Automotive integrated thermal management system and vehicle

Abstract

The application provides an automobile integrated thermal management system and a vehicle. The system comprises at least one power component, a heat dissipation component, a heating component and an intermediate valve connected according to a setting mode. The system comprises multiple working modes, and the intermediate valve comprises multiple conduction states. The intermediate valve is used for switching the corresponding conduction state according to the working mode of the system, so that at least one working loop is formed in the current working mode. The working loop comprises at least one of the following: a self-circulation loop formed by the power component alone; a cooling liquid loop formed by connecting the power component with at least one of the heat dissipation component and the heating component through the intermediate valve; and a refrigerant loop formed by connecting at least part of the heat dissipation component and at least part of the heating component. In this way, the conduction state is switched by using one intermediate valve to form the corresponding working loop in each working mode of the system, the use of valve bodies and pipelines can be reduced, the cost can be saved, and the overall energy utilization rate of the vehicle can be improved.

Description

Technical Field

[0001] This application relates to the automotive field, and more particularly to an integrated thermal management system for automobiles and a vehicle. Background Technology

[0002] With the increasing awareness of environmental protection, hydrogen fuel cell vehicles have entered a stage of rapid research and development and industrialization. Due to the complexity of fuel cell vehicles, the requirements for thermal management systems are more stringent. High temperature, low temperature, dryness and water flooding can all cause irreversible damage to fuel cells. In order to protect the core components of fuel cell vehicles, the overall vehicle thermal management system is designed to be more dispersed and complicated than that of traditional vehicles.

[0003] The thermal management systems of related fuel vehicles mostly follow the approach of gasoline vehicles or pure electric vehicles, adding cooling circuits for newly added hydrogen fuel cell stacks, deionizers, intercoolers, etc. This leads to an increase in the number of valves and pipes, which brings great difficulty to the overall vehicle layout and system control, and at the same time, the energy of the whole vehicle cannot be used efficiently. Summary of the Invention

[0004] This application provides an integrated thermal management system and vehicle for automobiles to solve at least some of the problems in the related art.

[0005] In a first aspect, this application provides an integrated automotive thermal management system, comprising: at least one power component, a heat dissipation component, a heating component, and an intermediate valve connected according to a set method. The system includes multiple operating modes, and the intermediate valve includes multiple conduction states. The intermediate valve is used to switch the corresponding conduction state according to the system's operating mode, so that the system forms at least one working loop in the current operating mode. The working loop includes at least one of the following:

[0006] A self-circulating loop formed independently by the power components;

[0007] The power unit is connected to at least one of the heat dissipation unit and the heating unit via an intermediate valve to form a coolant circuit;

[0008] A refrigerant circuit is formed by connecting at least a portion of a heat dissipation component and at least a portion of a heating component.

[0009] Optionally, at least one power component includes an electric motor, a battery, and a hydrogen fuel cell stack; the heat dissipation component includes an oil cooler, a radiator, a heat exchanger, and an evaporator; and the heating component includes a condenser and a built-in condenser.

[0010] The motor is connected to the oil cooler, and the oil cooler is connected to the intermediate valve; the radiator, battery, hydrogen fuel cell stack, condenser, and heat exchanger are all connected to the intermediate valve.

[0011] The intermediate valve is used to switch the conduction status of the oil cooler, radiator, battery, hydrogen fuel cell stack, condenser and heat exchanger according to the system's operating mode, so that the system forms at least one working loop in the current operating mode.

[0012] Optional components also include a compressor, a control valve, a first tee pipe, a second tee pipe, and a third tee pipe;

[0013] A control valve is installed between the condenser and the built-in condenser; a first tee pipe is installed between the condenser and the heat exchanger; a second tee pipe is installed between the heat exchanger and the evaporator; a third tee pipe is installed between the built-in condenser and the evaporator; the first tee pipe and the third tee pipe are connected; both ends of the compressor are connected to the control valve and the second tee pipe respectively.

[0014] The control valve, the first tee, the second tee, and the third tee are used to switch their respective conduction states according to the system's operating mode, so that the system can form different refrigerant circuits under different operating modes.

[0015] Optionally, it also includes a three-way proportional valve and a connecting valve connected to the three-way proportional valve, wherein the three-way proportional valve is connected between one end of the radiator and the intermediate valve, and the connecting valve is connected between the other end of the radiator and the intermediate valve.

[0016] The three-way proportional valve is used to switch the conduction state of the radiator and connecting valves according to the system's operating mode, so that the system can form different coolant circuits under different operating modes.

[0017] Optionally, the working circuit includes at least one of the following:

[0018] In some operating modes, the hydrogen fuel cell stack forms a self-circulating loop independently;

[0019] In some operating modes, the battery, oil cooler, radiator, heat exchanger, and condenser are connected through an intermediate valve to form a first coolant circuit.

[0020] In some operating modes, a second coolant circuit is formed by connecting the battery and condenser through an intermediate valve;

[0021] In some operating modes, the oil cooler, radiator, and heat exchanger are connected by an intermediate valve to form a third coolant circuit.

[0022] In some operating modes, the hydrogen fuel cell stack and the oil cooler are connected by an intermediate valve to form a fourth coolant circuit;

[0023] In some operating modes, the hydrogen fuel cell stack, oil cooler, and radiator form a fifth coolant circuit through an intermediate valve connection.

[0024] In some operating modes, the battery and heat exchanger are connected via an intermediate valve to form a sixth coolant circuit;

[0025] In some operating modes, the hydrogen fuel cell stack, oil cooler, and condenser form a seventh coolant circuit through an intermediate valve connection.

[0026] In some operating modes, the oil cooler, heat exchanger, and condenser form an eighth coolant circuit through an intermediate valve connection.

[0027] In some operating modes, the first refrigerant circuit is formed by connecting the condenser, heat exchanger, and evaporator.

[0028] In some operating modes, a second refrigerant loop is formed by connecting the condenser and the heat exchanger;

[0029] In some operating modes, a third refrigerant loop is formed by connecting the built-in condenser and heat exchanger.

[0030] The intermediate valve is used to switch the conduction status of the oil cooler, radiator, battery, hydrogen fuel cell stack, condenser and heat exchanger according to the system's working mode, so that the system can form different working loops under different working modes.

[0031] Optionally, the system includes at least one of the following: a first working mode, a second working mode, a third working mode, a fourth working mode, a fifth working mode, and a sixth working mode;

[0032] In the first operating mode, the hydrogen fuel cell stack forms a self-circulating loop; the intermediate valve switches the conduction state to connect the battery, oil cooler, radiator, heat exchanger and condenser through the intermediate valve to form the first coolant loop; the condenser, heat exchanger and evaporator are connected to form the first refrigerant loop.

[0033] In the second operating mode, the hydrogen fuel cell stack forms a self-circulating loop; the intermediate valve switches the conduction state to form a second coolant loop by connecting the battery and condenser through the intermediate valve, and a third coolant loop by connecting the oil cooler, radiator and heat exchanger through the intermediate valve; the condenser and heat exchanger are connected to form a second refrigerant loop.

[0034] In the third operating mode, the intermediate valve switches the conduction state to connect the hydrogen fuel cell stack and the oil cooler through the intermediate valve to form a fourth coolant circuit.

[0035] In the fourth operating mode, the intermediate valve switches the conduction state so that the hydrogen fuel cell stack, oil cooler, and radiator are connected through the intermediate valve to form the fifth coolant circuit.

[0036] In the fifth operating mode, the intermediate valve switches to the on state, connecting the battery and heat exchanger through the intermediate valve to form the sixth coolant circuit; the hydrogen fuel cell stack, oil cooler, and condenser are connected through the intermediate valve to form the seventh coolant circuit; and the condenser and heat exchanger are connected to form the second refrigerant circuit.

[0037] In the sixth operating mode, the intermediate valve switches to the on state, allowing the oil cooler, heat exchanger, and condenser to form the eighth coolant circuit through the intermediate valve connection; the built-in condenser and heat exchanger are connected to form the third refrigerant circuit.

[0038] Optionally, a muffler may also be included, connected between the compressor and the control valve; and / or

[0039] It also includes a dryer, connected between the compressor and the second tee pipe.

[0040] Optionally, it also includes a deionizer and an intercooler, which are connected to the hydrogen fuel cell stack to form a self-circulating loop.

[0041] Optionally, the intermediate valve includes a twelve-way valve.

[0042] Secondly, this application provides a vehicle including an integrated automotive thermal management system as described in any of the above embodiments.

[0043] Optionally, the vehicle includes an air conditioning unit and a passenger compartment, the heat dissipation components include an evaporator, and the heating components include a built-in condenser; the evaporator and the built-in condenser are disposed within the air conditioning unit; the air conditioning unit is disposed within the passenger compartment;

[0044] The air conditioning unit includes a blower located behind the built-in condenser. The blower is used to transfer at least part of the waste heat from the power components to the passenger compartment through the built-in condenser, and the evaporator is used to dissipate heat in the passenger compartment.

[0045] The automotive integrated thermal management system and vehicle provided in this application enable the system to form corresponding working loops in various working modes by switching the conduction state through an intermediate valve. This can reduce the use of valve bodies and pipelines, save costs, and improve the overall energy utilization rate of the vehicle while stably maintaining at least one power component at the optimal operating temperature.

[0046] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0048] Figure 1The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a first operating mode;

[0049] Figure 2 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a second operating mode.

[0050] Figure 3 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a third operating mode;

[0051] Figure 4 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a fourth operating mode;

[0052] Figure 5 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a fifth operating mode;

[0053] Figure 6 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a sixth operating mode;

[0054] Figure 7 The diagram shown is a schematic diagram of a twelve-way valve in the first operating mode of an exemplary embodiment of this application.

[0055] Figure label:

[0056] 1. Automotive integrated thermal management system; 2. Intermediate valve; 3. Motor; 4. Battery; 5. Hydrogen fuel cell stack; 6. Oil cooler; 7. Radiator; 8. Heat exchanger; 9. Evaporator; 10. Condenser; 11. Built-in condenser; 12. Air conditioning unit; 13. Blower; 14. Compressor; 15. First tee pipe; 16. Control valve; 17. First electronic expansion valve; 18. Muffler; 19. Dryer; 20. Deionizer; 21. Intercooler; 22. ODP; 23. Three-way proportional valve; 24. Electric fan; 25. Water pump; 26. Water tank; 27. Second tee pipe; 28. Third tee pipe; 29. ​​Connecting valve; 30. Second electronic expansion valve. Detailed Implementation

[0057] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0058] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should be understood in their ordinary sense by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms "a" or "one," etc., do not indicate a quantity limitation, but rather indicate the presence of at least one. "A plurality" or "several" indicates two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper," etc., are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including," etc., mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The terms "connected," "linked," etc., are not limited to physical or mechanical connections and can include electrical connections, whether direct or indirect.

[0059] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0060] This application provides an integrated thermal management system for a vehicle and a vehicle. The integrated thermal management system and vehicle of this application will be described in detail below with reference to the accompanying drawings. Unless otherwise specified, the features of the following embodiments and implementations can be combined with each other.

[0061] Figure 1 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a first operating mode. Figure 2 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a second operating mode. Figure 3 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a third operating mode. Figure 4 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a fourth operating mode. Figure 5 The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a fifth operating mode. Figure 6The diagram shown is a schematic representation of an exemplary embodiment of the present application of an automotive integrated thermal management system in a sixth operating mode. Figures 1 to 6 As shown, this application provides an integrated automotive thermal management system 1, including: at least one power component, a heat dissipation component, a heating component, and an intermediate valve 2 connected according to a set method. The system includes multiple operating modes, and the intermediate valve 2 includes multiple conduction states. The intermediate valve 2 is used to switch the corresponding conduction state according to the system's operating mode, so that the system forms at least one working loop in the current operating mode. The working loop includes at least one of the following:

[0062] A self-circulating loop formed independently by the power components;

[0063] The power unit is connected to at least one of the heat dissipation unit and the heating unit via intermediate valve 2 to form a coolant circuit;

[0064] A refrigerant circuit is formed by connecting at least a portion of a heat dissipation component and at least a portion of a heating component.

[0065] Thus, by switching the conduction state of an intermediate valve to form corresponding working loops in various operating modes, the use of valve bodies and pipelines can be reduced, saving costs. Furthermore, this automotive integrated thermal management system can improve the overall energy efficiency of the vehicle while stably maintaining at least one power component at its optimal operating temperature. It is understood that the aforementioned setting method can be configured according to the vehicle's spatial layout; that is, the connection method between the power component, cooling component, heating component, and intermediate valve remains unchanged. Only by switching the different conduction states of the intermediate valve is the corresponding working loop formed in each operating mode.

[0066] The power system includes a motor 3, a battery 4, and a hydrogen fuel cell stack 5. The motor 3 converts electrical energy into mechanical energy to drive the vehicle, the battery 4 stores electrical energy to provide power to the vehicle, and the hydrogen fuel cell stack 5 generates electricity. The motor 3, battery 4, and hydrogen fuel cell stack 5 require different optimal operating temperatures. The integrated thermal management system 1 can stably maintain at least one power system at its optimal operating temperature while improving the overall thermal efficiency of the vehicle. It is understood that this application can achieve various circuit configurations for the motor 3, battery 4, and hydrogen fuel cell stack 5 in different operating modes by using an intermediate valve 2 to switch the circuit. Furthermore, using the intermediate valve 2 to switch the circuit can reduce the use of valve bodies and pipelines, thus saving costs.

[0067] In some embodiments, at least one power component includes a motor 3, a battery 4, and a hydrogen fuel cell stack 5; a heat dissipation component includes an oil cooler 6, a radiator 7, a heat exchanger 8, and an evaporator 9; and a heating component includes a condenser 10 and a built-in condenser 11. The motor 3 is connected to the oil cooler 6, which is connected to an intermediate valve 2; the radiator 7, battery 4, hydrogen fuel cell stack 5, condenser 10, and heat exchanger 8 are all connected to the intermediate valve 2. The intermediate valve 2 is used to switch the conduction state of the oil cooler 6, radiator 7, battery 4, hydrogen fuel cell stack 5, condenser 10, and heat exchanger 8 according to the system's operating mode, so that the system forms at least one working circuit in the current operating mode. Thus, an oil circuit is formed by connecting the oil cooler 6 and the motor 3, and the waste heat of the motor 3 is transferred to the oil cooler 6 through the oil circuit. The oil circuit is used to cool the motor 3, ensuring that the motor 3 operates in a high-efficiency range.

[0068] refer to Figures 1 to 6 In the illustrated embodiment, the automotive integrated thermal management system 1 further includes a compressor 14, a control valve 16, a first three-way pipe 15, a second three-way pipe 27, and a third three-way pipe 28. The control valve 16 is disposed between the condenser 10 and the built-in condenser 11. The first three-way pipe 15 is disposed between the condenser 10 and the heat exchanger 8, the second three-way pipe 27 is disposed between the heat exchanger 8 and the evaporator 9, and the third three-way pipe 28 is disposed between the built-in condenser 11 and the evaporator 9. The first three-way pipe 15 and the third three-way pipe 28 are connected. Both ends of the compressor 14 are connected to the control valve 16 and the second three-way pipe 27, respectively. The control valve 16, the first three-way pipe 15, the second three-way pipe 27, and the third three-way pipe 28 are used to switch their respective conduction states according to the system's operating mode, so that the system forms different refrigerant circuits under different operating modes. In this way, by switching the opening and closing of control valve 16, first three-way pipe 15, second three-way pipe 27 and third three-way pipe 28 to form different refrigerant circuits, the power components can be heated or cooled, and the overall energy utilization rate of the vehicle can be improved.

[0069] In some embodiments, the automotive integrated thermal management system 1 further includes a muffler 18 connected between the compressor 14 and the control valve 16. This reduces the noise from the exhaust port of the compressor 14. In some embodiments, the automotive integrated thermal management system 1 further includes a dryer 19 connected between the compressor 14 and the second three-way pipe 27. This absorbs moisture in the refrigerant circuit and filters impurities. Further, a first electronic expansion valve 17 can be installed before the inlet of the heat exchanger 8, and a second electronic expansion valve 30 can be installed before the inlet of the evaporator 9, for throttling and reducing the pressure of the high-temperature, high-pressure refrigerant.

[0070] Furthermore, the compressor 14 includes an exhaust port and an intake port. The compressor 14 is used to compress the low-temperature, low-pressure refrigerant into a high-temperature, high-pressure refrigerant, which then flows out from the exhaust port of the compressor 14. The muffler 18 is used to reduce the noise from the exhaust port of the compressor 14. The dryer 19 is used to absorb moisture and filter impurities. The control valve 16 is connected to the exhaust port of the compressor 14, the inlet of the condenser 10, and the inlet of the built-in condenser 11, respectively, and is used to control whether the refrigerant flows back to the compressor 14 through the condenser 10 or the built-in condenser 11. It should be noted that the switching methods of the conduction states of the control valve 16, the first three-way pipe 15, the second three-way pipe 27, and the third three-way pipe 28 will be described in detail below.

[0071] Understandably, the compressor 14, muffler 18, dryer 19, control valve 16, heat exchanger 8, evaporator 9, condenser 10, and built-in condenser 11 can constitute the heat pump system of the automotive integrated thermal management system 1. The heat pump system can heat or cool the coolant circuit through the heat exchange of the refrigerant in the refrigerant return flow.

[0072] refer to Figures 1 to 6 In one embodiment, the automotive integrated thermal management system 1 further includes a three-way proportional valve 23 and a connecting valve 29 connected to the three-way proportional valve 23. The three-way proportional valve 29 is connected between one end of the radiator 7 and the intermediate valve 2, and the connecting valve 29 is connected between the other end of the radiator 7 and the intermediate valve 2. The three-way proportional valve 23 is used to switch the conduction state of the radiator 7 and the connecting valve 29 according to the system's operating mode, so that the system can form different coolant circuits under different operating modes.

[0073] Specifically, one port of the three-way proportional valve 23 is connected to the radiator 7, and the other two ports are connected to the intermediate valve 2 and the connecting valve 29, respectively. In some operating modes, the port between the three-way proportional valve 23 and the connecting valve 29 is not connected, while the other ports are connected, allowing the radiator 7 to participate in forming the coolant circuit. In other operating modes, the port between the three-way proportional valve 23 and the radiator 7 is not connected, while the other ports are connected, preventing the radiator 7 from participating in forming the coolant circuit. It can be understood that the three-way proportional valve 23 is used to control whether the radiator 7 participates in forming the refrigerant circuit. Furthermore, in some operating modes, the opening degree of the valve port connected to the radiator 7 in the three-way proportional valve 23 can be controlled to control the flow rate of coolant into the radiator 7, thereby achieving precise control of the operating temperature of the power components. It should be noted that the switching method of the conduction state of the three-way proportional valve 23 will be described in detail below.

[0074] In some embodiments, the working circuit includes at least one of the following:

[0075] (1) In some operating modes, the hydrogen fuel cell stack 5 forms a self-circulating loop. In this way, the hydrogen fuel cell stack 5 can be maintained within the normal operating temperature range without the need to regulate the operating temperature through heat dissipation components or heating components.

[0076] (2) In partial operating mode, the battery 4, oil cooler 6, radiator 7, heat exchanger 8, and condenser 10 are connected by intermediate valve 2 to form a first coolant circuit. In this way, by cooling or heating through the heat dissipation components and heating components, the operating temperature of the motor 3 and battery 4 can be adjusted, so that the motor 3 and battery 4 can operate in the high-efficiency range.

[0077] (3) In partial operating mode, the battery 4 and the condenser 10 are connected via the intermediate valve 2 to form a second coolant circuit. In this way, the battery 4 can be heated by the heating component, allowing the battery 4 to operate in a high-efficiency range when the ambient temperature is low.

[0078] (4) In partial operating mode, the oil cooler 6, radiator 7 and heat exchanger 8 are connected by the intermediate valve 2 to form a third coolant circuit. In this way, the motor 3 is cooled by the heat dissipation components, so that the motor 3 can operate in the high-efficiency range.

[0079] (5) In partial operating mode, the hydrogen fuel cell stack 5 and the oil cooler 6 are connected through the intermediate valve 2 to form a fourth coolant circuit. In this way, the waste heat of the motor 3 directly heats the hydrogen fuel cell stack 5, keeping it at the optimal operating temperature and improving the overall energy utilization rate of the vehicle.

[0080] (6) In partial operating mode, the hydrogen fuel cell stack 5, oil cooler 6, and radiator 7 are connected to form a fifth coolant circuit via intermediate valve 2. In this way, the motor 3 and hydrogen fuel cell stack 5 are cooled by the heat dissipation components, keeping the motor 3 and hydrogen fuel cell stack 5 at their optimal operating temperature.

[0081] (7) In partial operating mode, the battery 4 and the heat exchanger 8 are connected through the intermediate valve 2 to form a sixth coolant circuit. In this way, the battery 4 is cooled by the heat dissipation components, so that the battery 4 can operate in a high-efficiency range when the ambient temperature is high.

[0082] (8) In partial operating mode, the hydrogen fuel cell stack 5, oil cooler 6, and condenser 10 are connected to form a seventh coolant circuit via intermediate valve 2. In this way, the hydrogen fuel cell stack 5 and the motor 3 are cooled by heat dissipation components and heating components, so that the motor 3 and the hydrogen fuel cell stack 5 can operate in a high-efficiency range.

[0083] (9) In partial operating mode, the oil cooler 6, heat exchanger 8, and condenser 10 are connected through the intermediate valve 2 to form an eighth coolant circuit. In this way, the motor 3 is cooled by the heat dissipation components, and the heat of the motor 3 is transferred to the heating components to improve the overall energy utilization rate of the vehicle.

[0084] (10) In partial operating mode, the condenser 10, heat exchanger 8 and evaporator 9 are connected to form a first refrigerant circuit. In this way, heat exchange occurs through the first refrigerant circuit, and the parallel heat exchanger 8 and evaporator 9 remove heat to achieve cooling.

[0085] (11) In partial operating mode, the condenser 10 and the heat exchanger 8 are connected to form a second refrigerant circuit. In this way, heat exchange occurs through the second refrigerant circuit to absorb the waste heat of the motor 3 and achieve cooling.

[0086] (12) In partial operating mode, the built-in condenser 11 and the heat exchanger 8 form a third refrigerant circuit. In this way, the built-in condenser 11 dissipates heat to achieve heating.

[0087] Intermediate valve 2 is used to switch the conduction state of oil cooler 6, radiator 7, battery 4, hydrogen fuel cell stack 5, condenser 10, and heat exchanger 8 according to the system's operating mode, so that the system can form different operating loops under different operating modes. In this way, the system can switch different conduction states through the intermediate valve to form separate coolant and refrigerant loops under different operating modes. It should be noted that the number and formation methods of the operating loops that the system can form are not limited to those listed above.

[0088] In some embodiments, the system includes at least one of a first operating mode, a second operating mode, a third operating mode, a fourth operating mode, a fifth operating mode, and a sixth operating mode.

[0089] refer to Figure 1 In the illustrated embodiment, in the first operating mode, the three-way proportional valve 23 is connected to the radiator 7 but not connected to the connecting valve 29. The control valve 16 is connected to the condenser 10 but not connected to the built-in condenser 11. The first three-way pipe 15, the second three-way pipe 27, and the third three-way pipe 28 are all connected.

[0090] The hydrogen fuel cell stack 5 is connected to the intermediate valve 2 and forms a self-circulating loop. Understandably, the electric motor stores electrical energy to provide power to the vehicle, while the hydrogen fuel cell stack 5 is used for power generation. The integrated thermal management system 1 also includes a deionizer 20 and an intercooler 21, which are connected in series with the hydrogen fuel cell stack 5 to form a self-circulating loop. The deionizer 20 removes conductive ions from the loop, and the intercooler 21 compresses and cools the air. The hydrogen fuel cell stack 5, forming a self-circulating loop independently, can maintain its operating temperature within the normal operating range without requiring temperature regulation through heat dissipation or heating components.

[0091] Intermediate valve 2 switches its conduction state, connecting battery 4, oil cooler 6, radiator 7, heat exchanger 8, and condenser 10 to form a first coolant circuit. Condenser 10, heat exchanger 8, and evaporator 9 are connected to form a first refrigerant circuit. Thus, by cooling or heating the motor 3 and battery 4 through the heat dissipation and heating components, the operating temperatures of motor 3 and battery 4 can be regulated. After flowing out of compressor 14, the refrigerant can return to compressor 14 via control valve 16, condenser 10, first three-way pipe 15, heat exchanger 8, and second three-way pipe 27. Alternatively, it can return to compressor 14 via control valve 16, condenser 10, first three-way pipe 15, third three-way pipe 28, evaporator 9, and second three-way pipe 27. This system effectively diverts the refrigerant through heat exchanger 8 and evaporator 9, allowing evaporator 9 to fully absorb heat from the environment for better cooling.

[0092] Furthermore, the oil cooler 6 may be provided with an oil passage and a first coolant passage for forming a coolant circuit. The condenser 10 may be provided with a second coolant passage for forming a coolant circuit and a first refrigerant passage for forming a refrigerant circuit. The heat exchanger 8 may be provided with a third coolant passage for forming a coolant circuit and a second refrigerant passage for forming a refrigerant circuit.

[0093] In the first operating mode, the first, second, and third coolant channels are connected to form part of the first coolant circuit. The first and second refrigerant channels are also connected to form part of the first refrigerant channel. Thus, the heat from the motor 3 is transferred to the first coolant circuit via the oil channel, then to the first refrigerant circuit, and finally dissipated through the radiator 7. The heat from the first refrigerant circuit, after heat exchange through the coolant and refrigerant channels, is absorbed by the heat exchanger 8 and evaporator 9, and transferred back to the environment through the condenser 10. Some of the heat returns to the first coolant circuit and is finally dissipated through the radiator 7, thereby achieving cooling of the motor 3 and battery 4, and self-circulating uniform heating of the hydrogen fuel cell stack 5 in the first operating mode.

[0094] refer to Figure 2 In the illustrated embodiment, in the second operating mode, the three-way proportional valve 23 is connected to the radiator 7 but not connected to the connecting valve 29. The control valve 16 is connected to the condenser 10 but not connected to the built-in condenser 11. The first three-way pipe 15 and the third three-way pipe 28 are not connected, while the other ports of the first three-way pipe 15 and the second three-way pipe 27 are connected. The hydrogen fuel cell stack 5 is connected to the intermediate valve 2 and forms a separate self-circulating loop. The intermediate valve 2 switches its on / off state to form a second coolant loop connecting the battery 4 and the condenser 10 via the intermediate valve 2. The oil cooler 6, the radiator 7, and the heat exchanger 8 are connected via the intermediate valve 2 to form a third coolant loop. The condenser 10 and the heat exchanger 8 are connected to form a second refrigerant loop. After flowing out of the compressor 14, the refrigerant returns to the compressor 14 via the control valve 16, the condenser 10, the first three-way pipe 15, the heat exchanger 8, and the second three-way pipe 27.

[0095] Thus, the hydrogen fuel cell stack 5 forms a self-circulating loop, maintaining its normal operating temperature range without the need for temperature regulation via heat dissipation or heating components. The second coolant circuit heats the battery 4 via a heating component, and the third coolant circuit cools the motor 3 via a heat dissipation component. The battery 4 and condenser 10 are connected in series to form the second coolant circuit, which is located within the second refrigerant circuit. In the second operating mode, the second coolant channel forms part of the second coolant circuit. The first and third coolant channels are connected, forming part of the third coolant circuit. The first and second refrigerant channels are connected, forming part of the second refrigerant channel. Heat in the second refrigerant circuit is released through the condenser 10 and transferred to the second coolant circuit to heat the battery 4. In the third coolant circuit, the radiator 7 cools the motor 3, and the heat exchanger 8 absorbs heat from the motor 3 and transfers it to the environment via the condenser 10 in the second refrigerant circuit. Some of the heat returns to the second coolant circuit to heat the battery 4. In the second operating mode, the vehicle integrated thermal management system 1 achieves heating of the battery 4 and cooling of the motor 3.

[0096] refer to Figure 3 In the embodiment shown, in the third operating mode, the three-way proportional valve 23 is not connected to the radiator 7, but is connected to the connecting valve 29. The intermediate valve 2 switches its on state to prevent the system from forming a refrigerant circuit, and the hydrogen fuel cell stack 5 and the oil cooler 6 are connected through the intermediate valve 2 to form a fourth coolant circuit.

[0097] Thus, the waste heat from motor 3 directly heats the hydrogen fuel cell stack 5, maintaining it at its optimal operating temperature and improving the overall energy efficiency of the vehicle. In this mode, heat exchanger 8 only serves as a connecting channel in the fourth coolant circuit and does not absorb heat. In the third operating mode, the first coolant channel forms part of the fourth coolant circuit. The waste heat from motor 3 is transferred to the hydrogen fuel cell stack 5 through oil cooler 6 to increase its operating temperature, maintaining it at its optimal operating temperature and improving the overall energy efficiency of the vehicle.

[0098] refer to Figure 4 In the embodiment described above, in the fourth operating mode, the three-way proportional valve 23 is connected to the radiator 7 but not connected to the connecting valve 29. The intermediate valve 2 switches its on / off state to prevent the system from forming a refrigerant circuit, and the hydrogen fuel cell stack 5, oil cooler 6, and radiator 7 are connected through the intermediate valve 2 to form a fifth coolant circuit.

[0099] Thus, the heat dissipation components cool the motor 3 and the hydrogen fuel cell stack 5, maintaining them at their optimal operating temperatures. In this mode, the heat exchanger 8 serves only as a connecting channel in the fifth coolant circuit and does not absorb heat. In the fourth operating mode, the first coolant channel becomes part of the fifth coolant circuit. Waste heat from the motor 3 and the hydrogen fuel cell stack 5 is transferred to the environment through the radiator 7. In the fourth operating mode, the vehicle integrated thermal management system 1 cools the motor 3 and the hydrogen fuel cell stack 5.

[0100] refer to Figure 5 In the illustrated embodiment, in the fifth operating mode, the three-way proportional valve 23 is connected to the radiator 7 but not to the connecting valve 29. The control valve 16 is connected to the condenser 10 but not to the built-in condenser 11. The first three-way pipe 15 and the third three-way pipe 28 are not connected, while the other ports of the first three-way pipe 15 and the second three-way pipe 27 are connected. The intermediate valve 2 switches its on / off state to connect the battery 4 and the heat exchanger 8 through the intermediate valve 2 to form the sixth coolant circuit. The hydrogen fuel cell stack 5, the oil cooler 6, and the condenser 10 are connected through the intermediate valve 2 to form the seventh coolant circuit. The condenser 10 and the heat exchanger 8 are connected to form the second refrigerant circuit. After flowing out of the compressor 14, the refrigerant returns to the compressor 14 through the control valve 16, the condenser 10, the first three-way pipe 15, the heat exchanger 8, and the second three-way pipe 27.

[0101] Thus, the battery 4 is cooled by the heat dissipation assembly, the seventh coolant circuit cools the hydrogen fuel cell stack 5 and the motor 3 through the heat dissipation assembly and the heating assembly, and the second refrigerant circuit transfers at least part of the heat absorbed by the heat dissipation assembly to the heating assembly for release into the environment. In the fifth operating mode, the third coolant channel forms part of the sixth coolant circuit. The first coolant channel is connected to the second coolant channel, forming part of the seventh coolant circuit. The first refrigerant channel is connected to the second refrigerant channel, forming part of the second refrigerant channel. The automotive integrated thermal management system 1 maintains the motor 3, battery 4, and hydrogen fuel cell stack 5 at optimal operating temperatures. The battery 4 is connected to the heat exchanger 9, and the heat from the battery 4 is transferred to the condenser 10 through the second refrigerant circuit, achieving cooling of the battery 4. The heat from the motor 3 and hydrogen fuel cell stack 5 is transferred to the ambient air through the radiator, achieving cooling of the motor 3 and hydrogen fuel cell stack 5.

[0102] refer to Figure 6 In the illustrated embodiment, in the sixth operating mode, the three-way proportional valve 23 is not connected to the radiator 7 but is connected to the connecting valve 29. The control valve 16 is connected to the built-in condenser 11 but not to the condenser 10. The first three-way pipe 15 is connected to the third three-way pipe 28, but the third three-way pipe 28 is not connected to the evaporator 9. The intermediate valve 2 switches its operating state to connect the oil cooler 6, heat exchanger 8, and condenser 10 through the intermediate valve 2 to form the eighth coolant circuit. The built-in condenser 11 and heat exchanger 8 are connected to form the third refrigerant circuit. After the refrigerant flows out of the compressor 14, it returns to the compressor 14 through the control valve 16, built-in condenser 11, third three-way pipe 28, heat exchanger 8, and second three-way pipe 27. In this way, the built-in condenser 11 is used to transfer the waste heat in the coolant circuit to raise the ambient temperature around the built-in condenser 11.

[0103] Thus, the oil cooler 6 is connected to the heat dissipation assembly via the intermediate valve 2 to form the eighth coolant circuit. The heat dissipation assembly cools the motor 3, and the heat from the motor 3 is transferred to the heating assembly via the third refrigerant circuit to improve the overall energy utilization of the vehicle. In the sixth operating mode, the first, second, and third coolant passages are connected to form part of the eighth coolant circuit. The first and second coolant passages are connected to form part of the seventh coolant circuit. The built-in condenser can be equipped with a third refrigerant passage, and the first and third refrigerant passages are connected to form part of the third refrigerant passage. The waste heat from the motor 3 is transferred to the heat exchanger 8 via the oil circuit and the eighth coolant circuit. The heat exchanger 8 absorbs the heat and transfers it to the built-in condenser 11 via the third refrigerant circuit. The heat is then transferred to the environment via the built-in condenser 11. In the sixth operating mode, the automotive integrated thermal management system 1 achieves the cooling of the motor 3 and the reuse of the motor 3's waste heat.

[0104] Understandably, the heat pump system operates in the first, second, fifth, and sixth operating modes, utilizing the heat exchange effect of the refrigerant during refrigerant reflux to heat or cool the coolant circuit. The heat pump system does not need to operate in the third and fourth operating modes. Specifically, in the first operating mode, the refrigerant flows out from the exhaust port of compressor 14, passes through muffler 18, control valve 16, and condenser 10, then flows through the first three-way pipe 15, the first electronic expansion valve 17, heat exchanger 8, the second three-way pipe 27, and dryer 19, finally returning to compressor 14 through the compressor 14's inlet, forming the first refrigerant circuit. Another path flows through the first three-way pipe 15, the third three-way pipe 28, the second electronic expansion valve 30, evaporator 9, the second three-way pipe 27, and dryer 19, finally returning to compressor 14 through the compressor 14's inlet. In the second and fifth operating modes, the refrigerant flows out through the exhaust port of compressor 14, passes through muffler 18, control valve 16, condenser 10, first three-way pipe 15, first electronic expansion valve 17, heat exchanger 8, second three-way pipe 27, and dryer 19, and finally flows back to compressor 14 through the intake port, forming the second refrigerant circuit. In the sixth operating mode, the refrigerant flows out through the exhaust port of compressor 14, passes through muffler 18, control valve 16, built-in condenser 11, third three-way pipe 28, first three-way pipe 15, first electronic expansion valve 17, heat exchanger 8, second three-way pipe 27, and dryer 19, and finally flows back to compressor 14 through the intake port, forming the third refrigerant circuit.

[0105] In some embodiments, the automotive integrated thermal management system 1 also includes an electric fan 24, which is located on one side of the radiator 7 and is used to transfer heat from the radiator 7 to the environment.

[0106] In some embodiments, the automotive integrated thermal management system 1 also includes an ODP22, which is a collective term for the on-board AC / DC power charger OBC, the on-board DC / DC power converter DCDC, and the automotive high-voltage connection hub PDU. The ODP22 is located before the inlet of the oil cooler 6 and is used to convert and transmit AC and DC energy.

[0107] In some embodiments, the automotive integrated thermal management system 1 further includes a water pump 25, and there are multiple water pumps 25 disposed in the oil circuit and each coolant circuit, for controlling the flow direction and flow rate of coolant and oil.

[0108] In some embodiments, the automotive integrated thermal management system 1 further includes a water tank 26, which is located at the highest point in the automotive integrated thermal management system 1. The water tank 26 is connected to one end of a plurality of conduits, and the other end of the plurality of conduits is connected to a loop in the automotive integrated thermal management system 1. In some embodiments, the water tank 26 is connected to the loops of the radiator 7, the battery 4, and the hydrogen fuel cell stack 5, respectively, to replenish the coolant in the loop and to vent the air in the loop, so as to improve the thermal management efficiency of the automotive integrated thermal management system 1.

[0109] In some embodiments, the condenser 10 is a water-cooled condenser, and the heat exchanger 8 is a plate heat exchanger. The water-cooled condenser has a relatively low condensation temperature, which is beneficial to the compressor's cooling capacity and operational economy. The plate heat exchanger has the advantages of high heat exchange efficiency, low heat loss, and a compact and lightweight structure.

[0110] refer to Figures 1 to 6 In the illustrated embodiment, the intermediate valve 2 includes a 12-way valve. The 12-way valve includes a valve core and twelve ports, which are connected in pairs to form valve channels. The valve core drives the valve channels to rotate, either combining the power assembly, heat dissipation assembly, and heating assembly into a circuit, or forming a circuit individually. By adjusting the continuity between the ports of the 12-way valve, the automotive integrated thermal management system 1 can switch between different operating modes to form different working circuits.

[0111] refer to Figure 7 The embodiment shown, Figure 7 The diagram shown is a schematic representation of a twelve-way valve in a first operating mode according to an exemplary embodiment of this application. The twelve ports of the twelve-way valve include port 1, port 2, port 3, port 4, port 5, port 6, port 7, port 8, port 9, port 10, port 11, and port 12. Port 1 is connected to the outlet of condenser 10, port 2 is connected to the inlet of condenser 10, port 3 is connected to the outlet of hydrogen fuel cell stack 5, port 4 is connected to the inlet of battery 4, port 5 is connected to the outlet of battery 5, port 6 is connected to the inlet of hydrogen fuel cell stack 5, port 7 is connected to the outlet of heat exchanger 8, port 8 is connected to the inlet of heat exchanger 8, port 9 is connected to the outlet of oil cooler 6, port 10 is connected to the inlet of oil cooler 6, port 11 is connected to the outlet of radiator 7, and port 12 is connected to the inlet of radiator 7.

[0112] Optionally, a water pump 25 can be installed in the oil circuit formed by the motor 3 and the oil cooler 6 to control the flow direction and flow rate of the oil. A water pump 25 can be installed between the outlet and port 9 of the oil cooler 6, between the outlet and port 5 of the battery 4, and between the inlet and port 6 of the hydrogen fuel cell 5. Thus, the water pump 25 can control the flow direction and flow rate of the coolant in the coolant circuits formed in various modes.

[0113] refer to Figures 1 to 7 As shown, in the first working mode, port 1 is connected to port 10, port 2 is connected to port 5, port 3 is connected to port 6, port 4 is connected to port 7, port 8 is connected to port 11, and port 9 is connected to port 12, so that the oil cooler 6, radiator 7, heat exchanger 8, battery 4, and condenser 10 form the first coolant circuit.

[0114] In the second operating mode, ports 1 and 4 are connected, and ports 2 and 5 are connected, so that the battery 4 and the condenser 10 form a second coolant circuit. Ports 3 and 6 are connected, ports 7 and 10 are connected, ports 8 and 11 are connected, and ports 9 and 12 are connected, so that the oil cooler 6, the radiator 7, and the heat exchanger 8 form a third coolant circuit.

[0115] In the third operating mode, ports 1, 2, 4, and 5 are closed to prevent the condenser 10 and battery 4 from operating. Port 3 is connected to port 12, port 6 is connected to port 9, port 7 is connected to port 10, and port 8 is connected to port 11 to form a fourth coolant circuit consisting of the hydrogen fuel cell stack 5, heat exchanger 8, and oil cooler 6.

[0116] In the fourth operating mode, ports 1, 2, 4, and 5 are closed to prevent the condenser 10 and battery 4 from operating. Port 3 is connected to port 12, port 6 is connected to port 9, port 7 is connected to port 10, and port 8 is connected to port 11 to form the fifth coolant circuit, consisting of the hydrogen fuel cell stack 5, radiator 7, heat exchanger 8, and oil cooler 6.

[0117] In the fifth operating mode, ports 4 and 7 are connected, and ports 5 and 8 are connected, so that battery 4 and heat exchanger 8 form a sixth coolant circuit. Ports 1 and 10 are connected, ports 2 and 11 are connected, ports 3 and 12 are connected, and ports 6 and 9 are connected, so that hydrogen fuel cell stack 5, radiator 7, condenser 10 and oil cooler 6 form a seventh coolant circuit.

[0118] In the sixth operating mode, ports 1, 2, 3, 4, 5, and 6 are closed to prevent the condenser 10, battery 4, and hydrogen fuel cell stack 5 from operating. Port 7 is connected to port 10, port 8 is connected to port 11, and port 9 is connected to port 12 to form the eighth coolant circuit with oil cooler 6 and heat exchanger 8.

[0119] It should be noted that the automotive integrated thermal management system 1 is not limited to the six operating modes mentioned above. It can also adjust the conductivity between the ports of the twelve-way valve according to actual needs to form corresponding operating circuits for each mode. In other words, by adjusting which ports are connected, one can control which components and devices operate in that mode. Conversely, by adjusting which ports are closed, one can control which components and devices do not operate in that mode.

[0120] This application provides a vehicle including an integrated automotive thermal management system 1 as described in any of the above embodiments.

[0121] refer to Figures 1 to 6 In the embodiment shown, the vehicle includes an air conditioning unit 12 and a passenger compartment. The heat dissipation assembly includes an evaporator 9, and the heating assembly includes a built-in condenser 11. The evaporator 9 and the built-in condenser 11 are disposed within the air conditioning unit 12, which is located in the passenger compartment.

[0122] The air conditioning unit 12 includes a blower 13 located behind the built-in condenser 11. The blower 13 is used to transfer at least a portion of the waste heat from the power components to the passenger compartment via the built-in condenser 11, while the evaporator 9 is used to remove heat from the passenger compartment. Specifically, in the first operating mode, the parallel heat exchanger 8 and evaporator 9 are connected to the condenser 10 to form a first refrigerant circuit. The evaporator 9 removes heat from the passenger compartment and transfers the heat to the environment through a heat pump system. In the sixth operating mode, the heat exchanger 8 absorbs the waste heat from the motor 3 and transfers it to the built-in condenser 11 via a third refrigerant circuit. After the waste heat is transferred to the environment via the built-in condenser 11, the heat is transferred to the passenger compartment via the blower 13, thus heating the passenger compartment and improving the overall energy efficiency of the vehicle.

[0123] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0124] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. An integrated thermal management system for automobiles, characterized in that, include: At least one power component, a heat dissipation component, a heating component, and an intermediate valve are connected according to a predetermined method. The heat dissipation component includes a heat exchanger and an evaporator, and the heating component includes a condenser and a built-in condenser. The system includes multiple operating modes, and the intermediate valve includes multiple conduction states. The intermediate valve is used to switch the corresponding conduction state according to the operating mode of the system, so that the system forms at least one working loop in the current operating mode. The working loop includes: The power component forms a self-circulating loop; The power component is connected to at least one of the heat dissipation component and the heating component through the intermediate valve to form a coolant circuit; A refrigerant circuit is formed by connecting at least a portion of the heat dissipation component and at least a portion of the heating component. It also includes a compressor, control valves, a first tee pipe, a second tee pipe, and a third tee pipe; The control valve is provided between the condenser and the built-in condenser; the first tee pipe is provided between the condenser and the heat exchanger; the second tee pipe is provided between the heat exchanger and the evaporator; the third tee pipe is provided between the built-in condenser and the evaporator; the first tee pipe and the third tee pipe are connected; both ends of the compressor are respectively connected to the control valve and the second tee pipe; The control valve, the first three-way pipe, the second three-way pipe, and the third three-way pipe are used to switch their respective conduction states according to the operating mode of the system, so that the system can form different refrigerant circuits under different operating modes.

2. The automotive integrated thermal management system according to claim 1, characterized in that, The at least one power component includes a motor, a battery, and a hydrogen fuel cell stack; the heat dissipation component includes an oil cooler and a radiator; The motor is connected to the oil cooler, and the oil cooler is connected to the intermediate valve; the radiator, the battery, the hydrogen fuel cell stack, the condenser, and the heat exchanger are all connected to the intermediate valve; The intermediate valve is used to switch the conduction state of the oil cooler, the radiator, the battery, the hydrogen fuel cell stack, the condenser, and the heat exchanger according to the operating mode of the system, so that the system forms at least one of the operating loops in the current operating mode.

3. The automotive integrated thermal management system according to claim 2, characterized in that, It also includes a three-way proportional valve and a connecting valve connected to the three-way proportional valve. The three-way proportional valve is connected between one end of the radiator and the intermediate valve, and the connecting valve is connected between the other end of the radiator and the intermediate valve. The three-way proportional valve is used to switch the conduction state with the radiator and the connecting valve according to the operating mode of the system, so that the system can form different coolant circuits under different operating modes.

4. The automotive integrated thermal management system according to claim 3, characterized in that, The intermediate valve is used to switch the conduction state of the oil cooler, the radiator, the battery, the hydrogen fuel cell stack, the condenser, and the heat exchanger according to the operating mode of the system, so that the system can form different operating loops under different operating modes; The working circuit includes at least one of the following: In some operating modes, the hydrogen fuel cell stack forms its own self-circulating loop; In some operating modes, the battery, the oil cooler, the radiator, the heat exchanger, and the condenser are connected through the intermediate valve to form a first coolant circuit; In partial operating mode, the battery and the condenser are connected via the intermediate valve to form a second coolant circuit; In some operating modes, the oil cooler, the radiator, and the heat exchanger are connected through the intermediate valve to form a third coolant circuit; In partial operating mode, the hydrogen fuel cell stack and the oil cooler are connected through the intermediate valve to form a fourth coolant circuit; In partial operating mode, the hydrogen fuel cell stack, the oil cooler, and the radiator form a fifth coolant circuit through the intermediate valve connection; In some operating modes, the battery and the heat exchanger are connected via the intermediate valve to form a sixth coolant circuit; In some operating modes, the hydrogen fuel cell stack, the oil cooler, and the condenser form a seventh coolant circuit through the intermediate valve connection; In some operating modes, the oil cooler, the heat exchanger, and the condenser form an eighth coolant circuit through the intermediate valve connection; In some operating modes, the condenser, the heat exchanger, and the evaporator are connected to form a first refrigerant circuit; In some operating modes, the condenser and the heat exchanger are connected to form a second refrigerant circuit; In some operating modes, the built-in condenser and the heat exchanger are connected to form a third refrigerant circuit.

5. The automotive integrated thermal management system according to claim 4, characterized in that, The system includes at least one of a first working mode, a second working mode, a third working mode, a fourth working mode, a fifth working mode, and a sixth working mode; In the first operating mode, the hydrogen fuel cell stack forms a self-circulating loop; the intermediate valve switches its conduction state to connect the battery, the oil cooler, the radiator, the heat exchanger, and the condenser through the intermediate valve to form a first coolant loop; the condenser, the heat exchanger, and the evaporator are connected to form a first refrigerant loop. In the second operating mode, the hydrogen fuel cell stack forms a self-circulating loop; the intermediate valve switches its conduction state to connect the battery and the condenser through the intermediate valve to form a second coolant loop, and the oil cooler, the radiator, and the heat exchanger are connected through the intermediate valve to form a third coolant loop; the condenser and the heat exchanger are connected to form a second refrigerant loop; In the third operating mode, the intermediate valve switches to the on state so that the hydrogen fuel cell stack and the oil cooler are connected through the intermediate valve to form a fourth coolant circuit; In the fourth operating mode, the intermediate valve switches to the on state so that the hydrogen fuel cell stack, the oil cooler, and the radiator are connected through the intermediate valve to form a fifth coolant circuit; In the fifth operating mode, the intermediate valve switches to the on state, connecting the battery and the heat exchanger through the intermediate valve to form a sixth coolant circuit; the hydrogen fuel cell stack, the oil cooler, and the condenser are connected through the intermediate valve to form a seventh coolant circuit; the condenser and the heat exchanger are connected to form a second refrigerant circuit. In the sixth operating mode, the intermediate valve switches to the on state so that the oil cooler, the heat exchanger and the condenser are connected through the intermediate valve to form an eighth coolant circuit; the built-in condenser and the heat exchanger are connected to form a third refrigerant circuit.

6. The automotive integrated thermal management system according to claim 1, characterized in that, It also includes a muffler connected between the compressor and the control valve; and / or It also includes a dryer connected between the compressor and the second tee pipe.

7. The automotive integrated thermal management system according to claim 2, characterized in that, It also includes a deionizer and an intercooler, which are connected to form the self-circulating loop.

8. The automotive integrated thermal management system according to any one of claims 1 to 7, characterized in that, The intermediate valve includes a twelve-way valve.

9. A vehicle, characterized in that, The automotive integrated thermal management system includes any one of claims 1 to 8.

10. The vehicle according to claim 9, characterized in that, The vehicle includes an air conditioning unit and a passenger compartment; the heat dissipation assembly includes an evaporator; the heating assembly includes a built-in condenser; the evaporator and the built-in condenser are disposed within the air conditioning unit. The air conditioning unit is located in the passenger compartment; The air conditioning unit includes a blower located behind the built-in condenser. The blower is used to transfer at least a portion of the waste heat from the power components to the passenger compartment through the built-in condenser. The evaporator is used to dissipate heat from the passenger compartment.

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