Thermal management integrated module and vehicle

Abstract

The embodiment of the present application provides a kind of heat management integrated module and vehicle, heat management integrated module includes motor, battery, liquid pump, radiator, evaporator and first multi-way valve.Radiator is cooled to motor and forms motor loop with liquid pump.Battery has import side and export side, the import side of battery is communicated with the position of motor loop between liquid pump and radiator, the export side of battery is communicated with the position of motor loop between motor and liquid pump.Evaporator has import side and export side for cooling liquid to enter and exit, the import side of evaporator is communicated with the export side of battery, the export side of evaporator is communicated with the position of motor loop between motor and liquid pump.First multi-way valve is communicated with the export side of motor and the export side of evaporator, first multi-way valve can control the on-off of motor loop, and the on-off of the export side of motor and the export side of evaporator with motor loop, to integrate motor loop with battery and evaporator, reduce complexity, simplify the layout of vehicle.

Description

Technical Field

[0001] This application relates to the field of thermal management integrated module technology, and more particularly to a thermal management integrated module and a vehicle. Background Technology

[0002] Electric vehicles have different systems and components with varying characteristics and design requirements, each with its own optimal operating temperature range. Therefore, in order to ensure the normal, stable, and efficient operation of these components, and to ensure that the passenger compartment reaches the comfort temperature required by passengers, external auxiliary methods are needed to keep each component within the appropriate temperature range.

[0003] In existing thermal management integrated modules for electric vehicles, the motor generates heat during operation, requiring heat dissipation; the battery needs heating in low-temperature environments to ensure its performance; and the passenger compartment requires heating to provide a comfortable riding environment. Therefore, motor cooling circuits, battery heating circuits, and passenger compartment heating circuits are typically arranged to meet these needs.

[0004] However, the three circuits in the thermal management integrated module are independent, which is complex, requires a lot of space, and increases the difficulty of vehicle layout. Utility Model Content

[0005] This application provides a thermal management integrated module and a vehicle to solve the problem that the thermal management integrated module is highly complex, requires a large space, and increases the difficulty of vehicle layout.

[0006] In a first aspect, embodiments of this application provide a thermal management integrated module, including:

[0007] Electric motor;

[0008] Liquid pump;

[0009] A radiator is located between the liquid pump and the motor, and the radiator is configured to dissipate heat from the motor; the motor, the liquid pump, and the radiator form a motor circuit; the liquid pump is used to supply coolant to the motor circuit.

[0010] The battery has an inlet side and an outlet side for coolant to enter and exit. The inlet side of the battery is connected to the motor circuit between the liquid pump and the radiator, and the outlet side of the battery is connected to the motor circuit between the motor and the liquid pump.

[0011] The evaporator has an inlet side and an outlet side for the coolant to enter and exit. The inlet side of the evaporator is connected to the outlet side of the battery, and the outlet side of the evaporator is connected to the motor circuit between the motor and the liquid pump.

[0012] A first multi-way valve is located between the motor and the liquid pump, and the first multi-way valve is connected to the outlet side of the motor and the outlet side of the evaporator. The first multi-way valve is configured to control the on / off state of the motor circuit, as well as the on / off state of the battery outlet side and the evaporator outlet side and the motor circuit.

[0013] In one possible implementation, the first multi-way valve has a first interface, a second interface, a third interface and a fourth interface, both the first interface and the third interface being connected to the motor circuit at a position between the motor and the liquid pump, wherein the third interface is located close to the liquid pump;

[0014] The second interface is connected to the outlet side of the motor, and the fourth interface is connected to the outlet side of the evaporator.

[0015] The first multi-way valve is configured to control at least one of the first, second, and fourth ports to communicate with the third port.

[0016] In one possible implementation, the first multi-way valve is configured to control the first interface to connect to the third interface while cooling the motor, and the second and fourth interfaces to not connect to the third interface.

[0017] In one possible implementation, the first multi-way valve is configured to control the connection of the first, second, and fourth ports with the third port when the battery is heated and the evaporator is in use.

[0018] In one possible implementation, the first multi-way valve is a solenoid valve.

[0019] In one possible implementation, a heater is also included. When the outlet side of the motor is connected to the motor circuit through the first multi-way valve, the motor, the first multi-way valve, and the liquid pump form a battery heating circuit; the battery heating circuit is connected to the motor circuit.

[0020] The heater is located within the battery heating circuit and is configured to heat the coolant flowing through it when turned on.

[0021] In one possible implementation, a second multi-way valve is also included, which is located at the junction of the battery heating circuit and the motor circuit.

[0022] The second multi-way valve includes an inlet end, a first outlet end, and a second outlet end. The inlet end is connected to the outlet side of the liquid pump, the first outlet end is connected to the side of the radiator away from the motor, and the second outlet end is connected to the inlet side of the battery.

[0023] In one possible implementation, the inlet end may be selectively connected to at least one of the first outlet end and the second outlet end.

[0024] In one possible implementation, the heater is located between the second multi-way valve and the battery inlet side.

[0025] Secondly, embodiments of this application provide a vehicle, including:

[0026] The vehicle body has a passenger compartment;

[0027] As in any of the first aspects, the thermal management integrated module has an evaporator configured to exchange heat with air blown into the crew compartment.

[0028] The thermal management integrated module and vehicle provided in this application embodiment include a motor; a liquid pump; a radiator, the radiator being disposed between the liquid pump and the motor, and configured to dissipate heat from the motor; the motor, liquid pump, and radiator forming a motor circuit; the liquid pump being used to supply coolant to the motor circuit; a battery, the battery having an inlet side and an outlet side for coolant to enter and exit, the inlet side of the battery being connected to the motor circuit at the position between the liquid pump and the radiator, and the outlet side of the battery being connected to the motor circuit at the position between the motor and the liquid pump; an evaporator, the evaporator having an inlet side and an outlet side for coolant to enter and exit, the inlet side of the evaporator being connected to the outlet side of the battery, and the outlet side of the evaporator being connected to the motor circuit at the position between the motor and the liquid pump; and a first multi-way valve, disposed between the motor and the liquid pump, and the first multi-way valve being connected to the outlet side of the motor and the outlet side of the evaporator, the first multi-way valve being configured to control the on / off state of the motor circuit, and the on / off state of the motor outlet side and the evaporator outlet side with the motor circuit.

[0029] The thermal management integrated module provided in this application integrates the motor circuit with the battery and evaporator, so that the heat generated by the motor can enter the battery circuit through the battery inlet side to provide the heat required for heating the battery. At the same time, the coolant flows through the battery and then flows to the evaporator to continue to heat the evaporator, meeting the heating needs of the passenger compartment. This reduces the complexity of the thermal management integrated module, simplifies the vehicle layout, and improves the reliability and maintainability of the vehicle. Attached Figure Description

[0030] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0031] Figure 1 This is a schematic diagram of the structure of the thermal management integrated module provided in an embodiment of this application;

[0032] Figure 2 for Figure 1 A schematic diagram of the structure of the first multi-way valve in the middle.

[0033] Explanation of reference numerals in the attached figures:

[0034] 100 - Motor;

[0035] 200-Liquid Pump;

[0036] 300-Radiator;

[0037] 400-battery;

[0038] 500 - Evaporator;

[0039] 600 - First multi-way valve; 610 - First port; 620 - Second port; 630 - Third port; 640 - Fourth port;

[0040] 700 - Second multi-way valve; 710 - Inlet end; 720 - First outlet end; 730 - Second outlet end;

[0041] 800 - Heater;

[0042] 900 - Motor circuit;

[0043] 110 - Battery heating circuit.

[0044] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0045] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of the embodiments of this application.

[0046] In the embodiments of this application, the terms "upper," "lower," "inner," "middle," "outer," "front," and "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are mainly for better describing the embodiments of this application and their implementations, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientation or positional relationship; for example, the term "upper" may also be used in some cases to indicate a certain dependency or connection relationship. For those skilled in the art, the specific meaning of these terms in the embodiments of this application can be understood according to the specific circumstances.

[0047] Furthermore, the terms "set up," "connect," and "fix" should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or it can be an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this disclosure according to the specific circumstances.

[0048] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the present application described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0049] In this application, the terms "exemplarily" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplarily" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0050] Unless otherwise stated, the term "multiple" means two or more.

[0051] As described in the background section, different systems and components in electric vehicles have varying characteristics and design requirements, each with its own optimal operating temperature range. Therefore, in order to ensure the normal, stable, and efficient operation of these components, and to ensure that the passenger compartment reaches the comfort temperature required by passengers, external auxiliary methods are needed to keep each component within a suitable temperature range.

[0052] In existing thermal management integrated modules for electric vehicles, the motor generates heat during operation, requiring heat dissipation; the battery needs heating in low-temperature environments to ensure its performance; and the passenger compartment requires heating to provide a comfortable riding environment. Therefore, motor cooling circuits, battery heating circuits, and passenger compartment heating circuits are typically arranged to meet these needs.

[0053] However, the three circuits in the thermal management integrated module are independent, which is complex, requires a lot of space, and increases the difficulty of vehicle layout.

[0054] In view of this, the thermal management integrated module and vehicle provided in the embodiments of this application include a motor; a liquid pump; a radiator, the radiator being disposed between the liquid pump and the motor, and the radiator being configured to dissipate heat from the motor; the motor, the liquid pump, and the radiator forming a motor circuit; the liquid pump being used to supply coolant to the motor circuit; a battery, the battery having an inlet side and an outlet side for coolant to enter and exit, the inlet side of the battery being connected to the motor circuit at the position between the liquid pump and the radiator, and the outlet side of the battery being connected to the motor circuit at the position between the motor and the liquid pump; an evaporator, the evaporator having an inlet side and an outlet side for coolant to enter and exit, the inlet side of the evaporator being connected to the outlet side of the battery, and the outlet side of the evaporator being connected to the motor circuit at the position between the motor and the liquid pump; and a first multi-way valve, disposed between the motor and the liquid pump, and the first multi-way valve being connected to the outlet side of the motor and the outlet side of the evaporator, the first multi-way valve being configured to control the on / off state of the motor circuit, and the on / off state of the motor outlet side and the evaporator outlet side with the motor circuit.

[0055] The thermal management integrated module provided in this application integrates the motor circuit with the battery and evaporator, so that the heat generated by the motor can enter the battery circuit through the battery inlet side to provide the heat required for heating the battery. At the same time, the coolant flows through the battery and then flows to the evaporator to continue to heat the evaporator, meeting the heating needs of the passenger compartment. This reduces the complexity of the thermal management integrated module, simplifies the vehicle layout, and improves the reliability and maintainability of the vehicle.

[0056] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0057] Please see Figure 1 and Figure 2 In a first aspect, embodiments of this application provide a thermal management integrated module, including a motor 100, a liquid pump 200, a radiator 300, a battery 400, an evaporator 500, and a first multi-way valve 600.

[0058] The radiator 300 is located between the liquid pump 200 and the motor 100, and the radiator 300 is configured to dissipate heat from the motor 100; the motor 100, the liquid pump 200 and the radiator 300 form a motor circuit 900; the liquid pump 200 is used to supply coolant to the motor circuit 900.

[0059] The battery 400 has an inlet side and an outlet side for coolant to enter and exit. The inlet side of the battery 400 is connected to the motor circuit 900 at the position between the liquid pump 200 and the radiator 300, and the outlet side of the battery 400 is connected to the motor circuit 900 at the position between the motor 100 and the liquid pump 200.

[0060] Evaporator 500 has an inlet side and an outlet side for coolant to enter and exit. The inlet side of evaporator 500 is connected to the outlet side of battery 400, and the outlet side of evaporator 500 is connected to motor circuit 900 at a position between motor 100 and liquid pump 200.

[0061] The first multi-way valve 600 is located between the motor 100 and the liquid pump 200, and the first multi-way valve 600 is connected to the outlet side of the motor 100 and the outlet side of the evaporator 500. The first multi-way valve 600 is configured to control the on / off state of the motor circuit 900, and the on / off state of the outlet side of the battery 400 and the outlet side of the evaporator 500 with the motor circuit 900.

[0062] Specifically, during the operation of an electric vehicle, the motor 100 continuously generates heat. If heat is not dissipated in time, the motor 100 will overheat, affecting its performance and lifespan. In low-temperature environments, the activity of the battery 400 decreases, leading to a significant drop in charging and discharging efficiency, and potentially even capacity degradation. Therefore, it is necessary to heat the battery 400 to raise its temperature and ensure it functions normally even in low-temperature conditions.

[0063] Evaporator 500 is used for heating the passenger compartment. By heating evaporator 500, heat can be transferred to the vehicle interior to provide passengers with a comfortable riding environment and meet the heating needs in low-temperature weather such as winter.

[0064] Specifically, in this embodiment, the motor 100, the liquid pump 200, and the radiator 300 form a motor circuit 900. The liquid pump 200 supplies coolant to the motor circuit 900, thereby dissipating heat from the motor 100. Driven by the liquid pump 200, the coolant first flows through the motor 100, absorbing the heat generated by the motor 100 and ensuring stable operation of the motor 100 within a suitable temperature range. Subsequently, the coolant flows through the radiator 300, where the fan dissipates the heat to the outside, thus cooling the motor 100.

[0065] In this embodiment, the inlet side of the battery 400 is connected to the motor circuit 900 between the liquid pump 200 and the radiator 300, and the outlet side of the battery 400 is connected to the motor circuit 900 between the motor 100 and the liquid pump 200. This allows the coolant to absorb heat first through the motor 100 when flowing in the motor circuit 900, and then enter the battery 400 through the inlet side, using this heat to heat the battery 400 and raise its temperature to a suitable operating range.

[0066] Please see Figure 1 and Figure 2 The inlet side of the evaporator 500 is connected to the outlet side of the battery 400, and the outlet side of the evaporator 500 is connected to the motor circuit 900 at the position between the motor 100 and the liquid pump 200. In this way, when the coolant flows through the battery 400, it can transfer the remaining heat of the motor 100 to the evaporator 500, and then transfer the heat to the air inside the vehicle through the evaporator 500 to provide the heat required for heating the passenger compartment.

[0067] Specifically, in this embodiment, the thermal management module has three operating states.

[0068] When the motor 100 needs heat dissipation, and the battery 400 and evaporator 500 do not need heating, the first multi-way valve 600 cuts off the connection between the outlet side of the battery 400 and the outlet side of the evaporator 500 and the motor circuit 900, keeping only the motor circuit 900 open. The liquid pump 200 pumps coolant into the motor circuit 900. The coolant first flows through the motor 100 to absorb heat, then flows through the radiator 300, where the fan dissipates the heat to the outside, completing the heat dissipation process. At this time, the coolant does not enter the battery 400 and evaporator 500.

[0069] Please see Figure 1 and Figure 2 In this embodiment, the arrangement of the motor 100 and the radiator 300 is not restricted. The coolant can first pass through the radiator 300 and then through the motor 100 to absorb heat, so that the heat of the motor 100 can be dissipated to the outside through the radiator 300 during the second cycle.

[0070] It should be noted that, although the inlet side of the battery 400 is connected to the motor circuit 900 in this embodiment, the coolant will not flow in the battery 400 circuit because the outlet side of the battery 400 is cut off by the first multi-way valve 600.

[0071] Please see Figure 1 and Figure 2When the motor 100 needs cooling, the battery 400 needs heating, and the evaporator 500 does not need heating, the first multi-way valve 600 cuts off the connection between the outlet side of the evaporator 500 and the motor circuit 900, maintaining the connection of the motor circuit 900 while opening the connection between the outlet side of the battery 400 and the motor circuit 900. The liquid pump 200 pumps coolant into the motor circuit 900. The coolant first flows through the motor 100, absorbing the heat generated by the motor 100. Subsequently, a portion of the coolant enters the battery 400 through the inlet side, using the heat from the motor 100 to heat the battery 400, raising its temperature to a suitable operating range. The remaining coolant flows to the radiator 300 for cooling. The coolant after heating the battery 400 flows out from the outlet side of the battery 400 and back into the motor circuit 900, continuing the cooling cycle. During this time, the coolant does not enter the evaporator 500. This allows for the effective utilization of the heat generated by the motor 100, eliminating the need for additional heating of the battery 400, thus improving energy efficiency and reducing costs.

[0072] Please see Figure 1 and Figure 2 When the motor 100 needs heat dissipation, and both the battery 400 and the evaporator 500 need heating, the first multi-way valve 600 maintains the connection of the motor circuit 900 and opens the connection between the outlet side of the battery 400 and the outlet side of the evaporator 500 and the motor circuit 900. The liquid pump 200 pumps coolant into the motor circuit 900. The coolant first flows through the motor 100, absorbing the heat generated by the motor 100. Subsequently, a portion of the coolant enters the battery 400 through the inlet side, using the heat from the motor 100 to heat the battery 400, raising its temperature to a suitable operating range. The remaining coolant flows to the radiator 300 for heat dissipation. After heating the battery 400, part of the coolant flows from the outlet side of the battery 400 to the motor circuit 900 for further heat dissipation circulation, while the other part flows to the inlet side of the evaporator 500. This utilizes the remaining heat from heating the battery 400 to heat the evaporator 500 before flowing back from the outlet side of the evaporator 500 to the motor circuit 900 for heat dissipation circulation. This effectively utilizes the heat generated by the motor 100, eliminating the need for additional heating of the battery 400 and evaporator 500, thus improving energy efficiency and reducing costs.

[0073] Meanwhile, in this embodiment, the first multi-way valve 600 can also cut off the connection between the outlet side of the battery 400 and the motor circuit 900, so that the coolant after heating the battery 400 can flow through the outlet side of the battery 400 to the inlet side of the evaporator 500, thereby improving the efficiency of the evaporator 500.

[0074] By adopting the thermal management integrated module provided in this embodiment, the motor circuit 900 is integrated with the battery 400 and the evaporator 500, so that the heat generated by the motor 100 can enter the battery 400 circuit through the inlet side of the battery 400, providing the heat required for heating the battery 400. At the same time, after flowing through the battery 400, the coolant flows to the evaporator 500 to continue to heat the evaporator 500, meeting the heating needs of the passenger compartment. This reduces the complexity of the thermal management integrated module, simplifies the vehicle layout, and improves the reliability and maintainability of the vehicle.

[0075] Furthermore, in this embodiment, only one liquid pump 200 is needed to meet the coolant supply requirements of the motor 100, battery 400 and evaporator 500, without the need for additional liquid pumps 200, thus reducing production costs.

[0076] In this embodiment, a water tank is provided at the liquid pump 200 to supply coolant to the liquid pump 200. Correspondingly, in this embodiment, there is no need to arrange multiple water tanks, which reduces production costs.

[0077] It should also be noted that the kettle can also supply coolant directly to the motor circuit 900 through the three-way valve; this embodiment does not impose any restrictions on this.

[0078] Please see Figure 1 and Figure 2 In an optional embodiment, the first multi-way valve 600 has a first port 610, a second port 620, a third port 630, and a fourth port 640. The first port 610 and the third port 630 are both connected to the motor circuit 900 at a position between the motor 100 and the liquid pump 200, wherein the third port 630 is located close to the liquid pump 200; the second port 620 is connected to the outlet side of the motor 100, and the fourth port 640 is connected to the outlet side of the evaporator 500; the first multi-way valve 600 is configured to control at least one of the first port 610, the second port 620, and the fourth port 640 to be connected to the third port 630.

[0079] Specifically, in this embodiment, the first multi-way valve 600 has a first interface 610, a second interface 620, a third interface 630 and a fourth interface 640, wherein the first interface 610 and the third interface 630 are both connected to the position of the motor circuit 900 between the motor 100 and the liquid pump 200, so as to control the connection of the motor circuit 900, and the connection of the motor circuit 900 with the outlet side of the battery 400 and the outlet side of the evaporator 500.

[0080] The second interface 620 is connected to the outlet side of the motor 100, and the fourth interface 640 is connected to the outlet side of the evaporator 500 to further control the connection between the battery 400 and the evaporator 500 and the motor circuit 900.

[0081] Please see Figure 1 and Figure 2 Specifically, when the motor 100 needs to dissipate heat and the battery 400 and evaporator 500 do not need to be heated, the first interface 610 and the third interface 630 are kept open, while the second interface 620 and the fourth interface 640 are kept closed, so that the coolant can only circulate in the motor circuit 900.

[0082] When the motor 100 needs heat dissipation, the battery 400 needs heating, and the evaporator 500 does not need heating, the first port 610, the second port 620, and the third port 630 are all kept open, while the fourth port 640 is kept closed. This allows the coolant to flow back from the first port 610 to the third port 630 after passing through the third port 630 via the motor circuit 900, while the other part of the coolant can flow through the inlet and outlet sides of the battery 400 to the second port 620, where it merges with the coolant at the first port 610 and returns to the third port 630.

[0083] When the motor 100 needs heat dissipation and both the battery 400 and the evaporator 500 need heating, the first port 610, the second port 620, the third port 630, and the fourth port 640 are all kept open. This allows the coolant to flow back from the first port 610 to the third port 630 after passing through the third port 630 via the motor circuit 900. Another portion of the coolant passes through the inlet and outlet sides of the battery 400 in sequence. A portion of the coolant then passes through the second port 620 and merges with the coolant from the first port 610. The remaining portion of the coolant passes through the inlet and outlet sides of the evaporator 500 in sequence, and then passes through the fourth port 640 and merges with the coolant from the first port 610 and the second port 620 before flowing to the third port 630.

[0084] It should be noted that in this embodiment, the first interface 610, the second interface 620, the third interface 630 and the fourth interface 640 are all unidirectional interfaces, and backflow of coolant is not allowed.

[0085] It should also be noted that in this embodiment, the first multi-way valve 600 is a solenoid valve. Under different operating conditions, the solenoid valve can quickly switch to the appropriate coolant flow path, improving the response speed and control accuracy of the thermal management integrated module. Furthermore, the first multi-way valve 600 can control the opening and closing degrees of the first interface 610, the second interface 620, the third interface 630, and the fourth interface 640 respectively, thereby adaptively adjusting the flow rate and volume of the coolant according to different needs. This improves the efficiency and adaptability of the entire thermal management integrated module, reduces its complexity, and saves layout space.

[0086] Please see Figure 1 and Figure 2 In an optional embodiment, the first multi-way valve 600 is configured to control the first interface 610 to connect with the third interface 630 while cooling the motor 100, and the second interface 620 and the fourth interface 640 to not connect with the third interface 630.

[0087] Specifically, in this embodiment, the first interface 610 is connected to the third interface 630, while the second interface 620 and the fourth interface 640 are not connected to the third interface 630. In this case, only the motor 100 requires heat dissipation; the evaporator 500 and the battery 400 do not require heating. The liquid pump 200 pumps coolant into the motor circuit 900. The coolant first flows through the motor 100 to absorb heat, then flows through the radiator 300, where the fan dissipates the heat to the outside. The coolant then continues to circulate through the first interface 610 and the third interface 630.

[0088] Please see Figure 1 and Figure 2 In an optional embodiment, the first multi-way valve 600 is configured to control the first interface 610, the second interface 620 and the fourth interface 640 to communicate with the third interface 630 when the battery 400 is heated and the evaporator 500 is used.

[0089] Specifically, in this embodiment, the first interface 610, the second interface 620, and the fourth interface 640 are connected to the third interface 630. At this time, the motor 100 needs heat dissipation, and the battery 400 and the evaporator 500 need heating. After passing through the third interface 630, part of the coolant can flow back from the first interface 610 to the third interface 630 through the motor circuit 900. Another part of the coolant passes through the inlet and outlet sides of the battery 400 in sequence. Part of the coolant passes through the second interface 620 and merges with the coolant in the first interface 610. Another part of the coolant passes through the inlet and outlet sides of the evaporator 500 in sequence, and then passes through the fourth interface 640 and merges with the coolant in the first interface 610 and the second interface 620 to the third interface 630. This allows the heat generated by the motor 100 to be effectively utilized without the need for additional heating of the battery 400 and the evaporator 500, improving energy utilization and reducing costs.

[0090] Please see Figure 1 and Figure 2 In an optional embodiment, the first multi-way valve 600 is a solenoid valve. Under different operating conditions, the solenoid valve can quickly switch to the appropriate coolant flow path, thereby improving the response speed and control accuracy of the thermal management integrated module.

[0091] Please see Figure 1 and Figure 2In an optional embodiment, the thermal management integrated module further includes a heater 800. When the outlet side of the motor 100 is connected to the motor circuit 900 through the first multi-way valve 600, the motor 100, the first multi-way valve 600, and the liquid pump 200 form a battery heating circuit 110. The battery heating circuit 110 is connected to the motor circuit 900. The heater 800 is disposed in the battery heating circuit 110, and the heater 800 is configured to heat the coolant flowing through it when it is turned on.

[0092] Specifically, in this embodiment, the heater 800 is a PTC (Positive Temperature Coefficient) thermistor. The heater 800 can heat up rapidly after being powered on, generating heat to heat the flowing coolant.

[0093] In other embodiments, the heater 800 may also have other structures, and this embodiment does not impose any restrictions on this.

[0094] Please see Figure 1 and Figure 2 Specifically, when the heat of motor 100 is insufficient, or motor 100 does not need to dissipate heat, but battery 400 and / or evaporator 500 need to be heated, heater 800 can be turned on.

[0095] When the motor 100 does not require cooling, the motor circuit 900 can be closed via the first multi-way valve 600. At this time, the coolant flows through the heater 800 to the inlet side of the battery 400. After passing through the outlet side of the motor 100, the coolant can either flow directly back to the liquid pump 200, or flow to the evaporator 500 to heat the evaporator 500 before flowing back to the liquid pump 200 and being heated again by the heater 800 for circulation.

[0096] Please see Figure 1 and Figure 2 When the motor 100 needs heat dissipation but its heat generation is insufficient, the outlet side of the motor 100 is connected to the motor circuit 900 via the first multi-way valve 600, forming a battery heating circuit 110. In the battery heating circuit 110, the heater 800 heats the flowing coolant. Thus, even when the heat generated by the motor 100 is insufficient to meet the heating requirements of the battery 400 and evaporator 500, the heater 800 can provide additional heat, ensuring that the battery 400 and evaporator 500 reach the required operating temperature. This allows the thermal management integrated module to flexibly meet the vehicle's thermal management needs under various operating conditions, improving the adaptability and reliability of the entire thermal management integrated module.

[0097] Furthermore, in this embodiment, the heater 800 is located on the branch connecting the inlet side of the battery 400 and the motor circuit 900, rather than directly on the overlap between the motor circuit 900 and the battery heating circuit 110, thereby avoiding the heater 800 heating the coolant that is about to flow to the radiator 300, thus preventing energy waste.

[0098] Please see Figure 1 and Figure 2 Specifically, the coolant pump 200 pumps coolant into the motor circuit 900. The coolant first flows through the motor 100, absorbing the heat generated by the motor 100. Subsequently, a portion of the coolant flows through the heater 800 for heating, and then enters the battery 400 through the inlet side, raising the battery 400's temperature to a suitable operating range. The other portion of the coolant flows to the radiator 300 for heat dissipation. After heating the battery 400, a portion of the coolant flows from the battery 400's outlet side to the motor circuit 900 for continued heat dissipation circulation, while the other portion flows to the evaporator 500's inlet side, utilizing the remaining heat from heating the battery 400 to heat the evaporator 500. Finally, the coolant flows from the evaporator 500's outlet side back to the motor circuit 900 for heat dissipation circulation.

[0099] Please see Figure 1 and Figure 2 In an optional embodiment, the thermal management integrated module further includes a second multi-way valve 700, which is located at the intersection of the battery heating circuit 110 and the motor circuit 900. The second multi-way valve 700 includes an inlet end 710, a first outlet end 720 and a second outlet end 730. The inlet end 710 is connected to the outlet side of the liquid pump 200, the first outlet end 720 is connected to the side of the radiator 300 away from the motor 100, and the second outlet end 730 is connected to the inlet side of the battery 400.

[0100] Specifically, in this embodiment, the inlet end 710 of the second multi-way valve 700 is connected to the outlet side of the liquid pump 200, the first outlet end 720 is connected to the side of the radiator 300 away from the motor 100, and the second outlet end 730 is connected to the inlet side of the battery 400, so that the coolant pumped in by the liquid pump 200 can flow to the first outlet end 720 and the second outlet end 730 respectively after entering the inlet end 710 to achieve diversion.

[0101] Meanwhile, by controlling the opening and closing degrees of the first outlet 720 and the second outlet 730 in the second multi-way valve 700, the coolant can be flexibly distributed to the radiator 300 and the battery 400 according to the actual needs of the vehicle. When the heat dissipation demand of the motor 100 is high, the coolant mainly flows to the radiator 300; when the heating demand of the battery 400 is high, the coolant mainly flows to the battery 400. This allows the thermal management integrated module to accurately meet the heat dissipation needs of the motor 100 and the heating needs of the battery 400 under different operating conditions, improving the efficiency and adaptability of the entire thermal management integrated module.

[0102] Please see Figure 1 and Figure 2 In an optional embodiment, the inlet 710 may be selectively connected to at least one of the first outlet 720 and the second outlet 730.

[0103] Specifically, in this embodiment, when the motor 100 needs to dissipate heat and neither the evaporator 500 nor the battery 400 requires heating, the inlet end 710 can be connected only to the first outlet end 720, so that the coolant will not flow to the battery heating circuit 110.

[0104] When the motor 100 needs to dissipate heat, and at least one of the evaporator 500 and the battery 400 has a heating requirement, the first outlet end 720 and the second outlet end 730 are both connected to the inlet end 710, so that the heat of the motor 100 can be used to heat at least one of the evaporator 500 and the battery 400, thus achieving efficient use of energy.

[0105] Please see Figure 1 and Figure 2 In an optional embodiment, the heater 800 is located between the second multi-way valve 700 and the inlet side of the battery 400.

[0106] Specifically, in this embodiment, the heater 800 is located between the second multi-way valve 700 and the inlet side of the battery 400. This ensures that the coolant heated by the heater 800 does not directly enter the motor circuit 900 through the first outlet 720, but directly enters the inlet side of the battery 400, thereby avoiding energy waste.

[0107] Please see Figure 1 and Figure 2 Secondly, this embodiment provides a vehicle including a vehicle body and having a passenger compartment; as in any of the first aspects, the thermal management integrated module, wherein the evaporator 500 in the thermal management integrated module is configured to exchange heat with air blown into the passenger compartment.

[0108] The thermal management integration module has been described in the above embodiments and will not be repeated here.

[0109] The vehicle provided in this embodiment includes a vehicle body and a passenger compartment; a thermal management integrated module as described in any of the first aspects, the thermal management integrated module includes a motor 100; a liquid pump 200; a radiator 300, the radiator 300 being disposed between the liquid pump 200 and the motor 100, and the radiator 300 being configured to dissipate heat from the motor 100; the motor 100, the liquid pump 200, and the radiator 300 forming a motor circuit 900; the liquid pump 200 being used to supply coolant to the motor circuit 900; and a battery 400, the battery 400 having an inlet side and an outlet side for coolant to enter and exit, the inlet side of the battery 400 being connected to the motor circuit 900 at the position between the liquid pump 200 and the radiator 300, and the outlet side of the battery 400 being connected to the outlet side of the battery 400. The motor circuit 900 is connected to the position between the motor 100 and the liquid pump 200; the evaporator 500 has an inlet side and an outlet side for coolant to enter and exit, the inlet side of the evaporator 500 is connected to the outlet side of the battery 400, and the outlet side of the evaporator 500 is connected to the position between the motor circuit 900 and the motor 100 and the liquid pump 200; the first multi-way valve 600 is located between the motor 100 and the liquid pump 200, and the first multi-way valve 600 is connected to the outlet side of the motor 100 and the outlet side of the evaporator 500, and the first multi-way valve 600 is configured to control the on / off state of the motor circuit 900, and the on / off state of the outlet side of the motor 100 and the outlet side of the evaporator 500 and the motor circuit 900. By integrating the motor circuit 900 with the battery 400 and the evaporator 500, the heat generated by the motor 100 can enter the battery 400 circuit through the inlet side of the battery 400, providing the heat required to heat the battery 400. At the same time, the coolant flows through the battery 400 and then flows to the evaporator 500 to continue to heat the evaporator 500, meeting the heating needs of the passenger compartment. This reduces the complexity of the thermal management integration module, simplifies the vehicle layout, and improves the vehicle's reliability and maintainability.

[0110] Finally, it should be noted that other embodiments of this utility model will readily occur to those skilled in the art upon consideration of the specification and practice of the utility model disclosed herein. This utility model is intended to cover any variations, uses, or adaptations of this utility model that follow the general principles of this utility model and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this utility model is limited only by the appended claims.

Claims

1. A thermal management integrated module, characterized in that, include: Electric motor; Liquid pump; A radiator is disposed between the liquid pump and the motor, and the radiator is configured to dissipate heat from the motor; the motor, the liquid pump, and the radiator form a motor circuit; the liquid pump is used to supply coolant to the motor circuit; The battery has an inlet side and an outlet side for the coolant to enter and exit, the inlet side of the battery is connected to the motor circuit at the position between the liquid pump and the radiator, and the outlet side of the battery is connected to the motor circuit at the position between the motor and the liquid pump; An evaporator having an inlet side and an outlet side for the coolant to enter and exit, the inlet side of the evaporator being connected to the outlet side of the battery, and the outlet side of the evaporator being connected to the motor circuit at a position between the motor and the liquid pump; A first multi-way valve is disposed between the motor and the liquid pump, and the first multi-way valve is connected to the outlet side of the motor and the outlet side of the evaporator. The first multi-way valve is configured to control the on / off state of the motor circuit, and the on / off state of the battery outlet side and the evaporator outlet side with the motor circuit.

2. The thermal management integrated module according to claim 1, characterized in that, The first multi-way valve has a first interface, a second interface, a third interface and a fourth interface. The first interface and the third interface are both connected to the motor circuit at a position between the motor and the liquid pump, wherein the third interface is located close to the liquid pump. The second interface is connected to the outlet side of the motor, and the fourth interface is connected to the outlet side of the evaporator; The first multi-way valve is configured to control at least one of the first, second, and fourth ports to communicate with the third port.

3. The thermal management integrated module according to claim 2, characterized in that, The first multi-way valve is configured to control the first interface to be connected to the third interface when the motor is being cooled, while the second interface and the fourth interface are not connected to the third interface.

4. The thermal management integrated module according to claim 2, characterized in that, The first multi-way valve is configured to control the first interface, the second interface, and the fourth interface to be connected to the third interface when the battery is heated and the evaporator is used.

5. The thermal management integrated module according to claim 2, characterized in that, The first multi-way valve is a solenoid valve.

6. The thermal management integrated module according to any one of claims 1-5, characterized in that, It also includes a heater. When the outlet side of the motor is connected to the motor circuit through the first multi-way valve, the motor, the first multi-way valve, and the liquid pump form a battery heating circuit; the battery heating circuit is connected to the motor circuit. The heater is located within the battery heating circuit and is configured to heat the coolant flowing through it when turned on.

7. The thermal management integrated module according to claim 6, characterized in that, It also includes a second multi-way valve, which is located at the junction of the battery heating circuit and the motor circuit; The second multi-way valve includes an inlet end, a first outlet end, and a second outlet end. The inlet end is connected to the outlet side of the liquid pump, the first outlet end is connected to the side of the radiator away from the motor, and the second outlet end is connected to the inlet side of the battery.

8. The thermal management integrated module according to claim 7, characterized in that, The inlet end may be selectively connected to at least one of the first outlet end and the second outlet end.

9. The thermal management integrated module according to claim 7, characterized in that, The heater is located between the second multi-way valve and the inlet side of the battery.

10. A vehicle, characterized in that, include: The vehicle body includes a passenger compartment; The thermal management integrated module as described in any one of claims 1-9, wherein the evaporator in the thermal management integrated module is configured to exchange heat with air blown into the occupant compartment.

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