tank port 51s, a water pump port 51t,

A first flow passage A, a second flow passage B, a third flow passage C, an outlet flow passage E, an inlet flow passage F, a first inner flow passage G,

A first throttling element 521, a second throttling element 522, a third throttling element 524,

A control valve group 53, an electronic expansion valve 531, a first on-off valve 537, a second on-off valve 538,

First check valve 54, second check valve 55, plug 56, temperature sensor 57, sealing ring 58, third check valve 59, fourth check valve 511,

A first heat exchanger 6, an in-vehicle evaporator 7, an in-vehicle condenser 8, a coolant loop 9, a first radiator 10, a first switching valve 11, a water supplementing tank 12, a water pump 13, a liquid storage tank 14, a filter element 15,

The gas-liquid separator 16, the refrigerant inlet 16a, the refrigerant outlet 16b, the separator joint 161, and the screw 162.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

The following disclosure provides many different embodiments, or examples, for implementing different structures of the invention. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the applicability of other processes and/or the use of other materials.

Next, an integrated module 5 for a vehicle according to an embodiment of the present invention is described with reference to the drawings. The vehicle can be a fuel oil vehicle, a fuel gas vehicle, a new energy vehicle or a railway vehicle, and the new energy vehicle can be a pure electric vehicle, a hybrid electric vehicle, a range-extended vehicle or the like; the vehicle further includes a battery module that may be used for power supply of the vehicle, for example, the battery module may be used as an operation power source of the vehicle, or the battery module may be used as a driving power source of the vehicle to supply driving power to the vehicle instead of or in part of fuel oil or natural gas or the like, or the battery module may be used for power supply of certain parts of the vehicle such as a motor or the like, so that the battery module may be used for operational power demand of at least one of starting, navigation, running, and the like of the vehicle.

The vehicle still includes heat exchange plate 3, and heat exchange plate 3 and battery module heat exchange for heat exchange plate 3 can be used for adjusting battery module's temperature, so that make battery module have suitable operating temperature, thereby guarantee battery module job stabilization, reliable.

As shown in fig. 1, the integrated module 5 includes a first valve seat 5A, the first valve seat 5A is provided with an exhaust port 51a, an air return port 51c, a first heat exchange plate port 51d, a second heat exchange plate port 51e, a throttle valve port 51u, a heat exchanger first port 51o and a heat exchanger second port 51p, and a plurality of refrigerant channels including a first channel a and a second channel B are provided in the first valve seat 5A. The integrated module 5 further comprises an electronic expansion valve 531, a control valve block 53 and a first heat exchanger 6, the control valve block 53 comprising a first throttling element 521.

The first heat exchanger plate interface 51d and the second heat exchanger plate interface 51e are for connection to the heat exchanger plate 3; the exhaust port 51a is used for being connected with an exhaust port 1a of the compressor 1 outside the first valve seat 5A, the first flow passage a is communicated with the exhaust port 51a and the first heat exchange plate port 51d, so that a refrigerant or the like discharged by the compressor 1 through the exhaust port 1a can flow into the first flow passage a through the exhaust port 51a, then flows to the first heat exchange plate port 51d, and then flows out of the integrated module 5 to flow to the heat exchange plate 3;

the return air port 51c is adapted to be connected to the exhaust port 1a of the compressor 1, the second flow passage B is connected to the second heat exchange plate port 51e and the throttle valve port 51u, the throttle valve port 51u is connected to the first heat exchanger port 51o, the second heat exchanger port 51p is connected to the return air port 51c, the first throttle element 521 is connected to the throttle valve port 51u, the first heat exchanger 6 is provided with a first refrigerant flow path, two ends of the first refrigerant flow path are respectively connected to the first heat exchanger port 51o and the second heat exchanger port 51p, and the refrigerant at the second heat exchange plate port 51e is throttled by the first throttle element 521, exchanges heat by the first heat exchanger 6, and flows to the compressor 1.

The electronic expansion valve 531 is connected to the first flow channel a, the electronic expansion valve 531 has on-off and throttling functions, and the electronic expansion valve 531 can be used for controlling on-off of the first flow channel a. Of course, the electronic expansion valve 531 may also be used to control the flow rate of the refrigerant in the first flow path a.

The electronic expansion valve 531 is arranged on the first valve seat 5A, the first throttling element 521 is fixed on the first valve seat 5A, the first heat exchanger 6 is arranged on the first valve seat 5A, so that the integrated module 5 has good integration degree, the installation of the integrated module 5 in a vehicle is facilitated, the assembly of each system in the vehicle is simplified, the space in the vehicle is saved, the pipeline connection of the system is simplified, and the platform arrangement is facilitated.

Therefore, when the integrated module 5 is used for a vehicle, the vehicle can be provided with a battery heating mode, so that the vehicle is provided with a battery heating function, the temperature of the battery module is increased, the battery module is convenient to have a proper working temperature, and the battery module is ensured to run stably and reliably.

In the battery heating mode, as shown in fig. 2, the electronic expansion valve 531 is opened, the refrigerant flows from the exhaust port 1a of the compressor 1 to the first flow channel a, then flows to the heat exchange plate 3 through the first heat exchange plate interface 51d to heat the battery module, then flows to the integrated module again through the second heat exchange plate interface 51e, flows to the first throttling element 521 through the second flow channel B to be throttled and depressurized, the throttled refrigerant flows to the first refrigerant flow channel to exchange heat, and the refrigerant after heat exchange flows out of the integrated module 5 through the air return interface 51c and flows back to the compressor 1.

In the description of the present application, "heat exchanger plate 3" should be understood in a broad sense, and may be understood to include the following cases: 1. the heat exchange plate 3 can be used for heating the battery module, and the heat exchange plate 3 can also be used for cooling the battery module; 2. the heat exchange plate 3 is only used to heat the battery module.

According to the integrated module 5 for the vehicle, the first valve seat 5A, the electronic expansion valve 531, the first throttling element 521 and the first heat exchanger 6 are arranged, so that when the integrated module 5 is used for the vehicle, the vehicle has a battery heating mode, and the heat exchange plate 3 is used for heating and raising the temperature of the battery module, so that the battery module is conveniently ensured to be at a proper working temperature, the battery module is ensured to be reliably used, the cycle service life of the battery module is ensured, and the travel efficiency and the use convenience of the vehicle are further improved. In addition, through locating electronic expansion valve 531, first throttling element 521 and first heat exchanger 6 all in first disk seat 5A, be convenient for make integrated module 5 have certain integrated level, the installation of integrated module 5 in the vehicle of being convenient for, simplify the equipment of each system in the vehicle, and be favorable to saving the interior space of arranging of car, simplify the pipe connection of system, be convenient for realize the platformization and arrange.

Alternatively, the first refrigerant flow path may be installed at the heat exchanger first port 51o and the heat exchanger second port 51p, respectively, in a direction perpendicular to the plane in which the first valve seat 5A is located.

In fig. 2 to 12 of the present application, the flow path formed by the thick line is a refrigerant circulation flow path in the corresponding mode.

In some embodiments, as shown in fig. 1, a heat exchange channel is defined in the heat exchange plate 3, and two ends of the length of the heat exchange channel are respectively provided with a filtering piece 15 so as to ensure the smoothness of the flow of the heat exchange channel.

In some embodiments, the electronic expansion valve 531 and the first throttling element 521 are respectively installed on the first valve seat 5A along the direction perpendicular to the plane where the first valve seat 5A is located, so as to facilitate quick installation, ensure accurate arrangement of the parts, connected with the above components, of the connecting wire 50 of the integrated module 5, avoid misconnection, and simultaneously facilitate saving of the whole occupied space of the integrated module 5. For example, the electronic expansion valve 531 and the first throttling element 521 may be mounted on the same side of the first valve seat 5A, further improving the convenience of installation and the efficiency of installation, and facilitating the simplification of the processing of the first valve seat 5A.

In some embodiments, as shown in fig. 1, the integrated module 5 further includes a gas-liquid separator 16, where the gas-liquid separator 16 is disposed on the first valve seat 5A (e.g., the gas-liquid separator 16 is fixed to the first valve seat 5A by a screw), an inlet end 16a of the gas-liquid separator 16 is connected to the air return port 51c, and an outlet end 16b of the gas-liquid separator 16 is connected to the air return port 1b of the compressor 1. Therefore, the arrangement of the gas-liquid separator 16 is facilitated, the communication between the gas-liquid separator 16 and the inner flow channel of the first valve seat 5A is realized, the integration degree of the integrated module 5 is improved, the arrangement space in a vehicle is saved, and meanwhile, the refrigerant flowing back to the compressor 1 flows through the gas-liquid separator 16 for gas-liquid separation and then flows to the compressor 1, so that the refrigerant entering the compressor 1 is ensured to be a gaseous refrigerant.

Optionally, the gas-liquid separator 16 is vertically arranged, and a refrigerant outlet of the gas-liquid separator 16 is positioned at the top of the gas-liquid separator 16, so that better gas-liquid separation capability of the gas-liquid separator is ensured; the gas-liquid separator 16 has a separator joint 161, and the separator joint 161 is provided at the inlet end 16a and communicates with the inlet end 16 a. Wherein the separator joint 161 may be fixed (e.g. welded) to the first valve seat 5A or may be unconnected to the first valve seat 5A.

It will be appreciated that the diameter and axial length of the gas-liquid separator 16 may be set according to actual requirements so as to ensure that the volume of the gas-liquid separator 16 meets the requirements of use; for example, when the axial length of the gas-liquid separator 16 is small, the inner diameter of the gas-liquid separator 16 may be appropriately increased.

In some embodiments of the present invention, as shown in fig. 1 and 16, the first valve seat 5A is further provided with an external condenser port 51v for connecting with the external condenser 2, and the external condenser port 51v is in communication with the first throttling element 521, so that the refrigerant of the external condenser 2 can flow to the first throttling element 521 through the external condenser port 51v for throttling and depressurizing. The first valve seat 5A is further provided with a third flow passage C, and the third flow passage C is respectively connected with the electronic expansion valve 531 and the air return port 51C, so that the third flow passage C is suitable for being connected with the inlet 1b of the compressor 1, and the refrigerant and the like in the third flow passage C can flow to the compressor 1 through the air return port 51C.

Meanwhile, when the integrated module 5 is used in a vehicle, the vehicle further has a battery cooling mode, in which, as shown in fig. 2, the high-temperature and high-pressure gaseous refrigerant completed in the compressor 1 flows to the external condenser 2 through the exhaust port 1a to exchange heat with the external environment, the temperature of the refrigerant after heat exchange is reduced and liquefied into a medium-temperature and high-pressure liquid, and flows to the integrated module 5 through the external condenser interface 51v, the refrigerant flows through the first throttling element 521 in the integrated module 5 to be throttled and depressurized so as to form a low-temperature and low-pressure gas mixture, the throttled and depressurized refrigerant flows out of the integrated module 5 and flows to the heat exchange plate 3 to cool the battery module, so that the refrigerant absorbs the heat of the battery module to evaporate, the temperature of the battery module is reduced, and then flows to the integrated module 5 again through the third flow channel C and flows back to the air return interface 51C to the compressor 1 to enter the next circulation, and at this time, the compressor 1, the external condenser 2, the first throttling element 521 and the heat exchange plate 3 form a refrigerant circulation flow path.

In some embodiments, as shown in FIG. 1, the vehicle further includes a liquid storage tank 14, with the liquid storage tank 14 being connected between the external condenser 2 and the external condenser interface 51v to facilitate adapting the thermal management system 100 to different modes (e.g., battery cooling mode and battery heating mode) according to the amount of refrigerant circulation required to ensure the performance of the thermal management system 100.

For example, in the example of fig. 1, the first flow passage a and the third flow passage C have a common flow passage, and the electronic expansion valve 531 is connected to the common flow passage to control on-off of the common flow passage, and the like. Of course, the first flow passage a and the third flow passage C may not have a common flow passage.

In some embodiments of the present invention, as shown in fig. 1 and 16, the integrated module 5 further includes a first check valve 54, where the first check valve 54 is disposed on the first valve seat 5A, and the first check valve 54 is respectively connected to the first throttling element 521 and the first heat exchanger first interface 51o, and the first check valve 54 directs the refrigerant to the heat exchanger first interface 51o in a unidirectional manner, that is, the first check valve 54 makes the refrigerant flow to the first heat exchanger 6 in a unidirectional manner, so that the refrigerant of the first throttling element 521 can flow to the heat exchanger first interface 51o through the first check valve 54, and the refrigerant of the heat exchanger first interface 51o cannot flow to the first throttling element 521 through the first check valve 54; the control valve group 53 further includes a second check valve 55, the second check valve 55 is disposed on the first valve seat 5A, and the second check valve 55 is respectively connected to the first throttling element 521 and the external condenser interface 51v to guide the refrigerant to the first throttling element 521 in one direction, so that the refrigerant at the external condenser interface 51v can flow to the first throttling element 521 through the second check valve 55, and the refrigerant of the first throttling element 521 cannot flow to the external condenser interface 51v through the second check valve 55. Therefore, the control valve group 53 is convenient to further control the flow path of the refrigerant in the integrated module 5, and the integration degree of the integrated module 5 is further improved.

It will be appreciated that the first valve seat 5A is provided with a first check valve interface 51h and a second check valve interface 51i, the first check valve 54 is connected to the first check valve interface 51h, and the second check valve 55 is connected to the second check valve interface 51i, so that the flow passage of the first valve seat 5A is correspondingly communicated with the first check valve 54 and the second check valve 55.

It can be seen that, in the battery cooling mode, the refrigerant flowing from the exterior condenser 2 flows to the first throttling element 521 through the second check valve 55, so that the refrigerant is throttled and depressurized and then flows to the heat exchange plate 3. Therefore, the first check valve 54 and the second check valve 55 are arranged to enable the refrigerant to have an accurate flow path in the battery cooling mode and the battery heating mode of the integrated module 5, so that the temperature control effect on the battery module is ensured.

In some embodiments of the present invention, as shown in fig. 1, the first valve seat 5A is further provided with an interior condenser outlet port 51z, and then the interior condenser 8 of the vehicle is connected between the exhaust port 1a of the compressor 1 and the interior condenser outlet port 51z, so that the refrigerant at the exhaust port 1a can flow to the interior condenser outlet port 51z through the interior condenser 8; the first throttling element 521 further includes a second throttling element 522, the second throttling element 522 is disposed on the first valve seat 5A, and the second throttling element 522 is respectively in communication with the interior condenser outlet port 51z and the heat exchanger first port 51 o.

Thus, the integrated module 5 is used for a vehicle to enable the vehicle to have a heating mode, in the heating mode, as shown in fig. 4, the refrigerant discharged by the compressor 1 releases heat through the interior condenser 8 to raise the ambient temperature in the vehicle, so as to provide a comfortable environment for a driver, and the released refrigerant flows to the integrated module 5 through the outlet throttle of the interior condenser 8, flows to the first interface 51o of the heat exchanger after being throttled and depressurized by the second throttling element 522, and flows back to the compressor 1 through the second interface 51p of the heat exchanger after absorbing heat by the first heat exchanger 6.

Alternatively, the first throttling element 521 and the second throttling element 522 may be the same throttling element, or may be different throttling elements.

It will be appreciated that when the integrated module 5 is used in a vehicle, the vehicle may be configured to: the vehicle is provided with a battery heating mode and a heating mode, and the battery heating mode and the heating mode cannot be performed simultaneously; alternatively, the vehicle has a battery heating mode, a heating mode, and a battery heating+heating mode, in which a part of the refrigerant discharged from the compressor 1 flows through the first flow passage a to the heat exchange plate 3 to the first throttling element 521, and another part of the refrigerant discharged from the compressor 1 flows through the in-vehicle condenser 8 to the second throttling element 522, and the refrigerant flowing through the first throttling element 521 and the refrigerant flowing through the second throttling element 522 may be converged to the heat exchanger first interface 51o to flow through the first heat exchanger 6 and then flow back to the integration module 5 to be discharged to the compressor 1 (as shown in fig. 5).

Of course, when the integrated module 5 is used in a vehicle, the vehicle may be configured to: the vehicle is provided with a battery cooling mode and a heating mode, and the battery cooling mode and the heating mode cannot be performed simultaneously; alternatively, the vehicle has a battery cooling mode, a heating mode, and a battery cooling+heating mode, in which a part of the refrigerant discharged from the compressor 1 flows into the integrated module 5 through the exterior condenser 2 and throttled down by the first throttling element 521, flows to the heat exchange plate 3, then flows again to the integrated module 5 to be discharged to the compressor 1 through the third flow passage C, and another part of the refrigerant discharged from the compressor 1 flows to the heat exchange plate 3 through the interior condenser 8 and throttled down by the second throttling element 522, then flows again to the integrated module 5 to be discharged to the compressor 1 through the third flow passage C (as shown in fig. 6).

In some embodiments of the present invention, as shown in fig. 1, the control valve group 53 further includes a first on-off valve 537, where the first on-off valve 537 is disposed on the first valve seat 5A, and the first on-off valve 537 is connected to the first internal flow passage G for controlling on-off thereof, and the first internal flow passage G communicates with the heat exchanger second interface 51p and the air return 51c, so as to facilitate the switching of the vehicle between modes (for example, between the battery cooling+heating mode and the battery cooling mode, between the battery heating+heating mode and the battery heating mode), and further enhance the integration degree of the integration module 5.

It can be seen that, in the battery heating mode, the refrigerant of the heat exchange plate 3 flows through the first throttling element 521, then flows to the first heat exchanger 6 through the first heat exchanger interface 51o for heat exchange, and the heat exchanged refrigerant flows to the first valve seat 5A again through the second heat exchanger interface 51p and flows to the air return interface 51c through the first internal flow passage G for flowing back to the compressor 1. In addition, the integrated module 5 is used for a vehicle, so that the vehicle can have a heating mode, in the heating mode, as shown in fig. 4, the refrigerant discharged by the compressor 1 releases heat through the interior condenser 8 to raise the ambient temperature in the vehicle, so as to provide a comfortable environment for a driver, the released refrigerant throttles to the integrated module 5 through the outlet of the interior condenser 8, throttles and depressurizes through the first throttling element 521, flows to the first interface 51o of the heat exchanger, absorbs heat through the first heat exchanger 6, and flows back to the compressor 1 through the second interface 51p of the heat exchanger and the first inner flow passage G.

The first interface 51o of the heat exchanger corresponds to an inlet of the first refrigerant flow path, the second interface 51p of the heat exchanger corresponds to an outlet of the first refrigerant flow path, the first interface 51o of the heat exchanger is located above the second interface 51p of the heat exchanger, namely, the lower inlet and the upper outlet, the heat exchange efficiency of the first heat exchanger 6 is guaranteed to be maximum, and the heat exchange efficiency is increased by about 30% -40% relative to the upper inlet and the lower outlet, so that the heat exchange efficiency is matched with the heat exchange efficiency of the motor electronic control module in the cooling liquid loop 9, and the motor electronic control efficiency is guaranteed.

In some embodiments of the present invention, as shown in fig. 1, the first valve seat 5A is further provided with an evaporator inlet port 51x and an evaporator outlet port 51y, the evaporator inlet port 51x and the evaporator outlet port 51y are respectively connected with two ends of the in-vehicle evaporator 7 located outside the first valve seat 5A, an outlet flow passage E connecting the evaporator outlet port 51y and the air return port 51c is provided in the first valve seat 5A, and an inlet flow passage F connecting the evaporator inlet port 51x and the out-vehicle condenser port 51v is provided in the first valve seat 5A; the control valve group 53 further includes a third throttling element 524, where the third throttling element 524 is disposed on the first valve seat 5A, and the third throttling element 524 is connected to the inlet flow channel F, and the third throttling element 524 may be used to throttle and decompress the refrigerant flowing through the third throttling element 524 on the inlet flow channel F.

Thus, when the integrated module 5 is used in a vehicle, the vehicle can be provided with a cooling mode, in which, as shown in fig. 7, the refrigerant discharged from the compressor 1 flows through the external condenser 2, flows to the integrated module 5 through the external condenser interface 51v, flows through the inlet flow passage F, flows out through the evaporator inlet interface 51x after being throttled and depressurized by the third throttling element 524, flows to the interior evaporator 7 to absorb heat in the vehicle, so as to reduce the temperature in the vehicle, provide a comfortable environment for a driver, and the refrigerant after heat absorption flows to the integrated module 5 again through the evaporator outlet interface 51y, and flows to the air return interface 51c through the outlet flow passage E to be discharged to the compressor 1.

It will be appreciated that when the integrated module 5 is used in a vehicle, the vehicle may be configured to: the vehicle has a battery heating mode and a cooling mode, and the battery heating mode and the cooling mode cannot be performed simultaneously; alternatively, the vehicle has a battery heating mode, a cooling mode, and a battery heating+cooling mode, in which a part of the refrigerant discharged from the compressor 1 flows to the integration module 5 and flows through the first flow passage a to the heat exchange plate 3 and then to the first throttling element 521 and the first heat exchanger 6, and then flows back to the integration module 5 to be discharged to the inlet 1b, and another part of the refrigerant discharged from the compressor 1 flows through the exterior condenser 2 and flows through the third throttling element 524 to the interior evaporator 7 and then flows back to the integration module 5 to be discharged to the inlet 1b (as shown in fig. 8).

Furthermore, when the integrated module 5 is used in a vehicle, the vehicle may be configured to: the vehicle has a battery cooling mode and a cooling mode, and the battery cooling mode and the cooling mode cannot be performed simultaneously; alternatively, the thermal management system 100 has a battery cooling mode, a cooling mode, and a battery cooling+cooling mode in which (as shown in fig. 9), the refrigerant discharged from the compressor 1 flows to the integrated module 5 through the external condenser 2 and is split into two paths: one path flows through the first throttling element 521 in the integrated module 5 to flow to the heat exchange plate 3 after throttling and depressurization, and then flows to the inlet 1b through the third flow passage C, and the other path flows to the in-vehicle evaporator 7 through the inlet flow passage F to absorb heat and then flows to the integrated module 5 again to flow to the inlet 1b through the outlet flow passage E.

In some embodiments of the present invention, as shown in fig. 1 and 16, the control valve group 53 further includes a third check valve 59, the third check valve 59 is disposed on the first valve seat 5A, and the third check valves 59 are respectively connected to the exterior condenser ports 51v so that the refrigerant discharged from the exterior condenser ports 51v flows into the interior of the first valve seat 5A in one direction. Therefore, the control valve group 53 is convenient to further control the flow path of the refrigerant in the integrated module 5, and the integration degree of the integrated module 5 is further improved.

In some embodiments of the present invention, as shown in fig. 16-22, the first valve seat 5A includes a first plate 511 and a second plate 512, a plurality of grooves 511a are formed on a side surface of the first plate 511, the grooves 511a are opened toward one side of the second plate 512, the second plate 512 is fixed to the first plate 511 to close the plurality of grooves 511a, and the plurality of grooves 511a and the second plate 512 define external refrigerant channels for circulating refrigerant, that is, the first plate 511 and the second plate 512 together define external refrigerant channels. Wherein the external refrigerant flow passage includes at least a portion of the first flow passage a to the second flow passage B, i.e., at least a portion of the first flow passage a and the second flow passage B may be defined by the first plate 511 and the second plate 512 together. Therefore, the external refrigerant flow channel is convenient to process, the reasonable layout of the external refrigerant flow channels is realized by arranging the relative positions of the grooves 511a, for example, the external refrigerant flow channel is conveniently arranged to be provided with a plurality of temperature areas by the refrigerant temperature in the external refrigerant flow channel, and the corresponding part of the external refrigerant flow channel can be positioned in the corresponding temperature area so as to reduce the heat transfer quantity from the high temperature area to the low temperature area.

It is understood that, when a part of the first flow channel a and the second flow channel B is an external refrigerant flow channel, the positions of the above part of the first flow channel a and the second flow channel B in the corresponding sub-flow channels may be specifically set according to actual requirements.

Alternatively, the first plate 511 and the second plate 512 are welded to each other so as to ensure excellent air tightness and explosiveness of the first valve seat 5A.

In some embodiments of the present invention, as shown in fig. 20 and 21, the first plate 511 is provided with an internal flow channel 511c inside, so that the internal flow channel 511c may be defined only by the first plate 511, and the internal flow channel 511c includes a part of the first flow channel a to the second flow channel B, that is, a part of the first flow channel a and the second flow channel B are defined by the first plate 511 and the second plate 512 together, and a part of the first flow channel a and the second flow channel B are defined only by the first plate 511, so that the first plate 511 is convenient to reasonably utilize, and compact arrangement of the external refrigerant flow channel and the internal flow channel 511c is facilitated, so that occupation space of the first valve seat 5A is convenient to save.

It is understood that the portions of the first flow path a and the second flow path B which are the inner flow paths 511c may be specifically disposed at the positions of the respective sub-flow paths according to actual demands.

In some embodiments, as shown in fig. 20 and 21, the number of the internal flow channels 511c is plural, and the cross section of at least a part of the internal flow channels 511c is rectangular, so as to increase the flow area of at least a part of the internal flow channels, which is beneficial to adapting the internal flow channels to a valve body with a large caliber (such as an electronic expansion valve 531, etc.), so as to match the valve body and the system flow resistance requirement required under the requirement of high-power charging, and the rectangular internal flow channels 511c have larger flow rate and smaller flow resistance of the refrigerant under the condition of the same area, so as to be convenient for meeting the requirement of high-power charging of the vehicle, and simultaneously be convenient for ensuring the refrigerant quantity in the internal flow channels and ensuring the refrigerant quantity participating in circulation, thereby ensuring the temperature control effect of the heat exchange plate 3 on the battery module.

Alternatively, the electronic expansion valve 531 is a large-caliber valve body (the large-caliber valve body has a diameter of 16 mm), and the cross section of the internal flow passage 511c corresponding to the electronic expansion valve 531 is rectangular. For example, one of the upper sides of two internal flow passages 511c in fig. 20, and two internal flow passages 511c shown in fig. 21 correspond to a small-caliber valve body, the above-described flow passage design value is larger than Φ3.34mm- Φ6mm, and the cross section of the remaining internal flow passages 511c is rectangular, and the cross-sectional area is larger than 16mm×18mm.

In some embodiments, as shown in fig. 16 and 17, a plurality of valve seats 511b are disposed on a side of the first plate body 511 facing away from the second plate body 512, the valve seats 511b protrude toward a direction facing away from the second plate body 512, each valve seat 511b defines a valve cavity, and a plurality of control valves (for example, electronic expansion valves 531 and the like) of the control valve group 53 are respectively disposed in the plurality of valve cavities in a one-to-one correspondence manner, so as to realize the installation of the control valve group 53, and meanwhile, on the premise of ensuring the structural strength, the quality of the first plate body 511 is facilitated to be reduced, and the whole vehicle light-weight standard is achieved.

Optionally, a water cutting process is performed on the first valve seat 5A between the flow channels, and an air heat insulation principle is applied to divide the flow of the refrigerant in the system, so that the functional mode of the air conditioner is better realized.

Alternatively, the control valve is detachably mounted to the corresponding valve seat 511b. For example, the outer surface of the control valve is formed with an external thread, and the peripheral wall of the valve chamber is formed with an internal thread, and the external thread is screw-engaged with the internal thread to screw-couple the control valve to the corresponding valve seat 511b. Of course, the temperature sensor in the refrigerant flow path is also mounted on the corresponding valve seat 511b, and is screwed to the corresponding valve seat 511b.

Optionally, in the examples of fig. 16 and 17, the central axis of the valve cavity is perpendicular to the first plate 511, so that the plugging direction of the control valve installed in the corresponding valve cavity is perpendicular to the first plate 511, which is convenient for quick installation of the control valve, and meanwhile, the plurality of control valves of the control valve group 53 are installed on the same side of the first plate 511 in the thickness direction, which further improves the installation convenience and the installation efficiency of the control valve group 53. Of course, the first throttling element 521, the temperature sensor, etc. may be installed in a direction perpendicular to the first plate 511.

It will be appreciated that when the integrated module 5 includes the first throttling element 521, the plurality of valve bodies of the first throttling element 521 are respectively provided in a plurality of valve chambers in one-to-one correspondence, so as to realize the installation of the first throttling element 521.

In addition, the interfaces on the integrated module 5 may include a first type of interface and a second type of interface, where the first type of interface may be used to mount a corresponding valve body, i.e. the first type of interface is a valve cavity, and the second type of interface is communicated with the corresponding valve body through a flow channel on the integrated module 5.

In some embodiments, the wall thickness of each valve cavity is in the range of 3mm to 4mm to ensure reliable structural strength and stability of the valve seat to ensure stable installation of the control valve. For example, the valve chamber has a wall thickness of 3mm, or 3.2mm, or 3.5mm, or 3.7mm, or 4mm, etc.

It will be appreciated that the wall thickness of the plurality of valve chambers may be equal or unequal.

In some embodiments, the center distance between two adjacent valve chambers is L, wherein L > R1+R2+a, wherein R1 is the inner diameter of one valve chamber, R2 is the inner diameter of the other valve chamber, and a has a value in the range of 8mm to 15mm. Therefore, the device is convenient to provide enough installation space for two adjacent control valves so as to adapt to a more complex control valve structure, ensure that each control valve is smoothly installed, and avoid the interference of the two adjacent control valves. For example, a may be 8mm, or 11mm, or 13mm, or 15mm, etc.

In some embodiments, as shown in fig. 16, the adjacent side walls of the first plate 511 are provided with mounting locations 511d, where the mounting locations 511d are adapted to be fixed to the body of the vehicle, so as to achieve reliable mounting of the integrated module 5, and facilitate enabling the integrated module 5 to be suitable for different vehicle types, so as to meet the different mounting requirements of the integrated module 5 by different vehicle types.

For example, the first plate 511 has a plurality of side walls including first side walls disposed opposite to each other in the up-down direction and second side walls disposed opposite to each other in the left-right direction, each of the first side walls being disposed adjacent to each of the second side walls, and at least one of the first side walls and at least one of the second side walls being provided with a mounting location 511d, respectively; when the whole vehicle is reserved at the upper end or the lower end of the fixed point or the fixed surface of the integrated module 5, the mounting position 511d on the first side wall can be used for connecting with the vehicle body, and when the fixed point or the fixed surface of the whole vehicle is reserved at the left end or the right end of the integrated module 5, the mounting position 511d on the second side wall can be used for connecting with the whole vehicle body.

Alternatively, the mounting location 511d is formed as a mounting hole; of course, the mounting location 511d may also be formed as other mounting structures. When the plurality of mounting locations 511d are provided, the plurality of mounting locations 511d may be identical or different in structure.

In some embodiments of the present invention, as shown in fig. 1, 16, and 24-29, the integrated module 5 further includes a second valve seat 5B, where the second valve seat 5B is provided with a first water side port 51k and a second water side port 51l, the first water side port 51k is adapted to be connected to the motor electronic module radiator 101 located outside the second valve seat 5B, the second water side port 51l is adapted to be connected to the first radiator 10 located outside the second valve seat 5B, and then the cooling fluid in the second valve seat 5B may flow to the motor electronic module radiator 101 through the first water side port 51k, or the cooling fluid in the motor electronic module radiator 101 may flow to the second valve seat 5B through the first water side port 51k, and the cooling fluid in the second valve seat 5B may flow to the first radiator 10 through the second water side port 51l, or the cooling fluid in the first radiator 10 may flow to the second valve seat 5B through the second water side port 51l.

The integrated module 5 further includes a first switching valve 11, the first switching valve 11 is disposed on the second valve seat 5B, and the first switching valve 11 is in communication with a plurality of internal water passages in the second valve seat 5B, and the first switching valve 11 operates such that the coolant discharged from the first switching valve 11 flows to the first water side port 51k and/or the second water side port 51l. Thereby, it is convenient to control the flow path of the coolant by controlling the first switching valve 11 so as to realize the coolant to the motor electronic control module radiator 101, while further improving the degree of integration of the integrated module 5.

For example, when the first switching valve 11 is operated such that the coolant discharged from the first switching valve 11 flows to the first water side port 51k, the motor electronic control module radiator 101 participates in the coolant circulation; the first switching valve 11 operates such that the coolant discharged from the first switching valve 11 flows to the second water side port 51l, and the first radiator 10 participates in the coolant circulation; the first switching valve 11 is operated such that the cooling liquid discharged from the first switching valve 11 flows to the first water side port 51k and the second water side port 51l, and both the motor electronic control module radiator 101 and the first radiator 10 participate in the cooling liquid circulation.

In some embodiments of the present invention, as shown in fig. 1, 16 and 29, the second valve seat 5B is further provided with a third heat exchanger interface 51q and a fourth heat exchanger interface 51r, and the third heat exchanger interface 51q and the fourth heat exchanger interface 51r are respectively connected to the first cooling liquid flow path outside the second valve seat 5B; the first switching valve 11 is connected to the third heat exchanger port 51q and the fourth heat exchanger port 51r, respectively, and the first switching valve 11 is operated such that the cooling liquid flowing to the first switching valve 11 directly flows to the first switching valve 11 and/or flows to the first switching valve 11 through the first cooling liquid flow path. It can be seen that the first switching valve 11 can be used to control whether the first coolant flow path participates in the coolant circulation, and meanwhile, the first switching valve 11 is controlled to switch the integrated module 5 to a suitable operation mode according to the heat dissipation requirement, so as to meet different heat dissipation requirements.

For example, when the first switching valve 11 is operated such that the coolant flowing to the first switching valve 11 directly flows to the first switching valve 11 and the coolant discharged from the first switching valve 11 flows to the first water side port 51k, the first switching valve 11 and the motor electronic control module radiator 101 participate in the coolant circulation; the first switching valve 11 is operated such that the coolant flowing to the first switching valve 11 directly flows to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows to the second water side port 51l, and the first switching valve 11 and the first radiator 10 participate in the coolant circulation; the first switching valve 11 acts to enable the cooling liquid flowing to the first switching valve 11 to directly flow to the first switching valve 11, and the cooling liquid discharged from the first switching valve 11 flows to the first water side interface 51k and the second water side interface 51l, so that the first switching valve 11, the motor electric control module radiator 101 and the first radiator 10 participate in cooling liquid circulation, and at the moment, the first radiator 10 can take away the heat of the motor electric control module radiator 101 through the cooling liquid so as to reduce the temperature of the motor electric control module radiator 101, ensure the cooling effect on the motor electric control module, and the mode can be a high-temperature cooling mode; the cooling liquid flowing to the first switching valve 11 flows to the first switching valve 11 through a first cooling liquid flow path, and the cooling liquid discharged from the first switching valve 11 flows to the first water side interface 51k, so that the first switching valve 11, the first cooling liquid flow path and the motor electronic control module radiator 101 participate in cooling liquid circulation, and at this time, the cooling liquid flows through the first cooling liquid flow path to exchange heat so as to dissipate heat, so that the temperature of the motor electronic control module radiator 101 is reduced, and the mode can be a heat pump working mode below-10 ℃; the first switching valve 11, the first coolant flow path, and the first radiator 10 participate in the coolant circulation when the coolant flowing to the first switching valve 11 flows to the first switching valve 11 through the first coolant flow path and the coolant discharged from the first switching valve 11 flows to the second water side joint 51 l; the cooling liquid flowing to the first switching valve 11 flows to the first switching valve 11 through the first cooling liquid flow path, and the cooling liquid discharged from the first switching valve 11 flows to the first water side interface 51k and the second water side interface 51l, so that the first switching valve 11, the first cooling liquid flow path, the first radiator 10 and the motor electric control module radiator 101 participate in cooling liquid circulation, and at this time, the cooling liquid flowing through the first cooling liquid flow path and the first radiator 10 can exchange heat to dissipate heat so as to reduce the temperature of the motor electric control module radiator 101, and the mode can be a heat pump working mode between-10 ℃ and 10 ℃.

For example, the first switching valve 11 has a first switching port connected to the first radiator 10 through the second water side port 51l, a second switching port connected to the motor electronic control module radiator 101 through the first water side port 51k, a third switching port connected to the heat exchanger third port 51q, a fourth switching port connected to the heat exchanger fourth port 51r, and a fourth switching port also connected to the motor electronic control module radiator 101. The first switching valve 11 may be selected as a four-way valve.

Alternatively, when the integrated module 5 is used in a vehicle, the heat exchanging member throttled down by the first throttling element 521 may have a first coolant flow path in the motor heating mode so that the heat exchanging member links the cooling side and the circulation of the coolant side. Of course, in the motor heating mode, the heat exchange member to which the refrigerant having been throttled and depressurized by the first throttle element 521 flows may not be provided with the first coolant flow path.

For example, in the example of fig. 2, the first heat exchanger 6 has a first refrigerant flow path for flowing a refrigerant and a first coolant flow path for flowing a coolant, and the first refrigerant flow path communicates with the first valve seat 5A and the first coolant flow path communicates with the second valve seat 5B. Therefore, the refrigerant in the first refrigerant flow path can exchange heat with the cooling liquid in the first cooling liquid flow path, so that the refrigerant in the first refrigerant flow path can indirectly cool the motor electric control module radiator 101 through the cooling liquid, the motor electric control module is further guaranteed to have a proper working temperature, meanwhile, the integration module 5 integrates the refrigerant side and the cooling liquid side (the cooling liquid side can be understood as a waste heat recovery device of the motor electric control module), the integration degree of the integration module 5 is effectively improved, the arrangement space in a vehicle is effectively saved, and the platformization arrangement can be realized.

In some embodiments of the present invention, as shown in fig. 1 and 16, the second valve seat 5B is provided with a switching valve interface 51j, the first switching valve 11 is fixed to the second valve seat 5B, and the first switching valve 11 is connected to the switching valve interface 51 j. Therefore, the arrangement of the first switching valve 11 is facilitated, the communication between the first switching valve 11 and the inner flow channel of the second valve seat 5B is realized, the component connected with the first switching valve 11 can be connected to the second valve seat 5B to realize the connection with the first switching valve 11, the integration degree of the integrated module 5 is improved, the arrangement space in a vehicle is saved, and the platformization arrangement can be realized.

Alternatively, the number of the switching valve interfaces 51j may be equal to the number of the switching ports of the first switching valve 11.

In some embodiments of the present invention, as shown in fig. 1, the second valve seat 5B is provided with a water tank interface 51s, the integrated module 5 further includes a water replenishment tank 12, the water replenishment tank 12 is provided on the second valve seat 5B, and the water replenishment tank 12 is connected to the water tank interface 51s to replenish water to the internal water channel, so as to increase the cooling liquid amount in the cooling liquid circuit 9 when the internal water channel lacks cooling liquid, ensure the cooling effect of the cooling liquid circuit 9 on the motor electronic control module radiator 101, and facilitate the implementation of liquid shortage protection. Of course, the coolant in the coolant circuit 9 is not limited to water.

It will be appreciated that the location of the makeup tank 12 on the coolant circuit 9 may be specifically set according to actual needs.

Optionally, the second valve seat 5B includes a third plate 513 and a fourth plate 514, and a plurality of flow passages P are formed between the third plate 513 and the fourth plate 514, and form part of the coolant circuit 9; the third plate 513 and the fourth plate 514 are injection-molded pieces, respectively.

In some embodiments, as shown in fig. 1, the second valve seat 5B is further provided with a water pump interface 51t, the integrated module 5 further includes a water pump 13, and the water pump 13 is disposed on the second valve seat 5B and connected with the water pump interface 51t to drive the liquid in the internal water channel to flow, so that the cooling liquid takes away the heat of the electric control module radiator 101 of the motor in time, and the heat dissipation effect is improved.

In some embodiments of the present invention, as shown in fig. 13 and 16, the second valve seat 5B is fixedly connected to the first valve seat 5A, for example, by screwing, so as to further improve the integration degree of the integrated module 5, so that the modular design of the integrated module 5 is better achieved. Therefore, compared with the integrated module in the existing electric vehicle technology, the integrated module 5 can perform flexible part integration and runner layout, can adapt to different installation spaces of different vehicle types, has flexible arrangement modes, can reduce the weight of the whole vehicle, reduce the cost and energy consumption, saves the whole vehicle arrangement space, and is used for newly configured additional installation; compared with the prior art, the integrated module 5 is higher in integration level, the refrigerant side and cooling liquid side heat management system 100 is integrated, the whole vehicle pipeline arrangement is convenient, and the front cabin is optimized in space arrangement, so that the whole vehicle arrangement is more reasonable, and the design of the whole vehicle platformization can be facilitated.

For example, the first valve seat 5A and the second valve seat 5B are sequentially arranged along the thickness direction of the first valve seat 5A, the parts (such as the first switching valve 11, the water tank 12 and the water pump 13) corresponding to the cooling liquid loop 9 are arranged on one side, away from the first valve seat 5A, of the second valve seat 5B, the parts (such as the control valve group 52) corresponding to the cooling medium loop are arranged on one side, away from the second valve seat 5B, of the first valve seat 5A, the cooling medium side interface and the water side interface face to two sides respectively, and the cooling medium pipeline and the cooling liquid pipeline are not interfered with each other, so that the assembly of the integrated module 5 is facilitated, the whole vehicle pipeline arrangement is facilitated, and the whole vehicle arrangement is more reasonable and attractive due to the optimized space arrangement of the front cabin; meanwhile, the centralized arrangement of the wire harnesses of the valve bodies on the first valve seat 5A and the wire harnesses of the parts on the second valve seat 5B is convenient to realize, and the regular wiring of the connecting wires 50 of the integrated module 5 is improved. For example, the first valve seat 5A includes a first plate 511 and a second plate 512, and the second valve seat 5B is fixed to a side of the second plate 512 facing away from the first plate 511.

Of course, in other embodiments of the present application, the plane where the first valve seat 5A is located and the plane where the second valve seat 5B is located are parallel or coincide, the two sides of the integrated module 5 in the thickness direction of the first valve seat 5A are respectively a first side and a second side, the component corresponding to the refrigerant circuit (for example, the control valve group 52) and the component corresponding to the coolant circuit 9 (for example, the first switching valve 11, the water tank 12 and the water pump 13) are both disposed on the first side or the second side, and then the refrigerant side interface and the water side interface are disposed on the same side of the integrated module 5, which is also convenient for the whole vehicle layout, simplifying the whole vehicle layout direction, and optimizing the front cabin layout.

In some embodiments, as shown in fig. 30, the integrated module 5 further includes a fixing member 516, where the fixing member 516 is sleeved on the electronic expansion valve (for example, the electronic expansion valve 531), and the fixing member 516 is in snap fit with the first valve seat 5A, so that the electronic expansion valve is stably installed on the first valve seat 5A by using the snap fit of the fixing member 516 and the first valve seat 5A, and the electronic expansion valve is prevented from falling off from the first valve seat 5A of the valve seat.

For example, the fixing member 516 includes an elastic member 5161 and an elastic hook 5162, and the elastic member 5161 and the elastic hook 5162 are respectively abutted against opposite sidewalls of the first valve seat 5A, so as to achieve a snap fit between the fixing member 516 and different sidewalls, and further enable the electronic expansion valve to be stably fixed on the first valve seat 5A through the fixing member 516.

In some examples, the resilient member 5161 is defined by a portion of the anchor 516 that is configured to reduce the complexity of the components of the anchor 516 to enhance the overall strength of the anchor 516 and to prevent the anchor 516 from being damaged by forces during installation of the electronic expansion on the first valve seat 5A.

As shown in fig. 30, the fixing member 516 includes two elastic members 5161 and one elastic hook 5162, the two elastic members 5161 are disposed opposite to each other, the elastic hook 5162 is disposed between the two elastic members 5161, the elastic hook 5162 is disposed in cantilever, and the elastic hook 5162 extends along the thickness direction of the first valve seat 5A.

When the electronic expansion valve needs to be mounted on the first valve seat 5A, the electronic expansion valve should be operated to gradually approach the first valve seat 5A along the thickness direction of the first valve seat 5A, and at this time, the two elastic members 5161 are in abutting fit with one side wall of the first valve seat 5A, so that a pretightening force is provided between the electronic expansion valve and the first valve seat 5A, and the electronic expansion valve on the first valve seat 5A is prevented from shaking. Meanwhile, the free end of the elastic hook 5162 contacts with the side wall of the first valve seat 5A and deforms in the direction away from the first valve seat 5A under the action of the first valve seat 5A, and when the electronic expansion valve is installed in place, the free end of the elastic hook 5162 resumes deformation to be in butt fit with the side wall of the first valve seat 5A.

The free end of the elastic hook 5162 is provided with a hook, and when the elastic hook 5162 is deformed, the hook is engaged with the side wall of the first valve seat 5A to fix the fixing member 516 on the first valve seat 5A through the elastic hook 5162.

When the electronic expansion valve needs to be removed from the first valve seat 5A, the electronic expansion valve can be pressed along the direction close to the first valve seat 5A, so that the hook at the free end of the elastic hook 5162 is disengaged from the side wall of the first valve seat 5A, then the free end of the elastic hook 332 is operated to deform along the direction far away from the valve seat 10, so that the elastic hook 332 is disengaged from the first valve seat 5A, and finally the electronic expansion valve is operated to move along the direction far away from the first valve seat 5A, so that the elastic piece 5161 is disengaged from the side wall of the first valve seat 5A, and the electronic expansion valve is removed from the first valve seat 5A. Therefore, the fixing member 516 adopts three-point fixing to ensure the coil stability of the electronic expansion valve, and can realize automatic installation of the electronic expansion valve.

The integrated module 5 of the application properly reduces control components in the system principle, innovatively designs a multi-way valve body with rich functions, integrates the control components in the system in a simple assembly mode, realizes the conversion operation of an energy mode in a vehicle system, is convenient for meeting the charging requirement of a vehicle with high power (the charging power in the related technology is 20KW-30KW, the application can be used for a scene with 200KW, and the electric quantity charged for about 1h in the related technology is equal to the 15min charging quantity of the application), and protects the whole vehicle charging efficiency; meanwhile, the valve body, the flow channel and the like of the integrated module 5 are flexibly arranged, so that the installation space requirements of different vehicle types are met conveniently, the flexibility of the arrangement mode of the integrated module 5 is improved, the weight of the whole vehicle can be reduced, the cost and the energy consumption are reduced, and the arrangement space of the whole vehicle is saved.

The thermal management system 100 for a vehicle according to the embodiment of the second aspect of the present invention includes the integrated module 5 according to the embodiment of the first aspect of the present invention described above. Thus, the thermal management system 100 facilitates temperature control of the battery module while facilitating simplified system plumbing.

The vehicle according to the embodiment of the third aspect of the invention includes a vehicle body, a power supply module including a battery module, and a heat exchange plate 3 provided on the battery module to exchange heat with the battery module, and an integrated module 5 provided on the vehicle body, the integrated module 5 being the integrated module 5 according to the embodiment of the first aspect of the invention described above, a first valve seat 5A being fixed to the vehicle body, a first heat exchange plate interface 51d and a second heat exchange plate interface 51e for connection with the heat exchange plate 3.

According to the vehicle provided by the embodiment of the invention, the integrated module 5 is adopted, so that the battery module can be ensured to have proper working temperature, the times of maintaining and replacing the battery module can be reduced, the charging efficiency and the use convenience of the vehicle are improved, and the reasonable layout of the vehicle is realized.

Other components and operations of a vehicle according to embodiments of the invention are known to those of ordinary skill in the art and will not be described in detail herein.

A thermal management system 100 having an integrated module 5 according to an embodiment of the present invention is described in detail below with reference to fig. 1-12 in one particular embodiment. It is to be understood that the following description is exemplary only and is not intended to limit the invention in any way.

As shown in fig. 1, the thermal management system 100 includes a compressor 1, an external condenser 2, a heat exchange plate 3, an integrated module 5, a first heat exchanger 6, an internal evaporator 7, an internal condenser 8, a coolant circuit 9, a first radiator 10, a liquid storage tank 14, and a gas-liquid separator 16. The first heat exchanger 6 is a plate heat exchanger.

The integrated module 5 includes a first valve seat 5A, a second valve seat 5B, and a first throttling element 521, a second throttling element 522, a third throttling element 523, a blocking cover 56, a temperature sensor 57, a seal 58, a third check valve 59, a fourth check valve 515, a connection line 50, and a first switching valve 11, a water replenishment tank 12, and a water pump 13 provided on the second valve seat 5B, the seal 58 being used to seal a gap between the first heat exchanger 6 and the first valve seat 5A, and a gap between the gas-liquid separator 16 and the first valve seat 5A, the connection line 50 being connectable to the above-mentioned valve bodies (e.g., the first throttling element 521, the control valve group 53, the water pump 13, the first switching valve 11, etc.) for transmitting signals, and the connection line 50 having a plurality of connection positions, each of which is provided in correspondence with one valve body, a distance between two adjacent connection positions being adapted to a distance between the corresponding two valve bodies, and a distance between two adjacent connection positions being variable in the plurality of connection positions so as to realize an integrated design of the connection line 50 and the valve body, and an integrated arrangement of preventing the malfunction; the first valve seat 5A and the second valve seat 5B are respectively formed with an interface 510 to connect corresponding components (e.g., the control valve group 53, the plug cover 56, the temperature sensor 57, the seal ring 58, the third check valve 59, the fourth check valve 515, the first switching valve 11, the water replenishment tank 12, the water pump 13); the first switching valve 11 is locked by a mounting screw through a self end face sealing structure; the water pump 13 is connected with the second valve seat 5B through the self double-sealing structure, and the mounting screw is locked, so that the tightness is ensured. The flow channel of the first valve seat 5A is used for flowing a refrigerant, and the flow channel of the second valve seat 5B is used for flowing a cooling liquid.

As shown in fig. 13, the placement position of the water replenishment tank 12 with respect to the first heat exchanger 6 is high in the up-down direction, the water replenishment tank 12 has a highest water line and a lowest water line, and the top end of the first heat exchanger 6 is located between the highest water line and the lowest water line; of course, as shown in fig. 31 to 33, the top end of the first heat exchanger 6 may be located below the lowest water line, so as to fully ensure heat exchange efficiency.

The inlet and outlet positions of the first cooling liquid flow path of the first heat exchanger 6 are opposite to the inlet and outlet positions of the first cooling liquid flow path, the inlet of the first cooling liquid flow path is positioned above the outlet, and the inlet of the first cooling liquid flow path is positioned below the outlet, so that the heat exchange efficiency is ensured; of course, the first coolant flow path may be an upper inlet and upper outlet, or the first coolant flow path may be an upper inlet and upper outlet (as shown in fig. 31 to 33).

As shown in fig. 1, the control valve group 53 further includes an electronic expansion valve 531, a first on-off valve 537, and a second on-off valve 538, the first on-off valve 537 being connected between the liquid reservoir 14 and the gas-liquid separator 16, the second on-off valve 538 being connected between the compressor 1 and the external condenser 2; the first throttling element 521 includes a first throttling element 521, a second throttling element 522, and a third throttling element 524. The first and second on-off valves 537 and 538 are each selectable as solenoid valves.

The thermal management system 100 has a battery cooling mode, a battery heating mode, a cooling mode, a battery cooling+cooling mode, a battery heating+cooling mode, a heating mode, a battery cooling+heating mode, a battery heating+heating mode, a cooling+heating mode, a battery cooling+cooling+heating mode, and a battery heating+cooling+heating mode.

As shown in fig. 2, in the battery heating mode, the second on-off valve 538 is closed, the first on-off valve 537 is opened, the electronic expansion valve 531 is opened (for example, the electronic expansion valve 531 is a large-caliber electronic expansion valve), the first throttle element 521 is opened, and both the second throttle element 522 and the third throttle element 524 are closed.

At this time, the high-temperature and high-pressure refrigerant flows out of the compressor 1, enters the integrated module 5 from the corresponding interface 510, flows through the electronic expansion valve 531 through the corresponding flow channel, flows out of the integrated module 5 and flows into the heat exchange plate 3, at this time, the refrigerant condenses and releases heat to heat the battery module, the service life of the battery is prolonged, the battery efficiency is improved, the battery capacity at low temperature and the whole vehicle endurance mileage are improved, and the charging time is effectively shortened; the exothermic refrigerant enters the integrated module 5 through the corresponding interface 510, flows to the first throttling element 521 through the second flow passage B for throttling expansion, then enters the first heat exchanger 6 through the first one-way valve 54 for absorbing heat and evaporating, and the refrigerant from the first heat exchanger 6 sequentially flows through the first on-off valve 537 and the gas-liquid separator 16 and then enters the compressor 1 for circulating operation.

As shown in fig. 3, in the battery cooling mode, the first on-off valve 537 is closed, the second on-off valve 538 is opened, the electronic expansion valve 531 is opened, the first throttle member 521 is opened, and both the second throttle member 522 and the third throttle member 524 are closed.

At this time, the high-temperature and high-pressure gaseous refrigerant is discharged from the compressor 1, enters the external condenser 2 through the second break valve 538, is liquefied by heat released from the external condenser 2 and becomes medium-temperature and high-pressure liquid, the redundant refrigerant is stored in the liquid storage tank 14, enters the first valve seat 5A through the third check valve 59, enters the first throttling element 521 through the second check valve 55 to throttle, flows out of the integrated module 5 through the corresponding interface 510 and enters the heat exchange plate 3, and the low-temperature and low-pressure gas-liquid mixture absorbs the heat of the battery module to evaporate, so that the temperature of the power battery is reduced when the temperature is overhigh, flows into the integrated module 5 through the corresponding interface 510, flows into the gas-liquid separator 16 through the third flow channel C, and finally enters the inlet 1b of the compressor 1 through the connecting pipeline to perform circulating operation.

As shown in fig. 4, in the heating mode, the refrigerant flows out of the compressor 1 and enters the interior condenser 8, the refrigerant releases heat in the interior condenser 8, and hot air is blown into the interior by the blower to heat the interior; the refrigerant from the interior condenser 8 enters the integrated module 5 through the corresponding interface 510, throttles and expands through the second throttling element 522, enters the first heat exchanger 6 through the corresponding flow passage to exchange heat with the water side to realize endothermic evaporation (absorb the residual heat of the motor electric control module and the like), and the refrigerant from the first heat exchanger 6 flows back to the compressor 1 through the first on-off valve 537 and the gas-liquid separator 16 for circulation.

As shown in fig. 5, in the battery heating and heating mode, the second on-off valve 538 is closed, the first on-off valve 537 is opened, the electronic expansion valve 531 is opened, the first and second throttle members 521 and 522 are opened, and the third throttle member 524 is closed.

At this time, the compressor 1 discharges the high-temperature and high-pressure gaseous refrigerant, and is divided into two paths: one path of refrigerant enters the interior condenser 8, the refrigerant releases heat in the interior condenser 8, the interior condenser 8 releases heat to heat the PTC by combining with wind, then the hot wind is blown into the interior of the vehicle by the blower to heat the interior of the vehicle, and the refrigerant coming out of the interior condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows into the second throttling element 522 to throttle and expand; the other path of the refrigerant enters the integrated module 5 from the corresponding interface 510 and flows to the heat exchange plate 3 through the electronic expansion valve 531, so that battery heating is realized, battery life is prolonged, battery efficiency is improved, battery capacity and whole vehicle endurance mileage at low temperature are improved, charging time is effectively shortened, the refrigerant after heat release of the heat exchange plate 3 enters the integrated module 5 through the corresponding interface 510 and sequentially passes through the first throttling element 521 and the first one-way valve 54, the refrigerant flowing through the first one-way valve 54 and the refrigerant flowing through the second throttling element 522 are converged and then enter the first heat exchanger 6 to absorb heat and evaporate, the refrigerant coming out of the first heat exchanger 6 flows to the gas-liquid separator 16 through the first on-off valve 537, and finally enters the compressor 1 to perform circulation work.

As shown in fig. 6, in the battery cooling+heating mode, both the first and second on-off valves 537 and 538 are opened, the electronic expansion valve 531 is closed, the first and second throttle members 521 and 522 are opened, and the third throttle member 524 is closed.

At this time, the compressor 1 discharges the high-temperature and high-pressure gaseous refrigerant, and is divided into two paths: one path enters the external condenser 2, the refrigerant is medium-temperature high-pressure liquid after the heat release and the liquefaction of the external condenser 2, and enters the integrated module 5 through the third one-way valve 59; the other path of refrigerant enters the interior condenser 8, the refrigerant releases heat in the interior condenser 8, the PTC is heated by combining the heat release of the interior condenser 8 with the wind, the hot wind is blown into the interior of the vehicle by the blower, the heat is generated in the interior of the vehicle, the refrigerant from the interior condenser 8 enters the integrated module 5 through the corresponding interface 510, the refrigerant enters the first heat exchanger 6 for absorbing heat and evaporating after being throttled and expanded by the second throttling element 522, the refrigerant from the first heat exchanger 6 flows to the first throttling element 521 through the second one-way valve 55 after being converged by the refrigerant passing through the third one-way valve 59 so as to flow to the heat exchange plate 3, the low-temperature and low-pressure gas-liquid mixture absorbs the heat of the battery module for evaporation, the temperature is reduced when the temperature of the power battery is high, the refrigerant in the heat exchange plate 3 flows into the integrated module 5 through the corresponding interface 510 again and enters the compressor 1 for circulating work after flowing through the gas-liquid separator 16.

As shown in fig. 7, in the cooling mode, the first on-off valve 537 and the electronic expansion valve 531 are closed, and the second on-off valve 538 is opened. At this time, the compressor 1 discharges the high-temperature and high-pressure gaseous refrigerant, and the high-temperature and high-pressure gaseous refrigerant enters the external condenser 2, the refrigerant is a medium-temperature and high-pressure liquid after being liquefied by heat release of the external condenser 2, and enters the integrated module 5 through the third one-way valve 59, flows out of the integrated module 5 after flowing through the third throttling element 524, and the low-temperature and low-pressure gas-liquid mixture flows into the internal evaporator 7 to absorb heat and evaporate, so that the temperature of the passenger cabin is reduced, the low-temperature and low-pressure gas enters the integrated module 5 again, enters the gas-liquid separator 16 through the corresponding flow channel, and flows back to the compressor 1 for circulation.

As shown in fig. 8, in the battery heating+cooling mode, the first on-off valve 537 is closed, the second on-off valve 538 is opened, the electronic expansion valve 531 is opened, the first throttle element 521 is opened, the third throttle element 524 is opened, and the second throttle element 522 is closed.

At this time, the compressor 1 discharges the high-temperature and high-pressure gaseous refrigerant, and is divided into two paths: the refrigerant enters the external condenser 2 through the second on-off valve 538, is medium-temperature high-pressure liquid after the heat release and the liquefaction of the external condenser 2, and the redundant refrigerant is stored in the liquid storage tank 14 and enters the integrated module 5 through the third one-way valve 59; the other path of the refrigerant enters the integrated module 5 from the corresponding interface 510, flows to the heat exchange plate 3 after passing through the electronic expansion valve 531 to heat the battery module, improves the service life of the battery, improves the battery efficiency, improves the battery capacity at low temperature and the whole vehicle endurance mileage, effectively shortens the charging time, the exothermic refrigerant enters the integrated module 5 through the corresponding interface 510, flows to the first one-way valve 54 through the first throttling element 521, enters the first heat exchanger 6 to absorb heat and evaporate, then is converged with the refrigerant of the upper path to form a gas-liquid mixture, enters the third throttling element 524 together to throttle and expand through the corresponding flow passage, flows out of the integrated module 5 through the corresponding interface 510, the low-temperature low-pressure gas-liquid mixture enters the in-vehicle evaporator 7 to absorb heat and evaporate, the temperature of the passenger cabin is reduced, the low-temperature low-pressure gas enters the integrated module 5 through the corresponding interface 510, and flows to the compressor 1 through the gas-liquid separator 16 to perform circulation work.

As shown in fig. 9, in the battery cooling+cooling mode, the first on-off valve 537 is closed, the second on-off valve 538 is opened, the electronic expansion valve 531 is opened, the first and third throttle members 521 and 524 are opened, and the second throttle member 522 is closed. At this time, the compressor 1 discharges the high-temperature and high-pressure gaseous refrigerant, and the refrigerant enters the external condenser 2, the refrigerant is liquefied by the external condenser 2 and is a medium-temperature and high-pressure liquid, the redundant liquid is stored in the liquid storage tank 14, and the refrigerant enters the integrated module 5 through the third one-way valve 59 and is divided into two paths: one path of refrigerant passes through the second one-way valve 55 and then flows through the first throttling element 521 to flow to the heat exchange plate 3, so that the temperature of the power battery is reduced when the temperature is too high, and the refrigerant enters the integrated module 5 again through the corresponding interface 510; the other path of the low-temperature low-pressure gas-liquid mixture flows out of the integrated module 5 through the third throttling element 524 and the corresponding interface 510, and the low-temperature low-pressure gas-liquid mixture enters the in-vehicle evaporator 7 to absorb heat and evaporate, so that the temperature of the passenger cabin is reduced, and the low-temperature low-pressure gas flows into the integrated module 5 through the corresponding interface 510, is converged with the refrigerant of the path of the low-temperature low-pressure gas-liquid mixture into the gas-liquid separator 16 through the third flow channel C, and flows back to the compressor 1 for circulation.

As shown in fig. 10, in the cooling+heating mode, the first and second on-off valves 537 and 538 are opened, and the electronic expansion valve 531 is closed. At this time, the high-temperature and high-pressure gaseous refrigerant discharged by the compressor 1 is divided into two paths, one path enters the external condenser 2, the refrigerant is middle-temperature and high-pressure liquid after being released and liquefied by the external condenser 2, and enters the integrated module 5 through the third one-way valve 59, enters the third throttling element 524 through the internal flow passage to throttle the expansion valve, the low-temperature and low-pressure gas-liquid mixture enters the internal evaporator 7 to absorb heat and evaporate so as to absorb heat in the environment, the temperature of the passenger cabin is reduced, the low-temperature and low-pressure gas refrigerant enters the integrated module 5 again, and enters the gas-liquid separator 16 through the flow passage in the first valve seat 5A; the other path of the refrigerant enters the interior condenser 8 to release heat, hot air is blown into the interior of the vehicle by the blower to heat the interior of the vehicle, the refrigerant coming out of the interior condenser 8 enters the integrated module 5 through the corresponding interface 510, enters the second throttling element 522 through the flow path in the first valve seat 5A to throttle and expand, enters the first heat exchanger 6 through the flow path in the first valve seat 5A to absorb heat and evaporate, at the moment, the refrigerant in the first heat exchange flow path can absorb the waste heat of the motor electric control module of the cooling liquid from the first cooling liquid flow path, and the refrigerant coming out of the first heat exchanger 6 enters the first on-off valve 537 through the flow path, enters the gas-liquid separator 16 through the flow path to be converged with the refrigerant of the previous path and flows to the compressor 1.

Therefore, the device can be used for realizing defogging and dehumidification in the vehicle under the cooling and heating modes; for example, the interior condenser 8 removes window frost and the like, and the interior evaporator 7 can reduce the interior humidity.

As shown in fig. 11, in the battery heating, cooling and heating modes, the first on-off valve 537 is closed, the second on-off valve 538 is opened, the electronic expansion valve 531 is opened, the first and second throttle members 521 and 522 are opened, and the third throttle member 524 is closed.

At this time, the high-temperature and high-pressure refrigerant flows out of the compressor 1 and is divided into three paths: the first path enters the external condenser 2, and the refrigerant is liquefied into medium-temperature high-pressure liquid after being released by the external condenser 2 and enters the integrated module 5 through the third one-way valve 59; the second path enters the interior condenser 8, the refrigerant releases heat in the interior condenser 8, the interior condenser 8 releases heat to heat the PTC by combining with wind, then the hot wind is blown into the interior by the blower to heat the interior, and the refrigerant from the interior condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the second throttling element 522 to throttle and expand; the third path enters the first flow passage A of the integrated module 5 through the corresponding interface 510, flows to the heat exchange plate 3 after passing through the electronic expansion valve 531, achieves battery heating, improves battery life and battery efficiency, improves battery capacity and whole vehicle endurance mileage at low temperature, effectively shortens charging time, the refrigerant of the heat exchange plate 3 flows into the integrated module 5 again through the corresponding interface 510 and sequentially flows through the first throttling element 521 and the first one-way valve 54, the refrigerant flowing through the first one-way valve 54 and the refrigerant flowing through the second throttling element 522 are converged and then enter the first heat exchanger 6 together for heat absorption and evaporation, the refrigerant flowing out of the first heat exchanger 6 and the refrigerant flowing out of the third one-way valve 59 are converged and then enter the third throttling element 524 for throttling expansion through the corresponding flow passage, then flow out of the integrated module 5 through the corresponding interface 510, the low-temperature low-pressure gas-liquid mixture enters the vehicle evaporator 7 for evaporation, namely, the heat in the environment is absorbed, the low-temperature low-pressure gas flows into the integrated module 5 through the corresponding flow passage and enters the gas-liquid separator 16, and then flows into the compressor 1 for circulation work.

As shown in fig. 12, in the battery cooling+cooling+heating mode, the first on-off valve 537 is closed, the second on-off valve 538 is opened, the electronic expansion valve 531 is opened, and the first throttle element 521, the second throttle element 522, and the third throttle element 524 are opened.

At this time, the compressor 1 discharges the high-temperature and high-pressure gaseous refrigerant, and is divided into two paths: the first path enters the external condenser 2, and the refrigerant is liquefied into medium-temperature high-pressure liquid after being released by the external condenser 2 and enters the integrated module 5 through the third one-way valve 59; the second path enters the interior condenser 8, the refrigerant releases heat in the interior condenser 8, the interior condenser 8 releases heat to heat the PTC by combining with wind, the hot wind is blown into the interior of the vehicle by the blower to heat the interior of the vehicle, the refrigerant from the interior condenser 8 enters the integrated module 5 through the corresponding interface 510, then enters the second throttling element 522 through the corresponding flow passage to throttle and expand, then enters the first heat exchanger 6, and then is merged with the refrigerant flowing through the third one-way valve 59 to be divided into two paths: the first path flows out of the integrated module 5 through the corresponding interface 510 after passing through the third throttling element 524 to throttle the expansion valve, the low-temperature low-pressure gas-liquid mixture flows into the in-vehicle evaporator 7 to absorb heat and evaporate, so that the temperature of the passenger cabin is reduced, and the low-temperature low-pressure gas flows into the integrated module 5 through the corresponding interface 510 and returns to the compressor 1 through the gas-liquid separator 16; the second path passes through the second one-way valve 55 to flow to the heat exchange plate 3 through the first throttling element 521 to absorb heat of the battery module for evaporation, so that cooling is realized when the temperature of the power battery is too high, and the refrigerant of the heat exchange plate 3 enters the compressor 1 for circulation operation after passing through the electronic expansion valve 531 and passing through the gas-liquid separator 16.

In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and to simplify the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present invention. Furthermore, features defining "first", "second" may include one or more such features, either explicitly or implicitly. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.

In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An integrated module (5) for a vehicle, the vehicle comprising a battery module and a heat exchanger plate (3), the heat exchanger plate (3) being in heat exchange with the battery module, the integrated module (5) comprising:

the air conditioner comprises a first valve seat (5A), wherein the first valve seat (5A) is provided with an air outlet interface (51 a), an air return interface (51 c), a first heat exchange plate interface (51 d), a second heat exchange plate interface (51 e), a throttle valve interface (51 u), a heat exchanger first interface (51 o) and a heat exchanger second interface (51 p), the air outlet interface (51 a) is used for being connected with an air outlet (1 a) of a compressor (1) outside the first valve seat (5A), the air return interface (51 c) is suitable for being connected with an air return opening (1 b) of the compressor (1), the first heat exchange plate interface (51 d) and the second heat exchange plate interface (51 e) are used for being connected with a heat exchange plate (3), the throttle valve interface (51 u) is communicated with the heat exchanger first interface (51 o), and the heat exchanger second interface (51 p) is communicated with the air return interface (51 c);

A plurality of refrigerant flow passages are arranged in the first valve seat (5A), each refrigerant flow passage comprises a first flow passage (A) and a second flow passage (B), the first flow passage (A) is communicated with the exhaust port (51 a) and the first heat exchange plate port (51 d), and the second flow passage (B) is communicated with the second heat exchange plate port (51 e) and the throttle valve port (51 u);

an electronic expansion valve (531), wherein the electronic expansion valve (531) is arranged on the first valve seat (5A) and is communicated with the first flow channel (A), and the electronic expansion valve (531) has on-off and throttling functions;

-a control valve group (53), said control valve group (53) comprising a first throttling element (521), said first throttling element (521) being fixed to said first valve seat (5A) and being connected to said throttling interface (51 u);

the first heat exchanger (6), first heat exchanger (6) are located first disk seat (5A), first heat exchanger (6) are equipped with first refrigerant flow path, the both ends of first refrigerant flow path respectively with heat exchanger first interface (51 o) with heat exchanger second interface (51 p).

2. The integrated module (5) for a vehicle according to claim 1, further comprising a gas-liquid separator (16), the gas-liquid separator (16) being provided at the first valve seat (5A), an inlet end of the gas-liquid separator (16) being connected to the return air interface (51 c), an outlet end of the gas-liquid separator (16) being connected to the return air interface (1 b) of the compressor (1).

3. The integrated module (5) according to claim 1, wherein the first valve seat (5A) is further provided with an external condenser interface (51 v) for connection to an external condenser (2);

-said external condenser interface (51 v) is in communication with said first throttling element (521);

and a third flow passage (C) is further arranged in the first valve seat (5A), and the third flow passage (C) is respectively connected with the electronic expansion valve (531) and the air return interface (51C).

4. -integrated module (5) for a vehicle according to claim 3, characterized in that said control valve group (53) comprises a first check valve (54) and a second check valve (55), said first check valve (54) being provided on said first valve seat (5A) and being connected to said first throttling element (521) and to said first heat exchanger interface (51 o), respectively, said first check valve (54) directing the refrigerant unidirectionally to said heat exchanger first interface (51 o);

the second one-way valve (55) is arranged on the first valve seat (5A), and the second one-way valve (55) is respectively connected with the first throttling element (521) and the external condenser interface (51 v) so as to guide the refrigerant to the first throttling element (521) in a one-way.

5. The integrated module (5) for a vehicle according to claim 1, characterized in that the first valve seat (5A) is further provided with an interior condenser outlet interface (51 z), the control valve group (53) further comprising a second throttling element (522), the second throttling element (522) being provided in the first valve seat (5A) and communicating with the interior condenser outlet interface (51 z) and the heat exchanger first interface (51 o), respectively.

6. The integrated module (5) for a vehicle according to claim 1, wherein the control valve group (53) comprises a first on-off valve (537), the first on-off valve (537) being provided on the first valve seat (5A), the first on-off valve (537) being connected to a first internal flow passage (G) communicating the heat exchanger second port (51 p) and the return air port (51 c) to control on-off thereof.

7. -an integrated module (5) for a vehicle according to claim 3, characterized in that the first valve seat (5A) is further provided with an evaporator inlet interface (51 x) and an evaporator outlet interface (51 y), the evaporator inlet interface (51 x) and the evaporator outlet interface (51 y) being connected to the two ends of the in-vehicle evaporator located outside the first valve seat (5A), respectively, the first valve seat (5A) being provided with an outlet flow channel connecting the evaporator outlet interface (51 y) and the return air interface (51 c), the first valve seat (5A) being provided with an inlet flow channel connecting the evaporator inlet interface (51 x) and the out-of-vehicle condenser interface (51 v);

the control valve group (53) further comprises a third throttling element (524), and the third throttling element (524) is arranged on the first valve seat (5A) and is connected with the inlet flow passage.

8. The integrated module for a vehicle according to any one of claims 1-7, characterized in that the first flow field plate (5A) comprises:

the first plate body (511), the first plate body (511) is provided with a plurality of grooves (511 a);

-a second plate (512), the second plate (512) being fixed to the first plate (511) to enclose the plurality of grooves (511 a), the plurality of grooves (511) and the second plate (51 a) defining an external refrigerant flow channel for circulating a refrigerant, the external refrigerant flow channel comprising a portion of the plurality of refrigerant flow channels.

9. The integrated module for a vehicle according to claim 8, wherein an interior of the first plate body (511) is provided with an interior flow passage (511 c), the interior flow passage (511 c) including a portion of a plurality of the refrigerant flow passages.

10. The integrated module for a vehicle of claim 9, wherein the plurality of external refrigerant channels, at least a portion of the external refrigerant channels having a rectangular cross-section; and/or:

the number of the internal flow channels (511 c) is plural, and at least a part of the internal flow channels (511 c) has a rectangular cross section.

11. The integrated module for a vehicle according to claim 8, wherein a plurality of valve seats are provided on a side of the first plate body facing away from the second plate body, the valve seats protrude toward a direction facing away from the second plate body, each of the valve seats defines a valve cavity, and a plurality of control valves of the control valve group (53) are provided in a plurality of the valve cavities in a one-to-one correspondence, respectively.

12. The integrated module for a vehicle of claim 11, wherein the wall thickness of each valve cavity ranges from 3mm to 4mm.

13. The integrated module for a vehicle according to claim 11, wherein the center distance of two adjacent valve chambers is L, wherein L > r1+r2+a, wherein R1 is the inner diameter of one of the valve chambers, R2 is the inner diameter of the other valve chamber, and a has a value in the range of 8mm to 15mm.

14. The integrated module for a vehicle according to claim 8, characterized in that the adjacent side walls of the first plate body (511) are each provided with a mounting location (511 d), the mounting locations (511 d) being adapted to be fixed to the body of the vehicle.

15. The integrated module for a vehicle according to any one of claims 1-7, further comprising a second valve seat provided with a first water side interface adapted to be connected to an electrically controlled module radiator located outside the second valve seat and a second water side interface adapted to be connected to a first radiator located outside the second valve seat;

the valve seat integrated module further comprises a first switching valve, wherein the first switching valve is arranged on the second valve seat and is communicated with a plurality of internal water channels in the second valve seat, and the first switching valve acts to enable cooling liquid discharged from the first switching valve to flow to the first water side interface and/or the second water side interface.

16. The integrated module for a vehicle according to claim 15, wherein the second valve seat is further provided with a heat exchanger third port and a heat exchanger fourth port, the heat exchanger third port and the heat exchanger fourth port being respectively connected to a first coolant flow path outside the second valve seat;

the first switching valve is respectively connected with the third interface of the heat exchanger and the fourth interface of the heat exchanger, and the first switching valve acts to enable the cooling liquid flowing to the first switching valve to directly flow to the first switching valve and/or flow to the first switching valve through the first cooling liquid flow path.

17. The integrated module for a vehicle of claim 16, wherein the second valve seat is provided with a switching valve interface, and the first switching valve is secured to the second valve seat and connected to the switching valve interface.

18. The integrated module for a vehicle of claim 15, wherein the second valve seat is provided with a water tank interface, the integrated module further comprising a water replenishment tank provided to the second valve seat and connected to the water tank interface to replenish water toward the internal waterway.

19. The integrated module for a vehicle of claim 15, wherein the second valve seat is further provided with a water pump interface, the integrated module further comprising a water pump provided to the second valve seat and connected to the water pump interface to drive the flow of liquid within the internal waterway.

20. The integrated module for a vehicle of claim 15, wherein the first valve seat and the second valve seat are fixedly connected.

21. A thermal management system for a vehicle, characterized by comprising an integrated module (5) according to any one of claims 1-20.

22. A vehicle, characterized by comprising:

a vehicle body;

the power supply module comprises a battery module and a heat exchange plate, the heat exchange plate is arranged on the battery module to exchange heat with the battery module, and the power supply module is arranged on the vehicle body;

an integrated module, the integrated module being according to any one of claims 1-20, the first valve seat being secured to the vehicle body, the first and second heat exchanger plate interfaces being connected to the heat exchanger plates.