Air conditioning system and its internal heat exchanger, whole vehicle thermal management system, vehicle

Abstract

The application relates to the technical field of heat management of vehicles, and particularly provides an air conditioning system, an internal heat exchanger of the air conditioning system, a whole vehicle heat management system and a vehicle. The air conditioning system comprises a condenser, an evaporator and a pipeline. The pipeline comprises a high-pressure part corresponding to high-pressure refrigerant on a downstream side of the condenser and a low-pressure part corresponding to low-pressure refrigerant on a downstream side of the evaporator. The internal heat exchanger comprises a first refrigerant passage in communication with the high-pressure part and a second refrigerant passage in communication with the low-pressure part. Heat exchange can be performed between refrigerant flowing through the first refrigerant passage and the second refrigerant passage. The internal heat exchanger comprises a plate-shaped base body. At least part of the first refrigerant passage and the second refrigerant passage is formed on the plate-shaped base body. Through the structure, a possible structure form of the internal heat exchanger is given.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of thermal management of vehicles, and specifically provides an air conditioning system, an internal heat exchanger thereof, a whole vehicle thermal management system and a vehicle. BACKGROUND

[0002] The air conditioning system of an automobile is mainly used to provide cold and heat for the cabin space of the passenger compartment, and the air conditioning system mainly includes a refrigerant (refrigerant) circulation loop composed of a compressor, a condenser, a throttling component and an evaporator. There are two ways to provide cold and heat for the cabin space of the passenger compartment: one is to obtain cold and heat by running the refrigerant circulation loop, and the other is to obtain only cold by running the refrigerant circulation loop, and to obtain heat by configuring a PTC in the air conditioning box communicating with the cabin space, and to release heat to the cabin space by heating the PTC.

[0003] With the development of electric vehicles, in order to improve the cruising range, there is a demand for cooling of heat generating components such as motors and a demand for heating or cooling of power batteries to keep them within a certain temperature range. In view of the fact that cold and heat can be exchanged within the whole vehicle, functions related to heat / cold are integrated into a whole vehicle thermal management system, such as a whole vehicle thermal management system which usually includes a refrigerant circulation loop, a coolant circulation loop and a heat exchanger allowing heat exchange between the two. The current thermal management system has different degrees of single-piece design and dispersed arrangement, which often leads to an increase in air conditioning pipes, cooling pipes, whole vehicle wiring harnesses, etc., which inevitably leads to a decrease in the space utilization rate of the electric vehicle (front compartment). Therefore, how to improve the integration of the whole vehicle thermal management system is a problem to be solved. Or how to further improve the integration of the whole vehicle thermal management system still has room for improvement.

[0004] Correspondingly, there is a need in the art for a new technical solution to solve the above problems. SUMMARY

[0005] In order to at least partially solve the above technical problems, the present application is proposed.

[0006] In a first aspect, the present application provides an internal heat exchanger of an air conditioning system, the air conditioning system including a condenser, an evaporator and a pipe, wherein the pipe includes a high-pressure portion corresponding to high-pressure refrigerant on a downstream side of the condenser and a low-pressure portion corresponding to low-pressure refrigerant on a downstream side of the evaporator, the internal heat exchanger including a first refrigerant passage communicating with the high-pressure portion and a second refrigerant passage communicating with the low-pressure portion, and heat exchangeable between refrigerants flowing through the first refrigerant passage and the second refrigerant passage, wherein the internal heat exchanger includes a plate-like base body, and at least a part of the first refrigerant passage and the second refrigerant passage is formed in the plate-like base body.

[0007] With such a configuration, a possible structure of the internal heat exchanger is given.

[0008] Compared with a conventional coaxial pipe, the way of forming the passages in the plate-like base body can make the passages having heat exchangeable relationship more flexible in arrangement, such as flow lines, cross-sectional shape / dimension, length and arrangement position in the plate-like base body, etc.

[0009] For the above internal heat exchanger, in a possible implementation, at least a section of the first refrigerant passage and / or the second refrigerant passage, in the case that the first refrigerant passage or the second refrigerant passage includes multiple sections, at least a part of the multiple sections is the same or different.

[0010] With such a configuration, a specific configuration of the first refrigerant passage and the second refrigerant passage is given.

[0011] The difference between the sections can be manifested in the above-mentioned flow lines, cross-sectional shape / dimension, length and arrangement position in the plate-like base body, etc.

[0012] For the above internal heat exchanger, in a possible implementation, the first refrigerant passage and the second refrigerant passage have a common wall, so that heat exchangeable between refrigerants flowing through the first refrigerant passage and the second refrigerant passage is via the wall.

[0013] With such a configuration, a specific structure for heat exchange between refrigerants flowing through the two refrigerant passages is given.

[0014] It can be understood that the structure of the wall and parameters such as thickness and material can be determined by those skilled in the art according to actual needs, so that heat exchange between refrigerants flowing through the two refrigerant passages can be sufficient.

[0015] For the above-mentioned internal heat exchanger, in one possible implementation, the first refrigerant passage and the second refrigerant passage are formed in the plate-like base body in flow lines of approximately the same trend.

[0016] Through such a configuration, a specific distribution form of the first refrigerant passage and the second refrigerant passage on the plate-like base body is given.

[0017] For the above-mentioned internal heat exchanger, in one possible implementation, the flow directions of at least a portion of the refrigerant flowing through the first refrigerant passage and the second refrigerant passage are opposite.

[0018] Through such a configuration, a specific structural form of the first refrigerant passage and the second refrigerant passage constituting the internal heat exchanger is given.

[0019] In the second aspect, the application provides an air conditioning system, which comprises the internal heat exchanger of any one of the above-mentioned air conditioning systems.

[0020] It can be understood that the air conditioning system has all the technical effects of the internal heat exchanger of any one of the above-mentioned air conditioning systems, which will not be repeated here.

[0021] In the third aspect, the application provides a whole vehicle thermal management system, which comprises a controller, a first thermal management part with refrigerant as the flow medium, and a second thermal management part with cooling liquid as the flow medium, wherein the first thermal management part comprises a plurality of first thermal management components and comprises a refrigerant flow channel plate, a plurality of refrigerant flow circuits are formed in the refrigerant flow channel plate, and the first thermal management components with a connection relationship are connected to each other through the corresponding refrigerant flow circuits; wherein the second thermal management part comprises a plurality of second thermal management components and comprises a cooling liquid flow channel plate, a plurality of cooling liquid flow circuits are formed in the cooling liquid flow channel plate, and the second thermal management components with a connection relationship are connected to each other through the corresponding cooling liquid flow circuits; wherein the electronic expansion valve and / or the electronic refrigerant valve are included in the first thermal management components, and the coils of at least a portion of the electronic expansion valve and / or the electronic refrigerant valve are arranged at a position close to the controller, and the refrigerant flow channel plate is the plate-like base body in the internal heat exchanger of any one of the above-mentioned air conditioning systems.

[0022] Through such a configuration, integration of the thermal management system can be achieved.

[0023] It can be understood that the whole vehicle thermal management system has all the technical effects of the internal heat exchanger of any one of the above-mentioned air conditioning systems, which will not be repeated here.

[0024] It can be understood that the person skilled in the art can determine the specific configuration of the first / second thermal management part and the specific principle thereof satisfying the corresponding thermal management requirement according to the actual requirement. Correspondingly, the person skilled in the art can determine the specific arrangement of the refrigerant / cooling liquid flow passage loop in the refrigerant / cooling liquid flow passage plate and the specific connection mode of the related first / second thermal management component and the refrigerant / cooling liquid flow passage loop according to the actual requirement.

[0025] By setting the coil of the electronic expansion valve and / or the electronic refrigerant valve close to the controller, by integrating the controller close to the coil of the electronic expansion valve and / or the electronic refrigerant valve, not only the connection harness is saved to the maximum extent, but also the control accuracy and stability of the electronic expansion valve and / or the electronic refrigerant valve can be kept at the same level as the performance of the valve.

[0026] It can be understood that the person skilled in the art can determine the degree of proximity and the way of proximity according to the actual requirement. Exemplarily, the coil of the electronic expansion valve and / or the electronic refrigerant valve can be connected to the existing structure of the controller, or an intermediate structure can be additionally provided, and the controller and the coil of the electronic expansion valve and / or the electronic refrigerant valve are connected through the intermediate structure respectively to realize the integration close to each other.

[0027] It can be understood that the person skilled in the art can determine the number of the electronic expansion valve and / or the electronic refrigerant valve integrated close to the controller and the specific role thereof in the first thermal management part according to the actual requirement. In other words, the person skilled in the art can integrate all or part of the electronic expansion valve and / or the electronic refrigerant valve close to the controller according to the actual requirement. For example, in the vehicle thermal management system based on the first principle diagram, the first thermal management part contains M electronic expansion valves and / or electronic refrigerant valves, and the coils of the M valves are integrated close to the controller; in the vehicle thermal management system based on the second principle diagram, the first thermal management part contains N electronic expansion valves and / or electronic refrigerant valves, and the coils of a part of the N valves are integrated close to the controller; and the like.

[0028] For the above-mentioned vehicle thermal management system, in a possible implementation, the refrigerant flow passage plate and the cooling liquid flow passage plate are connected to each other, and the controller is fixed to the refrigerant flow passage plate and / or the cooling liquid flow passage plate.

[0029] Through such a configuration, a specific connection mode of the vehicle thermal management system after integration is given.

[0030] For the above-mentioned vehicle thermal management system, in a possible implementation, the refrigerant flow passage plate and the cooling liquid flow passage plate are connected to each other through a multi-point connection mode along the thickness direction close to each other.

[0031] Through such a configuration, a specific connection mode between the refrigerant flow channel plate and the cooling liquid flow channel plate is given.

[0032] For the above-mentioned whole vehicle thermal management system, in a possible implementation, the refrigerant flow channel plate comprises a refrigerant main body part and a refrigerant cover plate part, and the refrigerant main body part and the refrigerant cover plate part form the refrigerant flow circulation loop; and / or the cooling liquid flow channel plate comprises a cooling liquid main body part and a cooling liquid cover plate part, and the cooling liquid main body part and the cooling liquid cover plate part form the cooling liquid flow circulation loop.

[0033] Through such a configuration, a specific structure mode of the refrigerant / cooling liquid flow channel plate is given.

[0034] It can be understood that the specific structure mode of the circulation loop can be determined by the person skilled in the art according to the actual situation. Exemplarily, a part of a groove (half groove) is arranged on the main body part and the cover plate part respectively, and the corresponding channel can be formed after the two half grooves are buckled.

[0035] It can be understood that the person skilled in the art can determine the material, structure form, number and connection relationship between the refrigerant / cooling liquid (main body, cover plate) parts according to the actual demand.

[0036] For the above-mentioned whole vehicle thermal management system, in a possible implementation, the refrigerant main body part is formed with a refrigerant flow channel corresponding to the refrigerant flow circulation loop, and the refrigerant cover plate part covers the refrigerant flow channel; and / or the cooling liquid main body part is formed with a cooling liquid flow channel corresponding to the cooling liquid flow circulation loop, and the cooling liquid cover plate part covers the cooling liquid flow channel.

[0037] Through such a configuration, a specific structure mode of the refrigerant / cooling liquid flow channel is given.

[0038] For the above-mentioned whole vehicle thermal management system, in a possible implementation, the refrigerant flow channel plate is provided with a refrigerant flow channel port at a position required to be connected with the first thermal management component, so that the first thermal management components having a connection relationship are connected with the refrigerant flow channel plate through the refrigerant flow channel port, and then communicated with each other through the corresponding refrigerant flow circulation loop; and / or the cooling liquid flow channel plate is provided with a cooling liquid flow channel port at a position required to be connected with the second thermal management component, so that the second thermal management components having a connection relationship are connected with the cooling liquid flow channel plate through the cooling liquid flow channel port, and then communicated with each other through the corresponding cooling liquid flow circulation loop.

[0039] Through such a configuration, a specific connection mode between the first / second thermal management components and the refrigerant / cooling liquid flow channel plate is given.

[0040] In a possible implementation of the vehicle thermal management system, the first thermal management component is sealingly connected with the refrigerant flow channel plate at a position corresponding to the refrigerant flow channel port; and / or the second thermal management component is sealingly connected with the coolant flow channel plate at a position corresponding to the coolant flow channel port.

[0041] Through such a configuration, a specific connection mode between the first / second thermal management component and the refrigerant / coolant flow channel plate at the refrigerant / coolant flow channel port is given.

[0042] In a possible implementation of the vehicle thermal management system, the first thermal management component includes an internal heat exchanger, the internal heat exchanger includes a first refrigerant passage corresponding to a high-pressure portion on a downstream side of a condenser and a second refrigerant passage corresponding to a low-pressure refrigerant on a downstream side of an evaporator, and the first refrigerant passage and the second refrigerant passage are both formed in the refrigerant flow channel plate and have walls capable of heat transfer.

[0043] Through such a configuration, deep integration of the vehicle thermal management system is achieved by modifying the first thermal management component itself.

[0044] In a possible implementation of the vehicle thermal management system, the controller is a thermal management domain controller, and a coil of the electronic expansion valve and / or the electronic refrigerant valve is integrated with the controller in a manner close to a PCBA board of the thermal management domain controller.

[0045] Through such a configuration, a specific implementation mode in which the coil of the electronic expansion valve and / or the electronic refrigerant valve is close to the controller is given. It can be understood that a person skilled in the art can determine the specific structure relied on to achieve the closeness of the two and the specific closeness degree, etc. according to actual needs. For example, an intermediate structure is configured to be arranged adjacent to the PCBA board, and the coil of the electronic expansion valve and / or the electronic refrigerant valve is arranged on the intermediate structure.

[0046] In a possible implementation of the vehicle thermal management system, the controller includes a housing, and the coil of the electronic expansion valve and / or the electronic refrigerant valve and the PCBA board are both arranged in the housing.

[0047] Through such a configuration, a specific structural form in which the thermal management domain controller participates in integration is given.

[0048] In a fourth aspect, the present application provides a vehicle including the vehicle thermal management system according to any one of the preceding aspects.

[0049] It can be understood that the vehicle has all the technical effects of the interior heat exchanger of any one of the preceding air conditioning systems and the whole vehicle thermal management system, which will not be repeated here.

[0050] Proposal 1. An interior heat exchanger of an air conditioning system, characterized in that the air conditioning system includes a condenser, an evaporator, and a pipeline, wherein the pipeline includes a high-pressure portion corresponding to high-pressure refrigerant on a downstream side of the condenser and a low-pressure portion corresponding to low-pressure refrigerant on a downstream side of the evaporator,

[0051] the interior heat exchanger includes a first refrigerant passage in communication with the high-pressure portion and a second refrigerant passage in communication with the low-pressure portion, and refrigerant flowing through the first refrigerant passage and the second refrigerant passage can exchange heat therebetween,

[0052] wherein the interior heat exchanger includes a plate-shaped base body, and at least a part of the first refrigerant passage and the second refrigerant passage is formed on the plate-shaped base body.

[0053] Proposal 2. The interior heat exchanger of the air conditioning system according to Proposal 1, characterized in that the first refrigerant passage and / or the second refrigerant passage includes at least one section,

[0054] in the case where the first refrigerant passage or the second refrigerant passage includes multiple sections, at least a part of the multiple sections is the same or different.

[0055] Proposal 3. The interior heat exchanger of the air conditioning system according to Proposal 2, characterized in that the first refrigerant passage and the second refrigerant passage have a shared wall so as to:

[0056] refrigerant flowing through the first refrigerant passage and the second refrigerant passage can exchange heat therebetween via the wall.

[0057] Proposal 4. The interior heat exchanger of the air conditioning system according to Proposal 1, characterized in that the first refrigerant passage and the second refrigerant passage are formed in the plate-shaped base body in flow lines with approximately the same trend.

[0058] Proposal 5. The interior heat exchanger of the air conditioning system according to Proposal 1, characterized in that flow directions of at least a part of refrigerant flowing through the first refrigerant passage and the second refrigerant passage are opposite.

[0059] Proposal 6. An air conditioning system, characterized in that the air conditioning system includes the interior heat exchanger of the air conditioning system according to any one of Proposals 1 to 5.

[0060] Proposal 7. A vehicle thermal management system, characterized in that the vehicle thermal management system comprises a controller, a first thermal management unit with a flow medium of refrigerant, and a second thermal management unit with a flow medium of coolant,

[0061] wherein the first thermal management unit comprises a plurality of first thermal management components and a refrigerant flow channel plate in which a plurality of refrigerant flow circuits are formed, and the first thermal management components having a connection relationship are connected to each other through the corresponding refrigerant flow circuits;

[0062] wherein the second thermal management unit comprises a plurality of second thermal management components and a coolant flow channel plate in which a plurality of coolant flow circuits are formed, and the second thermal management components having a connection relationship are connected to each other through the corresponding coolant flow circuits;

[0063] wherein the first thermal management components include an electronic expansion valve and / or an electronic refrigerant valve, and the coils of at least a portion of the electronic expansion valve and / or the electronic refrigerant valve are arranged close to the controller;

[0064] wherein the first thermal management unit is the air conditioning system described in Proposal 6, and the plate-shaped base body is the refrigerant flow channel plate.

[0065] Proposal 8. The vehicle thermal management system according to Proposal 7, characterized in that the refrigerant flow channel plate and the coolant flow channel plate are connected to each other, and the controller is fixed to the refrigerant flow channel plate and / or the coolant flow channel plate.

[0066] Proposal 9. The vehicle thermal management system according to Proposal 8, characterized in that the refrigerant flow channel plate and the coolant flow channel plate are connected to each other in a multi-point connection manner along the thickness direction close to each other.

[0067] Proposal 10. The vehicle thermal management system according to Proposal 7, characterized in that the refrigerant flow channel plate comprises a refrigerant main body portion and a refrigerant cover plate portion, and the refrigerant flow circuits are formed between the refrigerant main body portion and the refrigerant cover plate portion; and / or

[0068] the coolant flow channel plate comprises a coolant main body portion and a coolant cover plate portion, and the coolant flow circuits are formed between the coolant main body portion and the coolant cover plate portion.

[0069] Proposal 11. The vehicle thermal management system according to Proposal 10, characterized in that the refrigerant main body portion is formed with refrigerant flow channels corresponding to the refrigerant flow circuits, and the refrigerant cover plate portion covers the refrigerant flow channels; and / or

[0070] The cooling liquid main body part is formed with a cooling liquid flow passage corresponding to the cooling liquid flow circulation circuit, and the cooling liquid cover part covers the cooling liquid flow passage.

[0071] Proposal 12. The whole vehicle thermal management system according to proposal 7, characterized in that the refrigerant flow passage plate is provided with a refrigerant flow passage port at a position where it needs to be connected with the first thermal management component, so that the first thermal management components having a connection relationship are connected with each other through the corresponding refrigerant flow circulation circuit after being connected with the refrigerant flow passage plate through the refrigerant flow passage port; and / or

[0072] The cooling liquid flow passage plate is provided with a cooling liquid flow passage port at a position where it needs to be connected with the second thermal management component, so that the second thermal management components having a connection relationship are connected with each other through the corresponding cooling liquid flow circulation circuit after being connected with the cooling liquid flow passage plate through the cooling liquid flow passage port.

[0073] Proposal 13. The whole vehicle thermal management system according to proposal 12, characterized in that the first thermal management component is sealingly connected with the refrigerant flow passage plate at a position corresponding to the refrigerant flow passage port; and / or

[0074] The second thermal management component is sealingly connected with the cooling liquid flow passage plate at a position corresponding to the cooling liquid flow passage port.

[0075] Proposal 14. The whole vehicle thermal management system according to proposal 7, characterized in that the controller is a thermal management domain controller, the thermal management domain controller comprises a PCBA board, and the coil of the electronic expansion valve and / or the electronic refrigerant valve is integrated with the controller in a manner close to the PCBA board.

[0076] Proposal 15. The whole vehicle thermal management system according to proposal 14, characterized in that the controller comprises a housing, and the coil of the electronic expansion valve and / or the electronic refrigerant valve and the PCBA board are arranged in the housing.

[0077] Proposal 16. A vehicle, characterized in that the vehicle comprises the internal heat exchanger of the air conditioning system according to any one of proposals 1 to 5; or

[0078] The vehicle comprises the air conditioning system according to proposal 6; or

[0079] The vehicle comprises the internal heat exchanger of the air conditioning system according to any one of proposals 7 to 15. BRIEF DESCRIPTION OF DRAWINGS

[0080] The principle diagram of a specific whole vehicle thermal management system is as follows Figure 3 and the preferred embodiments of the present application are described below with reference to the accompanying drawings, in which:

[0081] Figure 1Structure diagram of a heat management integrated module (hereinafter referred to as heat management integrated module) of a whole vehicle heat management system according to an embodiment of the present application, viewed from one side (refrigerant flow channel plate side) thereof;

[0082] Figure 2 Structure diagram of a heat management integrated module according to an embodiment of the present application, viewed from the other side (cooling liquid flow channel plate side) thereof;

[0083] Figure 3 Principle diagram of a whole vehicle heat management system based on a heat management integrated module according to an embodiment of the present application;

[0084] Figure 4 Structure diagram of an internal heat exchanger (hereinafter referred to as coaxial tube) according to a conventional example, in the form of a coaxial tube;

[0085] Figure 5 Structure diagram of an internal heat exchanger according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application;

[0086] Figure 6 Structure diagram of a refrigerant flow channel plate according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application, viewed from one side thereof;

[0087] Figure 7 Structure diagram of a refrigerant flow channel plate according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application, viewed from the other side thereof;

[0088] Figure 8 Structure diagram of a cooling liquid flow channel plate according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application, viewed from one side thereof;

[0089] Figure 9 Structure diagram of a cooling liquid flow channel plate according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application, viewed from the other side thereof;

[0090] Figure 10 Structure diagram of a heat management domain controller and wiring harness according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application, viewed from one side thereof;

[0091] Figure 11 Structure diagram of a heat management domain controller and wiring harness according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application, viewed from the other side thereof;

[0092] Figure 12 Structure diagram of a heat management domain controller according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application;

[0093] Figure 13 Structure diagram of a vibration isolation system according to an embodiment of the present application, in a heat management integrated module according to an embodiment of the present application;

[0094] Figure 14 A schematic diagram showing refrigerant flow in a passenger cabin cooling mode of a thermal management integrated module according to an embodiment of the application;

[0095] Figure 15 A schematic diagram showing refrigerant flow in a power battery cooling mode of a thermal management integrated module according to an embodiment of the application;

[0096] Figure 16 A schematic diagram showing refrigerant flow in an air source heat pump heating mode of a thermal management integrated module according to an embodiment of the application;

[0097] Figure 17 A schematic diagram showing refrigerant flow in a waste heat recovery heat pump heating mode of a thermal management integrated module according to an embodiment of the application;

[0098] Figure 18 A schematic diagram showing coolant flow in mode one of a thermal management integrated module according to an embodiment of the application;

[0099] Figure 19 A schematic diagram showing coolant flow in mode two of a thermal management integrated module according to an embodiment of the application;

[0100] Figure 20 A schematic diagram showing coolant flow in mode three of a thermal management integrated module according to an embodiment of the application;

[0101] Figure 21 A schematic diagram showing coolant flow in mode four of a thermal management integrated module according to an embodiment of the application;

[0102] Figure 22 A schematic diagram showing coolant flow in mode five of a thermal management integrated module according to an embodiment of the application;

[0103] Figure 23 A schematic diagram showing coolant flow in mode six of a thermal management integrated module according to an embodiment of the application;

[0104] Figure 24 A schematic diagram showing a comparison of reduction in air conditioning pipe length of a thermal management integrated module according to an embodiment of the application compared to a non-integrated scheme;

[0105] Figure 25 A schematic diagram showing a comparison of reduction in cooling pipe length of a thermal management integrated module according to an embodiment of the application compared to a non-integrated scheme; and

[0106] Figure 26 A schematic diagram showing a comparison of reduction in wiring harness and connector of a thermal management integrated module according to an embodiment of the application compared to a non-integrated scheme. DETAILED DESCRIPTION

[0107] The preferred embodiments of the present application will be described below with reference to the accompanying drawings. It should be understood that the embodiments are only used to explain the technical principles of the present application, and are not intended to limit the protection scope of the present application. For example, although the present embodiments are described in combination with the specific pipeline shape and the components such as the compressor and the heat exchanger which are arranged at specific positions and are adapted to the schematic diagram of the heat management system, this is not intended to limit the protection scope of the present application. Those skilled in the art can make reasonable changes without departing from the principles of the present application, for example, the related pipeline and components can be integrated according to any schematic diagram which can realize the heat management of the whole vehicle, and the corresponding pipeline can be changed from the broken line to the diagonal line, the radial size / length (straight length or total length) of the pipeline can be adjusted appropriately according to the actual requirements, and the like.

[0108] It should be noted that, in the description of the present application, the terms indicating the direction or position relationship such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like are based on the direction or position relationship shown in the drawings, which is only for the convenience of description, and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance.

[0109] In addition, it should also be noted that, in the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "arrangement", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be directly connected, or indirectly connected through an intermediate medium, or the internal communication of two elements. Those skilled in the art can understand the specific meaning of the above terms in the present application according to the specific circumstances.

[0110] In addition, in order to better illustrate the present application, a large number of specific details are given in the specific embodiments below, and those skilled in the art should understand that the present application can also be implemented without some specific details. In some examples, the principles of the heat management of the vehicle and the like which are well known to those skilled in the art are not described in detail, so as to highlight the main idea of the present application.

[0111] The whole vehicle thermal management system is mainly used for generally planning cold and heat so as to meet the demand of cold and heat in the whole vehicle, such as the cooling / heating demand of cabin space, the cooling demand of motor, the heating / cooling demand of power battery, etc. Part of the cold and heat is supplied by means such as running refrigerant circulation loop, starting PTC, cooling liquid carrying cold, etc. Part of the heat is obtained by means such as recovering the cold and heat of other parts. Part of the components in the whole vehicle thermal management system is integrated to form a thermal management integrated module.

[0112] As in the present example, Figure 3 The shadow area in the present example covers the thermal management components and management participating in the formation of the thermal management integrated module. It can be understood that the components / pipes participating / not participating in the formation of the thermal management integrated module and their positions can be adjusted by those skilled in the art according to actual needs.

[0113] Hereinafter, the present application will be described with reference to all or part of Figures 1 to 26 .

[0114] Mainly with reference to Figures 1 to 3 , in a possible embodiment, the thermal management integrated module 100 mainly comprises a refrigerant flow channel plate 200, a cooling liquid flow channel plate 300 and a plurality of thermal management components constituting the whole vehicle thermal management system.

[0115] Among them, a plurality of (sections) of refrigerant flow circulation loops 201 are formed in the refrigerant flow channel plate 200, specifically, based on the principle schematic diagram of the whole vehicle thermal management system shown in Figure 3 , when different refrigerant side components need to have a communication relationship, the communication of the two can be realized through the refrigerant flow circulation loop 201 formed at the corresponding position of the refrigerant flow channel plate. Similarly, a plurality of cooling liquid flow circulation loops 301 are formed in the cooling liquid flow channel plate 300, when different cooling liquid side components need to have a communication relationship, the communication of the two can be realized through the cooling liquid flow circulation loop 301 formed at the corresponding position of the cooling liquid flow channel plate.

[0116] Meanwhile, the refrigerant flow channel plate 200 and the coolant flow channel plate 300 can be used to share the task of mounting the plurality of thermal management components as the load bearing member (mounting carrier) of the entire thermal management integrated module 100. As the key component in the thermal management integrated module of the present application, the refrigerant flow channel plate 200 and the coolant flow channel plate 300 allow the plurality of thermal management components to be mounted on the refrigerant flow channel plate 200 or the coolant flow channel plate 300 according to actual needs on the premise that the connection relationship consistent with the schematic diagram of the entire vehicle thermal management system can be achieved. On this basis, the thermal management components with the communication relationship can be connected with each other through the refrigerant flow circuit 201 or the coolant flow circuit 301. By designing the mounting position of each thermal management component on the refrigerant flow channel plate 200 / coolant flow channel plate 300, the circuit in the refrigerant flow channel plate 200 and the coolant flow channel plate 300, and the connection between the circuit in the refrigerant flow channel plate 200 and the coolant flow channel plate 300 and the condenser / evaporator in the compressor, the external heat exchanger, and the adjustable tank as described above, the same function as the dispersedly arranged entire vehicle thermal management system can be achieved.

[0117] It can be understood that the schematic diagram of the entire vehicle thermal management system in the present embodiment is only one possible form of the entire vehicle thermal management schematic diagram in actual application. In other words, the circuit inside the refrigerant flow channel plate 200 and the coolant flow channel plate 300, the type / number of thermal management components, and the mounting position of the thermal management components on the refrigerant flow channel plate or the coolant flow channel plate can be flexibly adjusted according to the flow mode of the refrigerant and the coolant in the actual application of the entire vehicle thermal management schematic diagram, so as to achieve the thermal management for the entire vehicle on the premise of ensuring the pipeline connection between the thermal management components.

[0118] In a possible implementation, the refrigerant flow channel plate 200 can be made of Al material. The selection of such material can avoid refrigerant leakage, reduce the self-weight, and ensure that the refrigerant flow channel plate 200 has sufficient strength, thereby improving the structural stability and durability of the refrigerant flow channel plate 200 as the main load bearing member of the thermal management integrated module 100. In order to facilitate the forming of the refrigerant flow channel plate 200, a split forming method can be used. For example, the refrigerant flow channel plate 200 can be divided into a refrigerant main body part and a refrigerant cover plate part along the thickness direction of the refrigerant flow channel plate 200. The refrigerant main body part forms the refrigerant flow circuit 201 with an opening, and can be formed by processes such as hot forging, cold forging, or casting. The refrigerant cover plate part can be formed by processes such as sheet metal stamping. After the main body part is formed, the refrigerant main body part and the refrigerant cover plate part can be fixed by welding or other methods to obtain the refrigerant flow channel plate 200 of the present application. The welding method can include but is not limited to vacuum welding, friction welding, laser welding, etc.

[0119] In a possible implementation, the cooling liquid flow channel plate 300 can be made of a thermal insulation material such as PP, PA66, etc. Such a material can ensure the thermal insulation performance of the cooling liquid flow channel plate while also ensuring that the cooling liquid flow channel plate 300 has sufficient strength. Similarly, in order to facilitate the molding of the cooling liquid flow channel plate 300, a split molding method can also be used. For example, the cooling liquid flow channel plate 300 is also divided into a cooling liquid main body part and a cooling liquid cover plate part along the thickness direction thereof, and the cooling liquid main body part forms a cooling liquid flow passage circuit 301 having an opening. After the cooling liquid main body part and the cooling liquid cover plate part are respectively molded by an injection molding process, the two parts are fixedly connected by a welding method such as the aforementioned thermal welding, friction welding, laser welding, etc. to obtain the cooling liquid flow channel plate 300 of the present application.

[0120] After the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300 are prepared, they are fixedly connected. For example, mainly with reference to Figure 5 , the cooling liquid flow channel plate 300 is fixedly connected to the refrigerant flow channel plate 200 by a multi-point connection method. For example, the multi-point connection method is to connect the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300 by screwing at multiple mounting points. As mentioned earlier, the connection relationship between the thermal management components contained in the thermal management module and the multiple thermal management connecting components can be selected according to the actual needs of the vehicle thermal management (different schematic diagrams of vehicle thermal management systems). On this basis, under the premise of being able to meet the connection relationship corresponding to the schematic diagram, the mounting positions of each thermal management component on the refrigerant flow channel plate 200 or the cooling liquid flow channel plate 300 can be flexibly determined according to the connection relationship of the thermal management component in the corresponding schematic diagram of the vehicle thermal management and the details such as the outline / dimensions of the actually selected thermal management component. After the mounting positions are determined, fixed structures that are adapted to the thermal management components are left on the corresponding mounting positions of the refrigerant flow channel plate 200 or the cooling liquid flow channel plate 300.

[0121] Mainly with reference to Figure 3 In a possible implementation, the upper part of the vehicle thermal management system is the part related to the refrigerant, such as the evaporator / PTC being in communication with the in-cabin space to be able to provide cold / hot to the occupants of the in-cabin space. The lower part is the part related to the cooling liquid, such as the cooling liquid after temperature adjustment being able to perform heat preservation treatment on the power battery. The heat exchange between the refrigerant and the cooling liquid can be realized by the heat exchanger 202 between the two components, so as to be able to perform thermal management for the vehicle.

[0122] Mainly with reference to Figure 3In one possible implementation, the thermal insulation components in the vehicle that need to be cooled / heated mainly include the power battery 6, and the heat generating components that need to be cooled mainly include the electric motor. As in the present example, the front / rear electric motor, the front / rear electric motor controller, and the front / rear intelligent power distribution unit central processor (hereinafter collectively referred to as the electric motor 7) are included. The whole vehicle thermal management system includes a first part related to the refrigerant and a second part related to the coolant.

[0123] In one possible implementation, the first part mainly includes the heat exchanger 202, the internal heat exchanger 203, the liquid storage and drying tank 204, the first electronic expansion valve 205, the second electronic expansion valve 206, the first electronic refrigerant valve 207, the second electronic refrigerant valve 208, the third electronic refrigerant valve 209, the first one-way valve 210, the second one-way valve 211, the first pressure and temperature sensor 212, the second pressure and temperature sensor 213, and the third pressure and temperature sensor 214. In addition, the first part also includes the compressor 2151, the air conditioning box 2152 (which includes a PTC capable of directly generating heat, a condenser capable of emitting heat to the cabin space (below the PTC), and an evaporator capable of emitting cold to the cabin space (below the condenser), and an external heat exchanger 2152 that communicates with the environment outside the vehicle.

[0124] The exhaust port of the compressor is connected to the second side of the external heat exchanger and the second side of the condenser through the second electronic refrigerant valve 208 and the third electronic refrigerant valve 209, respectively. The first side of the external heat exchanger and the first side of the condenser are connected, and between them are sequentially arranged the first one-way valve 210 that only allows the refrigerant to flow out of the external heat exchanger and the second one-way valve 211 that only allows the refrigerant to flow out of the evaporator.

[0125] The first side of the external heat exchanger is sequentially connected to the inlet of the high-pressure part of the internal heat exchanger 203 through the second electronic expansion valve 206. At the outlet of the high-pressure part of the internal heat exchanger 203, on one hand, it is connected to the inlet of the low-pressure part of the internal heat exchanger 203 through the evaporator of the air conditioning box, and on the other hand, it is sequentially connected to the inlet of the low-pressure part of the internal heat exchanger 203 through the first electronic expansion valve 205 and the refrigerant flow channel of the heat exchanger. The outlet of the low-pressure part of the internal heat exchanger 203 is connected to the return port of the compressor. The second side of the external heat exchanger is connected to the return port of the compressor through the first electronic refrigerant valve 207.

[0126] In one possible implementation, the inlet of the liquid storage and drying tank 204 is arranged on the pipeline between the first one-way valve 210 and the second one-way valve 211, and the outlet of the liquid storage and drying tank 204 is connected to the inlet of the high-pressure part of the internal heat exchanger 203.

[0127] In one possible implementation, the first pressure temperature sensor 212, the second pressure temperature sensor 213, and the third pressure temperature sensor 214 are respectively arranged at the downstream side of the exhaust port of the compressor (between the exhaust port of the compressor and the second side of the external heat exchanger / condenser), between the second side of the external heat exchanger and the return port of the compressor, and between the second side of the refrigerant flow channel of the heat exchanger and the inlet of the low-pressure part of the internal heat exchanger 203.

[0128] In addition, as in the present example, an electronic expansion valve can be additionally arranged between the outlet of the high-pressure part of the internal heat exchanger 203 and the first side of the evaporator, and a high-pressure filling valve is arranged on the pipeline. In addition, a low-pressure filling valve is arranged between the second side of the evaporator and the inlet of the low-pressure part of the internal heat exchanger 203.

[0129] The heat generating components that need to be cooled in the vehicle mainly include motors (front motor and rear motor), motor controllers (front motor controller and rear motor controller), and power batteries. The whole vehicle thermal management system includes a first part related to refrigerant and a second part related to coolant.

[0130] In one possible implementation, the second part mainly includes a multi-way valve 302 (a five-way valve is used in the present example), a first water pump 303, a second water pump 304, a first water temperature sensor 305, and a second water temperature sensor 306. The five flow passages of the five-way valve are respectively marked as flow passages (1, 2, 3, 4, 5). In addition, the second part further includes an expansion water tank 324 and a radiator 325.

[0131] The outlet of the expansion water tank is connected to the flow passage 1 of the multi-way valve 302 via the coolant flow channel of the heat exchanger in the first aspect, directly connected to the flow passage 4 of the multi-way valve 302 in the second aspect, connected to the flow passage 5 of the multi-way valve 302 in sequence via the first water pump 303 and the power battery 7 in the third aspect, and connected to the flow passage 2 of the multi-way valve 302 in sequence via the second water pump 304 and two parallel branches (the first branch is connected to the front intelligent power distribution unit, the front motor controller, and the front motor, and the second branch is connected to the rear intelligent power distribution unit / central processor, the rear motor controller, and the rear motor) in the fourth aspect. The first water temperature sensor 305 is arranged. The flow passage 3 of the multi-way valve 302 is connected to the inlet of the expansion water tank via the radiator.

[0132] In one possible implementation, the first water temperature sensor 305 and the second water temperature sensor 306 are respectively arranged on the pipeline between the outlet of the expansion water tank and the inlet of the second water pump and the pipeline between the front / rear motor and the flow passage 2.

[0133] Based on the above schematic diagram, in a possible implementation, the heat management components required to be integrated in the refrigerant flow channel plate 200 mainly include a heat exchanger 202, an internal heat exchanger 203, a liquid storage and drying tank 204, a first electronic expansion valve 205, a second electronic expansion valve 206, a first electronic refrigerant valve 207, a second electronic refrigerant valve 208, a third electronic refrigerant valve 209, a first one-way valve 210, a second one-way valve 211, a first pressure and temperature sensor 212, a second pressure and temperature sensor 213, and a third pressure and temperature sensor 214. The heat management components required to be integrated in the cooling liquid flow channel plate 300 mainly include a multi-way valve 302 (a five-way valve is used in this example), a first water pump 303, a second water pump 304, a first water temperature sensor 305, and a second water temperature sensor 306. The integration of the above heat management components on / in the refrigerant flow channel plate 200 or the cooling liquid flow channel plate 300 and the principle of heat management based on the above heat management components for the whole vehicle (i.e., the connection relationship between the heat management components and the control logic required to be configured) will be mainly described below.

[0134] In the heat exchanger 202 of the heat management components, two groups of heat-exchangeable pipes (denoted as refrigerant flow channel structures and cooling liquid flow channel structures, respectively) are arranged, and the two groups of pipes are respectively used for flowing refrigerant and cooling liquid. Based on this, in the mode of cooling the power battery or the motor or recycling the waste heat of the power battery, the heat exchange between the refrigerant fluid and the cooling liquid fluid can be satisfied in the internal heat exchanger.

[0135] Since the heat exchanger belongs to a structure that is associated with both the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300, theoretically, it can be arranged on any one of them or between them (not participating in integration) and then connected to them respectively by means of corresponding pipes and mounting carriers. In a possible implementation, the heat exchanger 202 is connected to the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300 in communication and sealed at the communicated positions (hereinafter referred to as communicated sealing). Moreover, the refrigerant flow channel structure in the heat exchanger 202 forms a refrigerant in-out circuit with the refrigerant flow channel plate 200, and the cooling liquid flow channel structure in the heat exchanger 202 forms a cooling liquid in-out circuit with the cooling liquid flow channel plate 300. For example, mainly referring to FIG. 2, the refrigerant flow channel structure in the heat exchanger 202 is communicated and sealed with the refrigerant flow channel ports (223, 224) of the refrigerant flow channel plate 200, and the cooling liquid flow channel structure in the heat exchanger 202 is communicated and sealed with the cooling liquid flow channel ports (322, 323) of the cooling liquid flow channel plate 300. Figure 6 and Figure 9 In this example, the refrigerant flow channel structure in the heat exchanger 202 is communicated and sealed with the refrigerant flow channel ports (223, 224) of the refrigerant flow channel plate 200, and the cooling liquid flow channel structure in the heat exchanger 202 is communicated and sealed with the cooling liquid flow channel ports (322, 323) of the cooling liquid flow channel plate 300. Under this premise, the heat exchanger 202 is fixed to the refrigerant flow channel plate 200 by means of fasteners (for example, in the form of threaded connection). Obviously, the selection of the heat exchanger 202 can be determined according to the actual heat exchange performance requirement.

[0136] The internal heat exchanger 203 in the thermal management component is mainly used for heat exchange between two refrigerant flow circuits respectively carrying high-temperature liquid refrigerant and low-temperature gaseous refrigerant, so as to reduce the supercooling degree before the electronic expansion valve, and thus increase the refrigerating capacity of the air conditioning system and the battery cooling refrigerating capacity.

[0137] At present, the internal heat exchanger in the air conditioning system usually adopts a coaxial tube structure. Specifically, the heat exchange between refrigerants at different temperatures is realized through the wall surface between the outer tube and the inner tube of the coaxial tube. As shown in Figure 3 , the structure on the left side represents the high-pressure part of the coaxial tube, and the structure on the right side represents the low-pressure part of the coaxial tube. As shown in Figure 4 , the annular area outside the coaxial tube is the high-pressure part of the internal heat exchanger, and the columnar area in the middle is the low-pressure part of the internal heat exchanger. The high-pressure medium-temperature liquid refrigerant enters the internal heat exchanger from the high-pressure end inlet 2031 at the left end of the internal heat exchanger 203, and flows out of the internal heat exchanger from the high-pressure end outlet 2032 at the right end of the internal heat exchanger. The low-pressure low-temperature gaseous refrigerant enters the internal heat exchanger from the low-pressure end inlet 2033 at the right end of the internal heat exchanger 203, and flows out of the internal heat exchanger from the low-pressure end outlet 2034 at the left end of the internal heat exchanger.

[0138] In the thermal management integrated module of the present application, the structure of the two refrigerant flow circuits is changed from the traditional coaxial tube structure to the wall surface heat transfer between the two refrigerant flow circuits in the refrigerant flow channel plate 200 (processed and formed together with the refrigerant flow circuit 201). As shown in Figure 5 , the lower area of the refrigerant flow channel plate 200 is provided with two parallel refrigerant flow circuits in the form of a W-shaped two-section, which are respectively denoted as the first intermediate heat exchange section 203a and the second intermediate heat exchange section 203b. The lower first intermediate heat exchange section 203a corresponds to the high-pressure part of the coaxial tube, and the upper second intermediate heat exchange section 203b corresponds to the low-pressure part of the coaxial tube. The two are separated by the wall in the refrigerant flow channel plate 200, so that when the corresponding refrigerant flows through the intermediate heat exchange sections (203a, 203b), the two parts of the refrigerant can be heat exchanged through the wall surface. In this embodiment, the intermediate heat exchange sections (203a, 203b) are two heat exchange sections with opposite flow directions.

[0139] As shown in Figure 3It can be seen that the two ports of the intermediate heat exchange section (203a, 203b) are respectively connected to another section of pipeline. Therefore, in order to facilitate description, two reference lines are added on the left and right sides of the intermediate heat exchange section (203a, 203b) (approximately matched with the positions having heat exchange capability), and based on this, in the example, the two ports corresponding to the reference line on the left side are high-pressure end inlet 2031 and low-pressure end outlet 2034, and the two ports corresponding to the reference line on the right side are high-pressure end outlet 2032 and low-pressure end inlet 2033.

[0140] It can be understood that the lower area, the W-shaped flow line, and the relative position of the upper and lower parallel positions are only one implementation, and those skilled in the art can flexibly adjust them according to actual needs. For example, it can be any area in the refrigerant flow channel plate 200, changing the bending of the W-shaped middle part from one to multiple, changing the upper and lower parallel to the lower and upper parallel, or a combination of the two (two intersecting flow paths, upper and lower parallel before intersection, and lower and upper parallel after intersection). In addition, the intermediate heat exchange section (203a, 203b) can also be changed to a combination of multiple sections. If necessary, the flow direction of the refrigerant in the intermediate heat exchange section (203a, 203b) can also be adjusted.

[0141] For example, in the case of a combination of multiple sections, such as in the case of limited design of the refrigerant flow circuit in the refrigerant flow channel plate 200 (such as the design of a continuous whole section of the intermediate heat exchange section will affect the layout of other thermal management components to some extent), the intermediate heat exchange section (203a, 203b) can be changed to a combination of multiple sections, such as the flow direction, distribution position, and length of each section, which can be flexibly set according to actual needs. In this way, it is possible to achieve high integration of the internal heat exchanger in a more flexible way. Moreover, such flexible settings can better assist the configuration of other thermal management components in the refrigerant flow channel plate 200, and thus are expected to reduce the difficulty of integration.

[0142] In this way, heat exchange between refrigerant circuits can be achieved inside the refrigerant flow channel plate 200 without using coaxial pipe heat exchange. Compared with the coaxial pipe arrangement, since there is no need to adapt the pipeline to the coaxial pipe when configuring the thermal management system of the whole vehicle, the length of the air conditioning pipeline connecting the air conditioning system of the vehicle and the refrigerant flow channel plate 200 can be effectively shortened. Obviously, the cross-sectional area, specific flow line, and length of the two refrigerant flow circuits of the internal heat exchanger 203 can be flexibly set according to the actual heat exchange performance requirements.

[0143] The following text refers to the vehicle thermal management system in the passenger compartment refrigeration / battery cooling mode. On the one hand, the high-pressure medium-temperature liquid refrigerant enters the internal heat exchanger 203 from the high-pressure end inlet 2031 in the high-pressure part (left side) of the internal heat exchanger 203, and flows out of the internal heat exchanger 203 from the high-pressure end outlet 2032, thereby further reducing the supercooling degree of the liquid refrigerant, thereby increasing the refrigeration capacity of the air conditioning system. On the other hand, the low-pressure low-temperature gaseous refrigerant in the low-pressure part (right side) of the internal heat exchanger 203 enters the internal heat exchanger 203 from the low-pressure end inlet 2033, and flows out of the internal heat exchanger 201 from the low-pressure end outlet 2034, thereby further increasing the superheat degree of the gaseous refrigerant to ensure that the refrigerant entering the compressor is gaseous.

[0144] Among them, the liquid storage and drying tank 204 in the thermal management component is mainly used for gas-liquid separation of the refrigerant in it, so as to ensure that the refrigerant flowing out of the liquid storage and drying tank 204 is liquid refrigerant. In addition, the liquid storage and drying tank 204 can also dry and filter the refrigerant. In this example, the liquid storage and drying tank 204 is in sealed communication with the refrigerant flow channel plate 200, and based on this, the refrigerant inlet and outlet circuit is formed by the refrigerant flow channel structure inside the liquid storage and drying tank 204 and the refrigerant flow channel plate 200. Mainly refer to Figure 4 In this example, after the liquid storage and drying tank 204 is in sealed communication with the refrigerant flow channel ports (225, 226) of the refrigerant flow channel plate 200, it is fixed to the refrigerant flow channel plate 200 by means of fasteners (such as threaded connection). Among them, the selection of the liquid storage and drying tank 204 can be determined according to the charging platform coincidence section of the vehicle thermal management system and the annual leakage amount of the refrigerant and other factors.

[0145] Among them, the multiple refrigerant electric control valve components (first electronic expansion valve 205, second electronic expansion valve 206, first electronic refrigerant valve 207, second electronic refrigerant valve 208 and third electronic refrigerant valve 209) of the thermal management component, the electronic expansion valve can realize the expansion and full closing function of the refrigerant by controlling the operation of the valve component, and the electronic refrigerant valve can realize the full opening, expansion and full closing function of the refrigerant by controlling the operation of the valve component. Each refrigerant electric control valve component is in sealed communication with the refrigerant flow channel plate 200, and forms a refrigerant inlet and outlet circuit with the refrigerant flow channel plate 200 through the corresponding valve component refrigerant flow channel structure. Mainly refer to Figure 6In the present example, the first electronic expansion valve 205, the second electronic expansion valve 206, the first electronic refrigerant valve 207, the second electronic refrigerant valve 208, and the third electronic refrigerant valve 209 are sealed in communication with the refrigerant flow channel ports (227, 228, 229, 230, 231) of the refrigerant flow channel plate 200, and are then fastened to the refrigerant flow channel plate 200 by means of fasteners (such as by threaded connection, etc.). The selection (such as the size of the diameter) of the first electronic expansion valve 205, the second electronic expansion valve 206, the first electronic refrigerant valve 207, the second electronic refrigerant valve 208, and the third electronic refrigerant valve 209 can be determined according to the flow demand of the vehicle thermal management system.

[0146] Among the thermal management components, the plurality of refrigerant mechanical valve pieces (the first one-way valve 210, the second one-way valve 211) are mainly used to realize the full opening / full closing function of the refrigerant by changing the pressure difference before and after the valve. Each refrigerant mechanical valve piece is sealed in communication with the refrigerant flow channel plate 200, and forms a refrigerant inlet and outlet circuit with the refrigerant flow channel plate 200 through the corresponding valve piece refrigerant flow channel structure. Mainly refer to Figure 6 In the present example, the first one-way valve 210 and the second one-way valve 211 are sealed in communication with the refrigerant flow channel ports (232, 233) of the refrigerant flow channel plate 200, and are then fastened to the refrigerant flow channel plate 200 by means of fasteners (such as by threaded connection, etc.). The selection (such as the size of the diameter) of the first one-way valve 210 and the second one-way valve 211 can be determined according to the flow demand of the vehicle thermal management system.

[0147] Among the thermal management components, the plurality of pressure temperature sensors (the first pressure temperature sensor 212, the second pressure temperature sensor 213, the third pressure temperature sensor 214) are mainly used for the pressure temperature sensing components inside to detect the pressure temperature of the refrigerant flowing through the sensor. Each pressure temperature sensor is sealed in communication with the refrigerant flow channel plate 200. Mainly refer to Figure 4 Figure 7 The first pressure temperature sensor 212, the second pressure temperature sensor 213, and the third pressure temperature sensor 214 are sealed in communication with the refrigerant flow channel ports (234, 235, 236) of the refrigerant flow channel plate 200, and are then fastened to the refrigerant flow channel plate 200 by means of fasteners (such as by threaded connection, etc.). The detection range of the first pressure temperature sensor 212, the second pressure temperature sensor 213, and the third pressure temperature sensor 214 can be designed and selected according to the pressure temperature demand of the vehicle thermal management system.

[0148] ​The multi-way valve 302 in the thermal management component is mainly used to control the on-off of different modes of the cooling system. The multi-way valve in this example is a five-way valve, which can be connected to multiple thermal management components through its five flow ports. By switching the on-off state of the flow ports, the corresponding mode of the cooling system can be switched. The multi-way valve is sealed with the cooling liquid flow channel plate 300 and forms a cooling liquid inlet and outlet circuit with the cooling liquid flow channel plate 300 through the corresponding multi-way valve cooling liquid flow channel structure. Mainly refer to Figure 8 The flow ports (1, 3, 2, 5, 4) of the multi-way valve 302 are sealed with the cooling liquid flow channel ports (313, 314, 315, 316, 317) of the cooling liquid flow channel plate 300, and are then fastened to the cooling liquid flow channel plate 300 by means of fasteners (such as threaded connection).

[0149] The pump assembly (first water pump 303, second water pump 304) of the thermal management component, wherein the first water pump 303 is a power battery water pump, which is mainly used to drive the cooling liquid flow in the battery cooling circuit, and the second water pump 304 is a motor water pump, which is mainly used to drive the cooling liquid flow in the motor cooling circuit. The power battery water pump and the motor water pump are sealed with the cooling liquid flow channel plate 300 and form a cooling liquid inlet and outlet circuit with the cooling liquid flow channel plate 300 through the corresponding water pump cooling liquid flow channel structure. Mainly refer to Figure 8 The first water pump 303 and the second water pump 304 are sealed with the cooling liquid flow channel ports (318, 319) of the cooling liquid flow channel plate 300, and are then fastened to the cooling liquid flow channel plate 300 by means of fasteners (such as threaded connection).

[0150] The multiple water temperature sensors (first water temperature sensor 305, second water temperature sensor 306) in the thermal management component are mainly used to detect the temperature of the flow through the sensor by the temperature sensing part inside the sensor. The multiple water temperature sensors are sealed with the cooling liquid flow channel plate 300. Mainly refer to Figure 8 The first water temperature sensor 305 and the second water temperature sensor 306 are sealed with the cooling liquid flow channel ports (320, 321) of the cooling liquid flow channel plate 300, and are then fastened to the cooling liquid flow channel plate 300 by means of quick plug connection. The detection range of the first water temperature sensor 305 and the second water temperature sensor 306 can be selected according to the temperature requirements of the vehicle thermal management system.

[0151] In addition, the thermal management integrated module further comprises a thermal management domain controller 400, which is fixed to the refrigerant flow channel plate 200 by means of fasteners (such as by means of threaded connection, etc.).

[0152] In the thermal management integrated module of the present application in the present embodiment, a plurality of electrically controlled thermal management components, such as electronic expansion valves, electronic refrigerant valves, water valves, water pumps, sensors, etc., are integrated in structure and electrically controlled to the thermal management domain controller. Mainly referring to Figure 10 and Figure 11 The thermal management domain controller 400 is mainly used to realize the electric control functions of the first electronic expansion valve 205, the second electronic expansion valve 206, the first electronic refrigerant valve 207, the second electronic refrigerant valve 208, the third electronic refrigerant valve 209, the first pressure temperature sensor 212, the second pressure temperature sensor 213, the third pressure temperature sensor 214, the multi-way valve 302, the first water pump 303, the second water pump 304, the first water temperature sensor 305 and the second water temperature sensor 306.

[0153] In a possible implementation, the thermal management domain controller 400 is provided with four connectors, namely connectors (401, 402, 403, 404). Among them, the connectors (401, 402) are connected with a wire harness 405 corresponding to the thermal management integrated module 100, and the connectors (403, 404) are used to connect with the vehicle low-voltage main wire harness (not shown). Specifically, the first end of the wire harness 405 is connected with the connectors (401, 402) of the thermal management domain controller 400 through connectors (406, 407), and the second end is connected with the first pressure temperature sensor 212, the second pressure temperature sensor 213, the third pressure temperature sensor 214, the multi-way valve 302, the first water pump 303, the second water pump 304, the first water temperature sensor 305 and the second water temperature sensor 306 through connectors (408, 409, 410, 411, 412, 413, 414, 415), respectively.

[0154] Mainly referring to Figure 12In a possible implementation, the thermal management domain controller 400 includes a housing, which includes an upper housing 4001 and a lower housing 4002, and the upper housing and the lower housing are connected by laser welding. A PCBA board 4003 is arranged between the upper and lower housings, and the coils 4004 of the five aforementioned refrigerant valves (two electronic expansion valves and three electronic refrigerant valves) are arranged in the housing and below the PCBA board. The lower housing serves as a mounting carrier, and the coils of the refrigerant valves are mounted on the lower housing, each coil is connected to the PCBA board by a hard wire, and the PCBA board is also mounted and fixed on the lower housing 200. A heat dissipation block 4005 is arranged on the upper housing, mainly for dissipating heat of the MCU and power devices on the PCBA board 4. By integrating the PCBA board and the coils of the refrigerant valves close to each other, the connection harness between the PCBA board and the coils can be maximally saved, and on this basis, the control accuracy and stability of each refrigerant valve can be ensured to be at the same level as the performance of the valve.

[0155] As can be seen, in the present embodiment, since multiple thermal management components containing rotary motion, such as the first water pump 303 and the second water pump 304, are integrated in the thermal management integrated module 100, in order to reduce the vibration transmission between these moving components and the whole vehicle, the thermal management integrated module needs to be designed for vibration isolation. In a possible implementation, mainly with reference to Figure 13 A vibration isolation system including one or more vibration isolation structures can be configured on the thermal management integrated module 100. In the present example, the vibration isolation structures include four, specifically, the left and right ends on the upper side of the thermal management integrated module are respectively configured with a vibration isolation structure, such as the two vibration isolation structures are vibration isolation bushings, denoted as vibration isolation bushings (501, 502). Among them, the vibration isolation bushings (501, 502) serve as the main load-bearing and vibration isolation components in the present embodiment, and are fixed by screwing with the whole vehicle. The left and right ends on the lower side are also respectively configured with a vibration isolation structure, such as the two vibration isolation structures are vibration isolation rubber pads, denoted as vibration isolation rubber pads (503, 504). Among them, the vibration isolation rubber pads (503, 504) serve as auxiliary positioning and vibration isolation components in the present embodiment, and are limited to match with the whole vehicle.

[0156] Obviously, the vibration isolation bushings (501, 502) and the vibration isolation rubber pads (503, 504) are only an exemplary description of the composition of the vibration isolation system, and those skilled in the art can design the number, setting position and specific structure form of the vibration isolation structure included in the vibration isolation system according to the modal requirements of the whole vehicle.

[0157] Based on Figure 3The schematic diagram of the whole vehicle thermal management system is formed by integrating the multiple thermal management components, the thermal management domain controller 400 and the corresponding pipelines, and forms a highly integrated thermal management integrated module 100 with the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300 as the installation carriers. Based on the control logic, different thermal management modes of the whole vehicle thermal management system can be achieved.

[0158] In this embodiment, on one hand, the whole vehicle thermal management system can be in the “passenger cabin refrigeration mode or battery cooling mode” and the “air source heat pump heating mode or waste heat recovery heat pump heating mode” by controlling the on-off of the refrigerant valve.

[0159] In one possible implementation, the thermal management domain controller 400 opens the first electronic expansion valve 205, closes the second electronic expansion valve 206, closes the first electronic refrigerant valve 207, opens the second electronic refrigerant valve 208 and closes the third electronic refrigerant valve 209, so that the whole vehicle thermal management system is in the passenger cabin refrigeration mode or the battery cooling mode.

[0160] In this mode, the flow direction of the refrigerant is as follows: the high-pressure high-temperature gaseous refrigerant generated by the compressor enters the refrigerant flow channel plate 200 from the refrigerant interface 221 (during which it will flow through the first pressure and temperature sensor 212), then passes through the second electronic refrigerant valve 208 and flows out of the refrigerant flow channel plate 200 from the refrigerant interface 217. After passing through the condenser, the high-pressure high-temperature gaseous refrigerant is converted into high-pressure medium-temperature liquid refrigerant, which enters the refrigerant flow channel plate 200 from the refrigerant interface 218, and then passes through the first check valve 210, the liquid storage and drying tank 204 and the internal heat exchanger 203 in sequence, and is divided into two branches.

[0161] The first branch flows out of the refrigerant flow channel plate 200 from the flow channel port 219 into the evaporator in the air conditioning box, which is used to meet the refrigeration needs of the passengers in the cabin. In this mode, the flow direction of the refrigerant in the refrigerant flow channel plate 200 is as shown in FIG. 2B. Figure 14 .

[0162] The second branch passes through the first electronic expansion valve 205 to be throttled into low-pressure low-temperature gaseous-liquid two-phase state refrigerant, and then is heat-exchanged into low-pressure low-temperature gaseous refrigerant (during which it will flow through the third pressure and temperature sensor 214) by the heat exchanger 202, so as to achieve the cooling function of the power battery. Specifically, the cooling liquid in the cooling liquid flow channel plate absorbs the cold energy from the refrigerant through the heat exchanger 202, so as to cool the power battery by using the cold energy. In this mode, the flow direction of the refrigerant in the refrigerant flow channel plate 200 is as shown in FIG. 2B. Figure 15 .

[0163] Wherein, the refrigerant in the first branch changes into low-pressure low-temperature gaseous refrigerant after flowing through the evaporator, and the low-pressure low-temperature gaseous refrigerant changes into low-pressure low-temperature gaseous refrigerant after flowing through the refrigerant flow channel port 220, and the low-pressure low-temperature gaseous refrigerant at the outlet of the heat exchanger 202 of the second branch changes into low-pressure low-temperature gaseous refrigerant after heat exchange through the heat exchanger 202, and the refrigerant after the convergence flows out of the refrigerant flow channel plate 200 from the refrigerant interface 216 into the compressor, and the circulation of the refrigerant is completed.

[0164] In a possible implementation, the first electronic expansion valve 205 is opened, the second electronic expansion valve 206 is opened, the first electronic refrigerant valve 207 is opened, the second electronic refrigerant valve 208 is closed, and the third electronic refrigerant valve 209 is opened, so that the whole vehicle thermal management system is in the air source heat pump heating or waste heat recovery heat pump heating mode.

[0165] In this mode, the flow direction of the refrigerant is as follows: the high-pressure high-temperature gaseous refrigerant generated by the compressor enters the refrigerant flow channel plate 200 from the refrigerant interface 221 (during which it flows through the first pressure and temperature sensor 212), and then flows out of the refrigerant flow channel plate 200 from the refrigerant interface 221 through the third electronic refrigerant valve 209. After passing through the condenser in the air conditioning box, the high-pressure high-temperature gaseous refrigerant changes into high-pressure medium-temperature liquid refrigerant. The high-pressure medium-temperature liquid refrigerant enters the refrigerant flow channel plate 200 from the refrigerant interface 222, and then passes through the second check valve 211 and the liquid storage and drying tank 204 in sequence, and is divided into two branches, wherein:

[0166] The first branch passes through the second electronic expansion valve 206 inside the refrigerant flow channel plate 200 to be throttled into low-pressure low-temperature gaseous-liquid two-phase refrigerant, and flows out of the refrigerant flow channel plate 200 from the refrigerant interface 218. Since the condenser is in communication with the cabin space, the air source heat pump heating mode can be realized based on this branch. In this mode, the flow direction of the refrigerant in the refrigerant flow channel plate 200 is as shown in FIG. 6. Figure 16 .

[0167] The second branch passes through the high-pressure part of the internal heat exchanger 203 inside the refrigerant flow channel plate 200 and is throttled into low-pressure low-temperature gaseous-liquid two-phase refrigerant by the first electronic expansion valve 205, and then changes into low-pressure low-temperature gaseous refrigerant after heat exchange through the heat exchanger 202 (during which it flows through the third pressure and temperature sensor 214), to realize the waste heat recovery heat pump heating function. Specifically, since the cabin space at this time needs heat, the heat recovered from the cooling liquid through the heat exchanger can be transferred to the cabin space along with the flow of the refrigerant. In this way, part of the heat used to meet the heating demand of the cabin space is recovered from the cooling liquid. In this mode, the flow direction of the refrigerant in the refrigerant flow channel plate 200 is as shown in FIG. 7. Figure 17 .

[0168] The low-pressure low-temperature gaseous refrigerant in the first branch flows through the external heat exchanger and the first electronic refrigerant valve 207 in sequence (and flows through the second pressure temperature sensor 213 in the process), and is converted into low-pressure low-temperature gaseous refrigerant after being heat-exchanged with the low-pressure low-temperature gaseous refrigerant in the second branch which flows through the heat exchanger 202 and the low-pressure portion of the internal heat exchanger in sequence, and then the refrigerant after the merging flows out of the refrigerant flow channel plate 200 from the refrigerant interface 216 into the compressor, to complete the air conditioning heating cycle.

[0169] In this embodiment, on the other hand, the thermal management integrated module 100 can also realize at least six different flow modes by controlling the multi-way valve.

[0170] Mode one:

[0171] In one possible implementation, the thermal management domain controller 400 causes the flow ports 2, 3, and 5 of the multi-way valve 302 to be in a communication state, i.e., the thermal management integrated module 100 is in mode one. In this mode:

[0172] On the one hand, the cooling liquid of the motor cooling circuit flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 308, and is connected to the cooling liquid interface 315 through the flow port 2 of the multi-way valve 302.

[0173] On the other hand, the cooling liquid of the power battery cooling circuit (the circuit for cooling the power battery) flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 309, and is connected to the cooling liquid interface 316 through the flow port 5 of the multi-way valve 302.

[0174] After the cooling liquids of the cooling liquid interface 315 and the cooling liquid interface 316 are merged, they are connected to the cooling liquid interface 314 through the flow port 3 of the multi-way valve 302. The cooling liquid flowing into the cooling liquid flow channel plate 300 from the cooling liquid interface 314 flows out of the cooling liquid flow channel plate 300 from the cooling liquid interface 307, and then enters the radiator to exchange heat. After passing through the radiator, the cooling liquid flows into the cooling liquid flow channel plate 300 again from the cooling liquid interface 312. The cooling liquid flowing into the cooling liquid flow channel plate 300 is divided into two branches, in which:

[0175] The cooling liquid in the first branch flows into the second water pump 304 through the cooling liquid interface 319, and then flows into the motor cooling circuit containing the motor and other structures from the cooling liquid flow channel 310.

[0176] The cooling liquid in the second branch flows into the first water pump 303 through the cooling liquid interface 318, and then flows into the battery cooling circuit of the power battery from the cooling liquid flow channel 311.

[0177] In this mode, the flow direction of the cooling liquid in the cooling liquid flow channel plate 300 is shown in FIG. 4. Figure 18 .

[0178] Mode two:

[0179] In one possible implementation, the thermal management domain controller 400 causes the flow ports 1, 2, 3, 5 of the multi-way valve 302 to be in a communication state, i.e. the thermal management integrated module 100 is in mode two. In this mode:

[0180] The coolant of the motor cooling loop flows into the coolant flow channel plate 300 from the coolant interface 308, passes through the flow ports (2, 3) of the multi-way valve 302 to be connected to the coolant interfaces (315, 314) to flow into the coolant flow channel plate 300, and then flows out of the coolant flow channel plate 300 from the coolant interface 307 and enters the radiator for heat exchange. After passing through the radiator, the coolant flows into the coolant flow channel plate 300 from the coolant interface 312 and flows into the second water pump 304 through the coolant interface 319, and finally flows into the motor and other components from the coolant flow port 310 to form the motor cooling loop.

[0181] The coolant of the power battery cooling loop flows into the coolant flow channel plate 300 from the coolant interface 309, passes through the flow ports (5, 1) of the multi-way valve 302 to be connected to the coolant interfaces (316, 313) to flow into the heat exchanger 202 through the coolant interface 322 for heat exchange. After heat exchange in the heat exchanger 302, the coolant flows into the coolant flow channel plate 300 from the coolant flow channel 323, and then flows into the first water pump 303 through the coolant interface 318, and finally flows into the power battery again from the coolant flow port 311 to form the battery cooling loop.

[0182] In this mode, the flow direction of the coolant in the coolant flow channel plate 300 is shown in FIG. 6. Figure 19 .

[0183] Mode three:

[0184] In one possible implementation, the thermal management domain controller 400 causes the flow ports 1, 2, 4, 5 of the multi-way valve 302 to be in a communication state, i.e. the thermal management integrated module 100 is in mode three. In this mode:

[0185] The coolant of the motor cooling loop flows into the coolant flow channel plate 300 from the coolant interface 308, passes through the flow ports (2, 1) of the multi-way valve 302 to be connected to the coolant interfaces 315 and 313, and enters the heat exchanger 202 through the coolant interface 322 for heat exchange. After heat exchange in the heat exchanger 302, the coolant flows into the coolant flow channel plate 300 from the coolant flow channel 323, flows into the second water pump 304 through the coolant interface 319, and finally flows into the motor and other components from the coolant flow port 310 to form the motor cooling loop.

[0186] The coolant in the power battery cooling circuit flows from the coolant inlet 309 into the coolant flow channel plate 300, and connects to the coolant inlets 316 and 317 through the flow ports (4, 5) of the multi-way valve 302. After passing through the coolant inlet 318, it flows into the first water pump 303, and finally flows into the power battery from the coolant flow channel port 311, forming the power battery cooling circuit.

[0187] In this mode, the flow direction of the coolant within the coolant flow channel plate 300 is referenced. Figure 20 .

[0188] Mode 4:

[0189] In one possible implementation, the thermal management domain controller 400 connects the flow ports 2, 3, 4, and 5 of the multi-way valve 302, thereby putting the thermal management integrated module 100 into mode four. In this mode:

[0190] The coolant in the motor cooling circuit flows into the coolant flow channel plate 300 from coolant inlet 308, connects to the coolant inlet 315 and coolant inlet 314 through the flow ports (2, 3) of the multi-way valve 302, and finally flows out from the coolant inlet 307 through the coolant flow channel plate 300 into the radiator for heat exchange. After passing through the radiator, the coolant flows into the coolant flow channel plate 300 from coolant inlet 312, flows into the second water pump 304 through coolant inlet 319, and finally flows into the motor from the coolant flow channel port 310 to form the motor cooling circuit.

[0191] The coolant in the power battery cooling circuit flows into the coolant flow channel plate 300 from the coolant interface 309, and connects to the coolant interface 316 and coolant interface 317 through the flow ports (4, 5) of the multi-way valve 302. It then flows into the first water pump 303 through the coolant interface 318, and finally flows into the power battery from the coolant flow channel port 311 to form the battery cooling circuit.

[0192] In this mode, the flow direction of the coolant within the coolant flow channel plate 300 is referenced. Figure 21 .

[0193] Mode 5:

[0194] In one possible implementation, the thermal management domain controller 400 connects the flow ports 2, 4, and 5 of the multi-way valve 302, thereby putting the thermal management integrated module 100 into mode five. In this mode:

[0195] The coolant in the motor cooling loop flows into the coolant flow channel plate 300 from the coolant interface 308, and is connected to the coolant interface 315 through the flow-through port 2 of the multi-way valve 302. The coolant in the battery cooling loop flows into the coolant flow channel plate 300 from the coolant interface 309, and is connected to the coolant interface 316 through the communication port 5 of the multi-way valve 302. The coolant in the motor cooling loop and the coolant in the battery cooling loop are combined, and then the combined coolant flows into the coolant interface 317 through the communication port 4 of the multi-way valve 302. The coolant flows into the coolant interfaces (318, 319) and is divided into two branches, wherein:

[0196] The coolant in the first branch flows into the second water pump 304 from the coolant interface 319, and finally flows into the motor and the like through the coolant flow channel port 310 to form the motor cooling loop.

[0197] The coolant in the second branch flows into the first water pump 303 from the coolant interface 318, and finally flows into the power battery through the coolant flow channel port 311 to form the battery cooling loop.

[0198] In this mode, the flow direction of the coolant in the coolant flow channel plate 300 is shown in FIG. 6. Figure 22 .

[0199] Mode six:

[0200] In a possible implementation, the thermal management domain controller 400 causes the flow-through port 1, the flow-through port 2, and the flow-through port 5 of the multi-way valve 302 to be in a communication state, so that the thermal management integrated module 100 is in mode five. In this mode:

[0201] The coolant in the motor cooling loop flows into the coolant flow channel plate 300 from the coolant interface 308, and is connected to the coolant interface 315 through the flow-through port 2 of the multi-way valve 302. The coolant in the battery cooling loop flows into the coolant flow channel plate 300 from the coolant interface 309, and is connected to the coolant interface 316 through the flow-through port 5 of the multi-way valve 302. The coolant in the motor cooling loop and the coolant in the battery cooling loop are combined, and then the combined coolant flows into the coolant interface 313 through the flow-through port 1 of the multi-way valve 302 and enters the heat exchanger 202 through the coolant interface 322 to exchange heat. After heat exchange in the heat exchanger 302, the coolant flows into the coolant flow channel plate 300 from the coolant flow channel 323. The coolant flowing into the coolant flow channel plate 300 is divided into two branches, wherein:

[0202] The coolant in the first branch flows into the second water pump 304 from the coolant interface 319, and finally flows into the motor and the like through the coolant flow channel port 310 to form the motor cooling loop.

[0203] The coolant in the second branch flows into the first water pump 303 from the coolant interface 318, and finally flows into the power battery through the coolant flow channel port 311 to form the battery cooling loop.

[0204] In this mode, the flow direction of the coolant in the coolant flow channel plate 300 is shown in FIG. 6.Figure 23 .

[0205] The heat management integrated module 100 of the present application can significantly reduce the length of the air conditioning pipeline connected to the heat management integrated module 100 by integrating multiple heat management components to the refrigerant flow channel plate 200 and modifying the internal heat exchanger 203 to a structure that can be integrated inside the refrigerant flow channel plate 200. Figure 24 In a possible implementation, compared with the air conditioning pipeline connected to the vehicle in the non-integrated scheme, the length of the air conditioning pipeline connected to the vehicle in the heat management integrated module 100 of the present application is reduced by 40%.

[0206] The heat management integrated module 100 of the present application can significantly reduce the length of the cooling pipeline connected to the heat management integrated module 100 by integrating multiple heat management components to the cooling liquid flow channel plate 300. Figure 25 In a possible implementation, compared with the cooling pipeline connected to the vehicle in the non-integrated scheme, the length of the cooling pipeline connected to the vehicle in the heat management integrated module 100 of the present application is reduced by 30%.

[0207] The heat management integrated module 100 of the present application can significantly reduce the length of the low-voltage wire harness connected to the heat management integrated module 100 by integrating the electronic control units of multiple heat management components through the heat management domain controller 400 and using CAN communication between the heat management integrated module 100 and the vehicle domain controller, and only retaining 2 low-voltage connectors. Figure 26 In a possible implementation, compared with the low-voltage wire harness and connector connected to the vehicle in the non-integrated scheme, the length of the low-voltage wire harness connected to the vehicle in the heat management integrated module 100 of the present application is reduced by 70%, and the number of connectors is reduced by 83%.

[0208] As can be seen, the heat management system of the vehicle of the present application realizes the reduction of the length of the air conditioning pipeline, the cooling pipeline, and the low-voltage wire harness, improves the utilization rate of the space arrangement of the front compartment of the vehicle, and the space saved after the application of the heat management integrated module 100 realizes the design of increasing the front luggage compartment.

[0209] The heat management system of the vehicle of the present application, after being applied to the vehicle, saves about 35% of the assembly man-hours of the vehicle compared with the non-integrated scheme. Moreover, since the heat management integrated module 100 and the air conditioning pipeline, the cooling pipeline, etc. and the structure such as the vehicle cross beam are in the form of integrated assembly, the assembly man-hours of the vehicle can be further reduced, and the production rhythm of the vehicle assembly line can be improved.

[0210] The technical scheme of the present application has been described in combination with the preferred embodiments shown in the drawings, but it is easy for those skilled in the art to understand that the protection scope of the present application is obviously not limited to these specific embodiments. Those skilled in the art can make equivalent changes or replacements to the related technical features without departing from the principles of the present application, and the technical schemes after the changes or replacements will all fall within the protection scope of the present application.

Claims

1. A vehicle thermal management system, characterized by, The whole vehicle thermal management system comprises a controller, a first thermal management unit with a refrigerant as a flow medium, and a second thermal management unit with a coolant as a flow medium, The first thermal management unit comprises a plurality of first thermal management components and a refrigerant flow channel plate, a plurality of refrigerant flow circuits are formed in the refrigerant flow channel plate, and the first thermal management components with a connection relationship are connected to each other through the corresponding refrigerant flow circuits. The second thermal management unit comprises a plurality of second thermal management components and a coolant flow channel plate, a plurality of coolant flow circuits are formed in the coolant flow channel plate, and the second thermal management components with a connection relationship are connected to each other through the corresponding coolant flow circuits. The first thermal management components include an electronic expansion valve and / or an electronic refrigerant valve, and the coils of at least part of the electronic expansion valve and / or the electronic refrigerant valve are arranged close to the controller. The refrigerant flow channel plate and the coolant flow channel plate are connected to each other along the thickness direction close to each other, and the controller is fixed to the refrigerant flow channel plate and / or the coolant flow channel plate. The first thermal management unit comprises an air conditioning system, the air conditioning system comprises a condenser, an evaporator and a pipeline, wherein the pipeline comprises a high-pressure part corresponding to high-pressure refrigerant downstream of the condenser and a low-pressure part corresponding to low-pressure refrigerant downstream of the evaporator, The internal heat exchanger comprises a first refrigerant passage in communication with the high-pressure part and a second refrigerant passage in communication with the low-pressure part, and the refrigerant flowing through the first refrigerant passage and the second refrigerant passage can exchange heat, The internal heat exchanger comprises a plate-shaped base body, and at least part of the first refrigerant passage and the second refrigerant passage is formed on the plate-shaped base body. The plate-shaped base body is the refrigerant flow channel plate.

2. The vehicle thermal management system of claim 1, wherein, The first refrigerant passage and / or the second refrigerant passage comprises at least one section, In the case that the first refrigerant passage or the second refrigerant passage comprises multiple sections, at least part of the multiple sections are the same or different.

3. The vehicle thermal management system of claim 2, wherein, The first refrigerant passage and the second refrigerant passage have a shared wall, so that: The refrigerant flowing through the first refrigerant passage and the second refrigerant passage can exchange heat through the wall.

4. The vehicle thermal management system of claim 1, wherein, The first refrigerant passage and the second refrigerant passage are formed in the plate-shaped base body with approximately the same flow lines.

5. The vehicle thermal management system of claim 1, wherein, The flow directions of at least part of the refrigerant flowing through the first refrigerant passage and the second refrigerant passage are opposite.

6. The vehicle thermal management system of claim 1, wherein, The refrigerant flow channel plate and the coolant flow channel plate are connected to each other through multiple points.

7. The vehicle thermal management system of claim 1, wherein, The refrigerant flow channel plate comprises a refrigerant main body part and a refrigerant cover plate part, and the refrigerant flow circuits are formed between the refrigerant main body part and the refrigerant cover plate part; and / or The coolant flow channel plate comprises a coolant main body part and a coolant cover plate part, and the coolant flow circuits are formed between the coolant main body part and the coolant cover plate part.

8. The vehicle thermal management system of claim 7, wherein, The refrigerant main body part is formed with a refrigerant flow channel corresponding to the refrigerant flow circulation loop, and the refrigerant cover part covers the refrigerant flow channel; and / or The cooling liquid main body part is formed with a cooling liquid flow channel corresponding to the cooling liquid flow circulation loop, and the cooling liquid cover part covers the cooling liquid flow channel.

9. The vehicle thermal management system of claim 1, wherein, The refrigerant flow channel plate is provided with a refrigerant flow channel opening at a position where it needs to be connected to the first thermal management component, so that the first thermal management components in connection are connected to each other through the corresponding refrigerant flow circulation loop after being connected to the refrigerant flow channel plate through the refrigerant flow channel opening; and / or The cooling liquid flow channel plate is provided with a cooling liquid flow channel opening at a position where it needs to be connected to the second thermal management component, so that the second thermal management components in connection are connected to each other through the corresponding cooling liquid flow circulation loop after being connected to the cooling liquid flow channel plate through the cooling liquid flow channel opening.

10. The vehicle thermal management system of claim 9, wherein, The first thermal management component is sealingly connected to the refrigerant flow channel plate at a position corresponding to the refrigerant flow channel opening; and / or The second thermal management component is sealingly connected to the cooling liquid flow channel plate at a position corresponding to the cooling liquid flow channel opening.

11. The vehicle thermal management system of claim 1, wherein, The controller is a thermal management domain controller, which includes a PCBA board, and the coil of the electronic expansion valve and / or electronic refrigerant valve is integrated with the controller in a manner close to the PCBA board.

12. The vehicle thermal management system of claim 11, wherein, The controller includes a housing, and the coil of the electronic expansion valve and / or electronic refrigerant valve and the PCBA board are all arranged in the housing.

13. A vehicle characterized by comprising: The vehicle includes the whole vehicle thermal management system according to any one of claims 1 to 12.

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