Whole vehicle thermal management system, vehicle

Abstract

The present application relates to the technical field of thermal management of vehicles, and specifically provides a whole vehicle thermal management system and a vehicle, wherein the whole vehicle thermal management system comprises a controller, a first thermal management unit with refrigerant as a flow medium, and a second thermal management unit with coolant as a flow medium, wherein the first / second thermal management unit comprises a plurality of first / second thermal management components and a refrigerant / coolant flow channel plate, a plurality of refrigerant / coolant flow circulation loops are formed in the refrigerant / coolant flow channel plate, and the first / second thermal management components with a connection relationship are connected with each other through corresponding refrigerant flow circulation loops; wherein the first thermal management components comprise 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 at a position close to the controller. Through such a structure, high integration of the whole vehicle thermal management system can be achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of thermal management of vehicles, and specifically provides 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 cold by running the refrigerant circulation loop and heat by configuring a PTC in the air conditioning box communicating with the cabin space, and heating the cabin space by 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 electric 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 usually including 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, scattered arrangement and other phenomena. Such phenomena usually result in an increase in air conditioning pipelines, cooling pipelines, whole-vehicle wiring harnesses and the like, 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 a whole vehicle thermal management system, comprising a controller, a first thermal management part with a flow medium of refrigerant, and a second thermal management part with a flow medium of coolant, wherein the first thermal management part 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; wherein the second thermal management part 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; wherein 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 at a position close to the controller.

[0007] Through such a configuration, integration of the thermal management system can be achieved.

[0008] It can be understood that those skilled in the art can determine the specific configuration of the first / second thermal management part and the specific principle of meeting the corresponding thermal management requirements according to actual needs. Accordingly, those skilled in the art can determine the specific arrangement of the refrigerant / coolant flow circuits in the refrigerant / coolant flow channel plate and the specific connection mode of the related first / second thermal management components and the refrigerant / coolant flow circuits according to actual needs.

[0009] By arranging the coils of the electronic expansion valve and / or the electronic refrigerant valve at a position close to the controller, the controller is integrated with the coils of the electronic expansion valve and / or the electronic refrigerant valve, which not only maximizes the saving of the connection harness, but also ensures that 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.

[0010] It can be understood that those skilled in the art can determine the degree of proximity and the way of proximity according to actual needs. For example, the coils 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 added, and the controller and the coils of the electronic expansion valve and / or the electronic refrigerant valve are connected through the intermediate structure to realize the integration close to each other.

[0011] It can be understood that the number of electronic expansion valves and / or electronic refrigerant valves integrated with the controller can be determined by the actual needs of the person skilled in the art, and the specific functions of the electronic expansion valves and / or electronic refrigerant valves in the first thermal management unit, etc. In other words, the person skilled in the art can integrate all or part of the electronic expansion valves and / or electronic refrigerant valves with the controller according to the actual needs. For example, in a vehicle thermal management system based on the first schematic diagram, the first thermal management unit contains M electronic expansion valves and / or electronic refrigerant valves, and the coils of the M valves are integrated with the controller; in a vehicle thermal management system based on the second schematic diagram, the first thermal management unit contains N electronic expansion valves and / or electronic refrigerant valves, and the coils of a part of the N valves are integrated with the controller; etc.

[0012] For the above-mentioned vehicle thermal management system, in a possible implementation, 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.

[0013] Through such a configuration, a specific connection mode of the vehicle thermal management system after integration is given.

[0014] For the above-mentioned vehicle thermal management system, in a possible implementation, the refrigerant flow channel plate and the coolant flow channel plate are connected to each other by a multi-point connection mode along the thickness direction close to each other.

[0015] Through such a configuration, a specific connection mode between the refrigerant flow channel plate and the coolant flow channel plate is given.

[0016] For the above-mentioned vehicle thermal management system, in a possible implementation, the refrigerant flow channel plate includes 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

[0017] The coolant flow channel plate includes a coolant main body part and a coolant cover plate part, and the coolant main body part and the coolant cover plate part form the coolant flow circulation loop.

[0018] Through such a configuration, a specific structure of the refrigerant / coolant flow channel plate is given.

[0019] It can be understood that the person skilled in the art can determine the specific structure of the flow circulation loop according to the actual situation. For example, a part of grooves (half grooves) are respectively arranged on the main body part and the cover plate part, and the two half grooves are buckled to form the corresponding channel.

[0020] It can be understood that the material, structure form, number, and connection relationship between the refrigerant / cooling liquid (main body, cover plate) parts can be determined by the person skilled in the art according to actual needs.

[0021] For the above-mentioned whole vehicle thermal management system, in a possible implementation manner, 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.

[0022] Through such a configuration, a specific configuration mode of the refrigerant / cooling liquid flow channel is given.

[0023] For the above-mentioned whole vehicle thermal management system, in a possible implementation manner, 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 connected with each other through the corresponding refrigerant flow circulation loop; and / or

[0024] 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 connected with each other through the corresponding cooling liquid flow circulation loop.

[0025] 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.

[0026] For the above-mentioned whole vehicle thermal management system, in a possible implementation manner, 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 cooling liquid flow channel plate at a position corresponding to the cooling liquid flow channel port; and / or the first thermal management component comprises an internal heat exchanger, the internal heat exchanger comprises a first refrigerant passage corresponding to a high-pressure part 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 a wall capable of heat transfer.

[0027] 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. In addition, the deep integration of the whole vehicle thermal management system is realized by modifying the first thermal management component itself.

[0028] For the whole vehicle thermal management system, in a possible implementation, the controller is a thermal management domain controller, the 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.

[0029] Through such a configuration, a specific implementation of the coil of the electronic expansion valve and / or the electronic refrigerant valve close to the controller is given. It can be understood that a person skilled in the art can determine the specific structure and the specific closeness degree depending on actual needs to realize the closeness of the two. 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.

[0030] For the whole vehicle thermal management system, in a possible implementation, the controller includes 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.

[0031] Through such a configuration, a specific structural form of the thermal management domain controller participating in integration is given.

[0032] In a second aspect, the present application provides a vehicle including the whole vehicle thermal management system according to any one of the preceding.

[0033] It can be understood that the vehicle has all the technical effects of the whole vehicle thermal management system according to any one of the preceding, which will not be repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0034] The preferred embodiments of the present application will be described below in combination with a schematic diagram of a specific whole vehicle thermal management system Figure 3 and with reference to the accompanying drawings, in which:

[0035] Figure 1 A structural schematic diagram of a thermal management integrated module (hereinafter referred to as a thermal management integrated module) in a whole vehicle thermal management system according to an embodiment of the present application is shown from one side (a refrigerant flow channel plate side) of the thermal management integrated module;

[0036] Figure 2 A structural schematic diagram of the thermal management integrated module according to an embodiment of the present application is shown from the other side (a coolant flow channel plate side) of the thermal management integrated module;

[0037] Figure 3 A schematic diagram of a whole vehicle thermal management system based on which the thermal management integrated module according to an embodiment of the present application is shown;

[0038] Figure 4 A structural schematic diagram of an internal heat exchanger in the form of a coaxial tube (hereinafter referred to as a coaxial tube) according to an existing example is shown;

[0039] Figure 5 Structure diagram of internal heat exchanger of heat management integrated module showing an embodiment of the present application;

[0040] Figure 6 Structure diagram of refrigerant flow channel plate of heat management integrated module showing an embodiment of the present application, viewed from one side thereof;

[0041] Figure 7 Structure diagram of refrigerant flow channel plate of heat management integrated module showing an embodiment of the present application, viewed from the other side thereof;

[0042] Figure 8 Structure diagram of cooling liquid flow channel plate of heat management integrated module showing an embodiment of the present application, viewed from one side thereof;

[0043] Figure 9 Structure diagram of cooling liquid flow channel plate of heat management integrated module showing an embodiment of the present application, viewed from the other side thereof;

[0044] Figure 10 Structure diagram of heat management domain controller and wiring harness of heat management integrated module showing an embodiment of the present application, viewed from one side thereof;

[0045] Figure 11 Structure diagram of heat management domain controller and wiring harness of heat management integrated module showing an embodiment of the present application, viewed from the other side thereof;

[0046] Figure 12 Structure diagram of heat management domain controller of heat management integrated module showing an embodiment of the present application;

[0047] Figure 13 Structure diagram of vibration isolation system of heat management integrated module showing an embodiment of the present application;

[0048] Figure 14 Refrigerant flow direction diagram of heat management integrated module showing an embodiment of the present application in passenger cabin refrigeration mode;

[0049] Figure 15 Refrigerant flow direction diagram of heat management integrated module showing an embodiment of the present application in power battery cooling mode;

[0050] Figure 16 Refrigerant flow direction diagram of heat management integrated module showing an embodiment of the present application in air source heat pump heating mode;

[0051] Figure 17 Refrigerant flow direction diagram of heat management integrated module showing an embodiment of the present application in waste heat recovery heat pump heating mode;

[0052] Figure 18 A schematic diagram showing the coolant flow direction of the heat management integrated module of an embodiment of the present application in Mode 1 ;

[0053] Figure 19 A schematic diagram showing the coolant flow direction of the heat management integrated module of an embodiment of the present application in Mode 2;

[0054] Figure 20 A schematic diagram showing the coolant flow direction of the heat management integrated module of an embodiment of the present application in Mode 3;

[0055] Figure 21 A schematic diagram showing the coolant flow direction of the heat management integrated module of an embodiment of the present application in Mode 4;

[0056] Figure 22 A schematic diagram showing the coolant flow direction of the heat management integrated module of an embodiment of the present application in Mode 5;

[0057] Figure 23 A schematic diagram showing the coolant flow direction of the heat management integrated module of an embodiment of the present application in Mode 6;

[0058] Figure 24 A schematic diagram showing the comparison of the heat management integrated module of an embodiment of the present application and the non-integrated scheme in reducing the length of the air conditioning pipeline;

[0059] Figure 25 A schematic diagram showing the comparison of the heat management integrated module of an embodiment of the present application and the non-integrated scheme in reducing the length of the cooling pipeline; and

[0060] Figure 26 A schematic diagram showing the comparison of the heat management integrated module of an embodiment of the present application and the non-integrated scheme in reducing the number of wiring harnesses and connectors. DETAILED DESCRIPTION

[0061] The preferred embodiments of the present application will be described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these 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 introduced in combination with the pipeline of a specific model 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, such as integrating the relevant pipelines and components according to any schematic diagram which can realize the heat management of the whole vehicle, and changing the relevant pipelines from the broken line to the slant line, adjusting the radial size / length (straight line length or total length) of the pipeline, etc. according to the actual requirements.

[0062] It should be noted that in the description of this invention, terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," indicating directional or positional relationships, are based on the directional or positional relationships shown in the accompanying drawings. These are merely for ease of description and do not indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0063] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "setting," and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection, an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0064] Furthermore, to better illustrate the present invention, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that the present invention can be practiced even without certain specific details. In some instances, principles of vehicle thermal management familiar to those skilled in the art are not described in detail, in order to highlight the main points of the present invention.

[0065] The vehicle thermal management system is primarily used to coordinate cooling and heating to meet the overall cooling and heating needs of the vehicle, such as the cooling / heating requirements of the cabin, the cooling requirements of the motor, and the heating / cooling requirements of the power battery. Some of the cooling / heating is supplied through methods such as operating the refrigerant circulation loop, starting the PTC (Power Transmission Control Unit), and utilizing the cooling capacity carried by the coolant itself; some heat is obtained by recovering cooling / heat from other components. Integrating certain components of the vehicle thermal management system creates a thermal management integrated module.

[0066] As in this example, Figure 3 The shaded area in the diagram represents the thermal management components and management systems that constitute the thermal management integrated module. It is understood that those skilled in the art can adjust the components / piping involved in or not involved in the thermal management integrated module, as well as their locations, according to actual needs.

[0067] The following will refer to Figures 1 to 26 The invention may be described in whole or in part by way of the following.

[0068] Main reference Figures 1 to 3In one possible implementation, the thermal management integrated module 100 mainly comprises a refrigerant flow channel plate 200, a coolant flow channel plate 300, and a plurality of thermal management components constituting the whole vehicle thermal management system.

[0069] In the refrigerant flow channel plate 200, a plurality of refrigerant flow circulation circuits 201 are formed. Specifically, based on the principle diagram of the whole vehicle thermal management system shown in FIG. 1, when the refrigerant side components need to have a communication relationship, the communication between the components can be realized through the refrigerant flow circulation circuits 201 formed at the corresponding positions of the refrigerant flow channel plate. Figure 3 In the refrigerant flow channel plate 200, a plurality of refrigerant flow circulation circuits 201 are formed. Specifically, based on the principle diagram of the whole vehicle thermal management system shown in FIG. 1, when the refrigerant side components need to have a communication relationship, the communication between the components can be realized through the refrigerant flow circulation circuits 201 formed at the corresponding positions of the refrigerant flow channel plate.

[0070] Meanwhile, the refrigerant flow channel plate 200 and the coolant flow channel plate 300 serve as the bearing members (mounting carriers) of the whole thermal management integrated module 100, and can be used to share the task of mounting the aforementioned plurality of thermal management components. As the key components 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 principle diagram of the whole vehicle thermal management system can be realized. On this basis, the thermal management components having a communication relationship can be connected to each other through the refrigerant flow circulation circuits 201 or the coolant flow circulation circuits 301. By mounting the various thermal management components at the mounting positions on the refrigerant flow channel plate 200 / coolant flow channel plate 300, designing the circuits in the refrigerant flow channel plate 200 and the coolant flow channel plate 300, and connecting the circuits in the refrigerant flow channel plate 200 and the coolant flow channel plate 300 to the components such as the compressor, the external heat exchanger, and the evaporator / condenser in the air conditioning box as mentioned above, the same function as the dispersedly arranged whole vehicle thermal management system can be realized.

[0071] It can be understood that the principle diagram of the whole vehicle thermal management system in the present embodiment is only one possible form of the principle diagram of the whole vehicle thermal management system in actual application. In other words, the circuits inside the refrigerant flow channel plate 200 and the coolant flow channel plate 300, the types / numbers of the thermal management components, and the mounting positions 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 modes of the refrigerant and the coolant in the principle diagram of the whole vehicle thermal management system in actual application, so as to realize the thermal management for the whole vehicle on the premise of ensuring the pipeline connection between the thermal management components.

[0072] In a possible implementation, the refrigerant flow channel plate 200 can be made of Al material. Such material selection can avoid refrigerant leakage, reduce the self-weight of the refrigerant flow channel plate 200, 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 component of the thermal management integrated module 100. In order to facilitate the molding of the refrigerant flow channel plate 200, a split molding 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 a refrigerant flow circulation circuit 201 with openings. The refrigerant main body part 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.

[0073] In a possible implementation, the cooling liquid flow channel plate 300 can be made of a thermally insulating material such as PP or PA66. Such material selection can ensure the thermal insulation performance of the cooling liquid flow channel plate while 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 can also be divided into a cooling liquid main body part and a cooling liquid cover plate part along the thickness direction of the cooling liquid flow channel plate 300. The cooling liquid main body part forms a cooling liquid flow circulation circuit 301 with openings. After the cooling liquid main body part and the cooling liquid cover plate part are formed by injection molding, the two parts can be fixed by welding methods such as the aforementioned thermal welding, friction welding, laser welding, etc. to obtain the cooling liquid flow channel plate 300 of the present application.

[0074] After the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300 are obtained, the two plates can be fixed and connected. For example, mainly referring to the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300, the refrigerant flow channel plate 200 and the cooling liquid flow channel plate 300 can be fixed and connected by welding or other methods. Figure 5The cooling fluid flow channel plate 300 is fixedly connected with the refrigerant flow channel plate 200 by a multi-point connection. Exemplarily, the multi-point connection is achieved by screwing at multiple mounting points to connect the refrigerant flow channel plate 200 and the cooling fluid flow channel plate 300. As mentioned above, the connection relationship between the heat management components contained in the heat management integrated module and the multiple heat management connecting components can be selected according to the actual demand of the vehicle heat management (principle diagram of different vehicle heat management systems). On this basis, under the premise of being able to meet the connection relationship corresponding to the principle diagram, the installation position of each heat management component on the refrigerant flow channel plate 200 or the cooling fluid flow channel plate 300 can be flexibly determined according to the connection relationship of the heat management component in the corresponding vehicle heat management principle diagram and the details such as the outline / size of the actually selected heat management component. After the installation position is determined, the fixing structure adapted to the heat management component is left on the corresponding installation position of the refrigerant flow channel plate 200 or the cooling fluid flow channel plate 300.

[0075] Referring mainly to Figure 3 In a possible implementation, the upper part of the vehicle heat management system is the part related to the refrigerant, such as the evaporator / PTC being in communication with the cabin space to be able to provide cold / heat to the passengers in the cabin space. The lower part is the part related to the cooling fluid, such as the temperature-adjusted cooling fluid being able to perform heat preservation treatment on the power battery. The heat exchange between the refrigerant and the cooling fluid can be achieved by the heat exchanger 202 between the two components, so as to be able to perform heat management on the vehicle.

[0076] Referring mainly to Figure 3 In a possible implementation, the heat preservation components that need to be cooled / heated in the vehicle mainly include the power battery 6, and the heat generating parts that need to be cooled mainly include the motor. As in the present example, including the front / rear motor, the front / rear motor controller, the front / rear intelligent power distribution unit central processor (hereinafter collectively referred to as the motor 7). The vehicle heat management system includes a first part related to the refrigerant and a second part related to the cooling fluid.

[0077] 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 in communication with the environment outside the vehicle.

[0078] 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 allowing only refrigerant to flow out of the external heat exchanger and the second one-way valve 211 allowing only refrigerant to flow out of the evaporator.

[0079] The first side of the external heat exchanger is 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 connected to the inlet of the low-pressure part of the internal heat exchanger 203 through the refrigerant flow passage of the heat exchanger and the first electronic expansion valve 205. The outlet of the low-pressure part of the internal heat exchanger 203 is connected to the gas return port of the compressor. The second side of the external heat exchanger is connected to the gas return port of the compressor through the first electronic refrigerant valve 207.

[0080] 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.

[0081] In one possible implementation, the first pressure and temperature sensor 212, the second pressure and temperature sensor 213, and the third pressure and temperature sensor 214 are respectively arranged on 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 gas return port of the compressor, and between the second side of the refrigerant flow passage of the heat exchanger and the inlet of the low-pressure part of the internal heat exchanger 203.

[0082] In addition, as in the present example, an electronic expansion valve can be added between the outlet of the high-pressure portion of the internal heat exchanger 203 and the first side of the evaporator, and a high-pressure filling valve is configured on this line. And a low-pressure filling valve is configured between the second side of the evaporator and the inlet of the low-pressure portion of the internal heat exchanger 203.

[0083] The heat generating components that need to be cooled in the vehicle mainly include motors (front motor, rear motor), motor controllers (front motor, rear motor) and power batteries. The whole vehicle thermal management system includes a first part related to refrigerant and a second part related to coolant.

[0084] In a 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-through ports of the five-way valve are respectively marked as flow-through ports (1, 2, 3, 4, 5). In addition, the second part also includes an expansion water tank 324 and a radiator 325.

[0085] Among them, the outlet of the expansion water tank is connected to the flow-through port 1 of the multi-way valve 302 via the coolant flow channel of the heat exchanger in the first aspect, the outlet of the expansion water tank is directly connected to the flow-through port 4 of the multi-way valve 302 in the second aspect, the outlet of the expansion water tank is connected to the flow-through port 5 of the multi-way valve 302 in turn via the first water pump 303 and the power battery 7 in the third aspect, the outlet of the expansion water tank is connected to the flow-through port 2 of the multi-way valve 302 in turn via the second water pump 304 and two parallel branches (the path of the first branch is the front intelligent power distribution unit, the front motor controller, the front motor, and the path of the second branch is the rear intelligent power distribution unit / central processor, the rear motor controller, the rear motor). The first water temperature sensor 305 is arranged. The flow-through port 3 of the multi-way valve 302 is connected to the inlet of the expansion water tank via the radiator.

[0086] In a possible implementation, the first water temperature sensor 305 and the second water temperature sensor 306 are respectively arranged on the line between the outlet of the expansion water tank and the inlet of the second water pump and the line between the front / rear motor and the flow-through port 2.

[0087] Based on the above schematic diagram, in one possible implementation, the thermal management components to be integrated into the refrigerant flow channel plate 200 mainly include a heat exchanger 202, an internal heat exchanger 203, a liquid receiver / drier 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 check valve 210, a second check 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 thermal management components to be integrated into the coolant 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 following mainly describes the integration method of the above-mentioned thermal management components on / inside the refrigerant flow channel plate 200 or the coolant flow channel plate 30, as well as the principle of thermal management for the whole vehicle based on the above-mentioned thermal management components (i.e., the connection relationship that should exist between the thermal management components and the control logic that needs to be configured).

[0088] The heat exchanger 202 in the thermal management component is equipped with two sets of heat-exchangeable pipes (referred to as the refrigerant flow channel structure and the coolant flow channel structure, respectively), which are used for the flow of refrigerant and coolant. Therefore, in modes such as cooling the power battery or motor, or recovering waste heat from the power battery, the heat exchanger can meet the heat exchange requirements between the refrigerant fluid and the coolant fluid.

[0089] Since the heat exchanger is a structure associated with both the refrigerant flow channel plate 200 and the coolant flow channel plate 300, theoretically it can be installed on either one or between them (without integration), and then connected to both separately via corresponding pipes and mounting carriers. In one possible embodiment, the heat exchanger 202 is connected to both the refrigerant flow channel plate 200 and the coolant flow channel plate 300 respectively, and the connection is sealed at the connection point (hereinafter referred to as a connection seal). Furthermore, a refrigerant inlet / outlet circuit is formed with the refrigerant flow channel plate 200 through the refrigerant flow channel structure, and a coolant inlet / outlet circuit is formed with the coolant flow channel plate 300 through the coolant flow channel structure. (See main reference...) Figure 6 and Figure 9 In this example, the refrigerant flow channel structure within the heat exchanger 202 is connected and sealed to the refrigerant flow channel openings (223, 224) of the refrigerant flow channel plate 200, and the coolant flow channel structure within the heat exchanger 202 is connected and sealed to the coolant flow channel openings (322, 323) of the coolant flow channel plate 300. Under these conditions, the heat exchanger 202 is fixed to the refrigerant flow channel plate 200 using fasteners (such as threaded connections). Clearly, the selection of the heat exchanger 202 can be determined based on actual heat exchange performance requirements.

[0090] The internal heat exchanger 203 in the thermal management component is mainly used to exchange heat between two refrigerant flow loops that respectively carry high-temperature liquid refrigerant and low-temperature gaseous refrigerant, thereby reducing the subcooling degree before the electronic expansion valve and thus increasing the cooling capacity of the air conditioning system and the cooling capacity of the battery.

[0091] Currently, internal heat exchangers in air conditioning systems commonly employ a coaxial tube structure. Specifically, heat exchange between refrigerants at different temperatures is achieved through the wall surface between the outer and inner tubes of the coaxial tube. (See reference...) Figure 3 The structure on the left represents the high-pressure section of the coaxial tube, while the structure on the right represents the low-pressure section. (See reference...) Figure 4 The annular region outside the coaxial tube is the high-pressure section of the internal heat exchanger, and the cylindrical region in the middle is the low-pressure section. High-pressure, medium-temperature liquid refrigerant enters the internal heat exchanger 203 through the high-pressure inlet 2031 on the left end and exits through the high-pressure outlet 2032 on the right end. Low-pressure, low-temperature gaseous refrigerant enters the internal heat exchanger through the low-pressure inlet 2033 on the right end and exits through the low-pressure outlet 2034 on the left end.

[0092] In the thermal management integrated module of this invention, the structure of the two refrigerant flow loops is changed from the traditional coaxial tube structure to wall heat transfer between two of the refrigerant flow loops within the refrigerant flow channel plate 200 (processed together with the refrigerant flow loop 201). See also... Figure 5 The area below the refrigerant flow channel plate 200 has two parallel refrigerant flow loops, roughly W-shaped, denoted as the first intermediate heat exchange section 203a and the second intermediate heat exchange section 203b, respectively. The lower first intermediate heat exchange section 203a corresponds to the high-pressure section of the coaxial tube, and the upper second intermediate heat exchange section 203b corresponds to the low-pressure section of the coaxial tube. They are separated by a wall within the refrigerant flow channel plate 200. Therefore, when refrigerant of corresponding shapes flows through the intermediate heat exchange sections (203a, 203b), heat exchange can occur between the two portions of refrigerant through the wall surface. In this embodiment, the intermediate heat exchange sections (203a, 203b) are two heat exchange sections with opposite flow directions.

[0093] Reference 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.

[0094] 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.

[0095] For example, in the case of a combination of multiple sections, such as in the case where the design of the refrigerant flow circuit in the refrigerant flow channel plate 200 is limited (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.

[0096] 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 vehicle air conditioning system 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.

[0097] 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.

[0098] 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.

[0099] 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 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 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.

[0100] Among the thermal management components, the plurality of refrigerant mechanical valve components (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 component 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 component 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.

[0101] 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.

[0102] 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 and communicated 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 respectively sealed and communicated with the cooling liquid flow port (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). The number of flow ports of the multi-way valve 302 can be selected according to the mode switching requirements of the vehicle thermal management system.

[0103] 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 and communicated 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 respectively sealed and communicated with the cooling liquid flow port (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). The size of the first water pump 303 and the second water pump 304 can be selected according to the cooling liquid flow requirements of the vehicle thermal management system.

[0104] The plurality of 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 flowing through the sensor through the temperature sensing components inside the sensor. The plurality of water temperature sensors are sealed and communicated 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 respectively sealed and communicated with the cooling liquid flow port (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.

[0105] 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.).

[0106] 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.

[0107] 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.

[0108] Mainly referring to Figure 12In a possible implementation, the thermal management domain controller 400 includes a shell, which includes an upper shell 4001 and a lower shell 4002, and the upper shell and the lower shell are connected by laser welding. A PCBA board 4003 is arranged between the upper shell and the lower shell, and the coils 4004 of the five refrigerant valves (two electronic expansion valves and three electronic refrigerant valves) are arranged in the shell and below the PCBA board. The lower shell serves as a mounting carrier, and the coils of the refrigerant valves are mounted on the lower shell, each coil is connected to the PCBA board through a hard wire, and the PCBA board is also mounted and fixed on the lower shell 200. A heat dissipation block 4005 is arranged on the upper shell and mainly used for heat dissipation 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.

[0109] 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 motion components and the whole vehicle, vibration isolation design needs to be performed on the thermal management integrated module. 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. As 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, and 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, and 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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 shown in FIG. 2B. Figure 14 .

[0116] 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 by 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 shown in FIG. 2B. Figure 15 .

[0117] 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.

[0118] 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.

[0119] In this mode, the flow direction of the refrigerant is: 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:

[0120] 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 state 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 .

[0121] 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 state 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 .

[0122] The low-pressure low-temperature gaseous refrigerant in the first branch flows through the external heat exchanger and the first electronic refrigerant valve 207 (during which it flows through the second pressure temperature sensor 213) in sequence, and then changes into low-pressure low-temperature gaseous refrigerant by heat exchange with the low-pressure low-temperature gaseous refrigerant in the second branch which flows through the heat exchanger 202 and the low-pressure part of the internal heat exchanger in sequence. The refrigerant after the convergence flows out of the refrigerant flow channel plate 200 from the refrigerant interface 216 into the compressor, and completes the air conditioning heating cycle.

[0123] In another aspect, the thermal management integrated module 100 can also realize at least six different flow modes by controlling the multi-way valve.

[0124] Mode one:

[0125] In a possible implementation, the thermal management domain controller 400 puts the flow ports 2, 3 and 5 of the multi-way valve 302 in a communication state, that is, the thermal management integrated module 100 is in mode one. In this mode:

[0126] 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.

[0127] 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.

[0128] After the cooling liquids of the cooling liquid interface 315 and the cooling liquid interface 316 converge, 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 for heat exchange. The cooling liquid after the radiator flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 312 again. The cooling liquid flowing into the cooling liquid flow channel plate 300 is divided into two branches, in which:

[0129] 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.

[0130] 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.

[0131] 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 .

[0132] Mode two:

[0133] 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:

[0134] The coolant of the motor cooling loop flows into the coolant flow channel plate 300 from the coolant interface 308, is connected to the coolant interface 315 and the coolant interface 313 through the flow ports (2, 1) of the multi-way valve 302, and flows into the coolant flow channel plate 300 through the coolant interface 322 to enter the heat exchanger 202 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, 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.

[0135] The coolant of the power battery cooling loop flows into the coolant flow channel plate 300 from the coolant interface 309, is connected to the coolant interface 316 and the coolant interface 313 through the flow ports (5, 1) of the multi-way valve 302, and flows into the coolant flow channel plate 300 through the coolant interface 322 to enter the heat exchanger 202 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, flows into the first water pump 303 through the coolant interface 318, and finally flows into the power battery from the coolant flow port 311 to form the battery cooling loop.

[0136] In this mode, the flow direction of the coolant in the coolant flow channel plate 300 is shown in FIG. 6. Figure 19 .

[0137] Mode three:

[0138] 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:

[0139] The coolant of the motor cooling loop flows into the coolant flow channel plate 300 from the coolant interface 308, is connected to the coolant interface 315 and the coolant interface 313 through the flow ports (2, 1) of the multi-way valve 302, and flows into the coolant flow channel plate 300 through the coolant interface 322 to enter the heat exchanger 202 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, 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.

[0140] The cooling liquid in the motor cooling circuit flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 308, is connected to the cooling liquid interface 315 and the cooling liquid interface 314 through the flow-through port (2, 3) of the multi-way valve 302, and finally flows out of the cooling liquid flow channel plate 300 from the cooling liquid interface 307 into the radiator for heat exchange. The cooling liquid after the radiator flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 312, flows into the second water pump 304 through the cooling liquid interface 319, and finally flows into the motor from the cooling liquid flow channel port 310 to form the motor cooling circuit.

[0141] In this mode, the flow direction of the cooling liquid in the cooling liquid flow channel plate 300 is as shown in FIG. 6. Figure 20 .

[0142] Mode four:

[0143] In a possible implementation, the heat management domain controller 400 puts the flow-through port 2, the flow-through port 3, the flow-through port 4, and the flow-through port 5 of the multi-way valve 302 in a communication state, that is, the heat management integrated module 100 is in mode four. In this mode:

[0144] The cooling liquid in the motor cooling circuit flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 308, is connected to the cooling liquid interface 315 and the cooling liquid interface 314 through the flow-through port (2, 3) of the multi-way valve 302, and finally flows out of the cooling liquid flow channel plate 300 from the cooling liquid interface 307 into the radiator for heat exchange. The cooling liquid after the radiator flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 312, flows into the second water pump 304 through the cooling liquid interface 319, and finally flows into the motor from the cooling liquid flow channel port 310 to form the motor cooling circuit.

[0145] The cooling liquid in the motor cooling circuit flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 308, is connected to the cooling liquid interface 315 and the cooling liquid interface 314 through the flow-through port (2, 3) of the multi-way valve 302, and finally flows out of the cooling liquid flow channel plate 300 from the cooling liquid interface 307 into the radiator for heat exchange. The cooling liquid after the radiator flows into the cooling liquid flow channel plate 300 from the cooling liquid interface 312, flows into the second water pump 304 through the cooling liquid interface 319, and finally flows into the motor from the cooling liquid flow channel port 310 to form the motor cooling circuit.

[0146] In this mode, the flow direction of the cooling liquid in the cooling liquid flow channel plate 300 is as shown in FIG. 6. Figure 21 .

[0147] Mode five:

[0148] In a possible implementation, the heat management domain controller 400 puts the flow-through port 2, the flow-through port 4, and the flow-through port 5 of the multi-way valve 302 in a communication state, that is, the heat management integrated module 100 is in mode five. In this mode:

[0149] 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:

[0150] 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.

[0151] 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.

[0152] In this mode, the flow direction of the coolant in the coolant flow channel plate 300 is shown in FIG. 6. Figure 22 .

[0153] Mode six:

[0154] 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:

[0155] 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:

[0156] 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.

[0157] 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.

[0158] In this mode, the flow direction of the coolant in the coolant flow channel plate 300 is shown in FIG. 6.Figure 23 .

[0159] 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%.

[0160] 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%.

[0161] 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%.

[0162] 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.

[0163] 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 is integrated and disassembled with the air conditioning pipeline, the cooling pipeline, and the like, and the vehicle cross beam and the like structure, the assembly man-hours of the vehicle can be further reduced, and the production rhythm of the vehicle assembly line can be improved.

[0164] 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 part with refrigerant as the flow medium, and a second thermal management part with coolant as the flow medium, The first thermal management part 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 part 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 electronic expansion valves and / or electronic refrigerant valves, and the coils of at least part of the electronic expansion valves and / or the electronic refrigerant valves 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.

2. 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.

3. The vehicle thermal management system of claim 2, wherein, The refrigerant main body part is formed with refrigerant flow channels corresponding to the refrigerant flow circuits, and the refrigerant cover plate part covers the refrigerant flow channels; and / or The coolant main body part is formed with coolant flow channels corresponding to the coolant flow circuits, and the coolant cover plate part covers the coolant flow channels.

4. The vehicle thermal management system of claim 1, wherein, The refrigerant flow channel plate is provided with refrigerant flow channel openings at positions required to be connected with the first thermal management components, so that the first thermal management components with a connection relationship are connected with the refrigerant flow channel plate through the refrigerant flow channel openings, and then communicated with each other through the corresponding refrigerant flow circuits; and / or The coolant flow channel plate is provided with coolant flow channel openings at positions required to be connected with the second thermal management components, so that the second thermal management components with a connection relationship are connected with the coolant flow channel plate through the coolant flow channel openings, and then communicated with each other through the corresponding coolant flow circuits.

5. The vehicle thermal management system of claim 4, wherein, The first thermal management components are sealingly connected with the refrigerant flow channel plate at positions corresponding to the refrigerant flow channel openings; and / or The second thermal management components are sealingly connected with the coolant flow channel plate at positions corresponding to the coolant flow channel openings; and / or The first thermal management components comprise an internal heat exchanger, the internal heat exchanger comprises a first refrigerant passage corresponding to a high-pressure part 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, The first refrigerant passage and the second refrigerant passage are both formed in the refrigerant flow channel plate and have heat-conducting walls.

6. 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 the electronic refrigerant valve is integrated with the controller in a manner close to the PCBA board.

7. The vehicle thermal management system of claim 6, wherein, The controller includes 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.

8. A vehicle characterized by comprising: The vehicle includes the whole vehicle thermal management system according to any one of claims 1 to 7.

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