Integrated module, thermal management system and vehicle for a vehicle

Abstract

The application discloses an integrated module, a thermal management system and a vehicle for the vehicle, and the integrated module comprises a first valve seat, a control valve group and a gas-liquid separator. The first valve seat is provided with an exhaust interface, a gas-liquid inlet interface, a first heat exchange plate interface and a second heat exchange plate interface. The first valve seat is internally provided with a first flow channel and a second flow channel. The control valve group is arranged in the first valve seat and comprises an electronic expansion valve. The electronic expansion valve is connected with the second flow channel. The gas-liquid separator is arranged in the first valve seat. An inlet end of the gas-liquid separator is connected with the gas-liquid inlet interface. An outlet end of the gas-liquid separator is connected with a return gas port of a compressor. According to the integrated module for the vehicle, the circulation service life of a battery module can be ensured, the integrated degree is certain, and installation can be simplified.

Description

Integrated modules for vehicles, thermal management systems, and vehicles Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to an integrated module, thermal management system, and vehicle for use in vehicles. Background Technology

[0002] Vehicles, such as new energy vehicles, are usually equipped with multiple systems, such as heat pump systems, air conditioning systems, and thermal management systems, to ensure normal vehicle operation; however, due to their rich functions, these systems have many components and complicated connections. Summary of the Invention

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes an integrated module for vehicles, which facilitates ensuring the cycle life of the battery module while possessing a certain degree of integration to simplify installation.

[0004] The present invention also proposes a thermal management system having the above-mentioned integrated modules.

[0005] The present invention also proposes a vehicle having the above-mentioned integrated module.

[0006] According to a first aspect of the present invention, an integrated module for a vehicle includes a battery module and a heat exchange plate, the heat exchange plate exchanging heat with the battery module. The integrated module includes: a first valve seat, the first valve seat having an exhaust port, a gas-liquid inlet port, a first heat exchange plate port, and a second heat exchange plate port, the exhaust port being connected to the exhaust port of a compressor outside the first valve seat, the first heat exchange plate port and the second heat exchange plate port being connected to the heat exchange plate; the first valve seat having a plurality of refrigerant channels, the plurality of refrigerant channels including a first channel and a second channel, the first channel being connected to the exhaust port, the second channel being connected to the first heat exchange plate port, and the second channel being connected to the first channel; a control valve group, the control valve group being disposed on the first valve seat, the control valve group including an electronic expansion valve, the electronic expansion valve being connected to the second channel; and a gas-liquid separator, the gas-liquid separator being disposed on the first valve seat, the inlet end of the gas-liquid separator being connected to the gas-liquid inlet port, and the outlet end of the gas-liquid separator being connected to the return port of the compressor.

[0007] According to an embodiment of the present invention, an integrated module for a vehicle, by setting a first flow channel to a second flow channel and a control valve group, enables the vehicle to have a battery heating mode when the integrated module is used in the vehicle. This allows the heat exchange plate to heat and raise the temperature of the battery module, thereby ensuring that the battery module is at a suitable operating temperature, guaranteeing reliable use and a good cycle life, and ultimately improving the vehicle's travel efficiency and ease of use. Furthermore, by placing the control valve group and the gas-liquid separator on the first valve seat, the integrated module can achieve a certain degree of integration, facilitating its installation in the vehicle, simplifying the assembly of various systems within the vehicle, saving interior space, simplifying system piping connections, and facilitating platform-based deployment.

[0008] In some embodiments, the first valve seat is further provided with an external condenser interface for connection to an external condenser; the first valve seat is provided with a throttle valve interface, and the integrated module further includes a first throttle element, the first throttle element being fixed to the first valve seat and connected to the throttle valve interface, and the first throttle element being connected to the second heat exchange plate interface and the external condenser interface respectively.

[0009] In some embodiments, the first valve seat is provided with a first heat exchanger interface and a second heat exchanger interface, a first throttling element is connected between the first heat exchanger interface and the second heat exchange plate interface, and the second heat exchanger interface is connected to the gas-liquid inlet interface through a first internal flow channel in the first valve seat; the integrated module further includes a first heat exchanger disposed on the first valve seat, the first heat exchanger is provided with a first refrigerant flow path, and the two ends of the first refrigerant flow path are respectively connected to the first heat exchanger interface and the second heat exchanger interface.

[0010] In some embodiments, the control valve assembly includes a second check valve and a third check valve. The second check valve is disposed on the first valve seat and is connected to the first throttling element and the first interface of the heat exchanger, respectively. The second check valve directs refrigerant unidirectionally to the first interface of the heat exchanger. The third check valve is disposed on the first valve seat and is connected to the first throttling element and the external condenser interface, respectively, to direct refrigerant unidirectionally to the first throttling element.

[0011] In some embodiments, the plurality of refrigerant channels further include a third channel connected to the gas-liquid inlet interface, and the control valve group further includes a first on-off valve and a second on-off valve, the first on-off valve being connected to the first channel to control its on / off state, and the second on-off valve being connected to the third channel to control its on / off state.

[0012] In some embodiments, the first valve seat is further provided with an in-vehicle condenser outlet interface, and the control valve group further includes a second throttling element, which is disposed on the first valve seat and communicates with the in-vehicle condenser outlet interface and the first interface of the heat exchanger, respectively.

[0013] In some embodiments, the control valve assembly includes a third on / off valve, which is disposed on the first valve seat and connected to the first internal flow channel to control its on / off state.

[0014] In some embodiments, the first valve seat is further provided with an evaporator inlet interface and an evaporator outlet interface, the evaporator inlet interface and the evaporator outlet interface being respectively connected to both ends of an in-vehicle evaporator located outside the first valve seat, the first valve seat being provided with an outlet flow channel connecting the evaporator outlet interface and the gas-liquid inlet interface, and the first valve seat being provided with an inlet flow channel connecting the evaporator inlet interface and the out-of-vehicle condenser outlet interface; the control valve assembly further includes a third throttling element, the third throttling element being disposed on the first valve seat and connected to the inlet flow channel.

[0015] In some embodiments, the integrated module further includes a first one-way valve, and the first valve seat further includes a first one-way valve interface. The first one-way valve is disposed on the first valve seat and connected to the first one-way valve interface so that the refrigerant flows unidirectionally to the gas-liquid inlet interface.

[0016] In some embodiments, the first valve seat includes: a first plate having a plurality of grooves; and a second plate fixed to the first plate to close the plurality of grooves, the plurality of grooves and the second plate defining an external refrigerant channel for circulating refrigerant, the external refrigerant channel including at least a portion of the plurality of refrigerant channels.

[0017] In some embodiments, the interior of the first plate is provided with an internal flow channel, which includes a portion of the plurality of refrigerant flow channels.

[0018] In some embodiments, there are multiple external refrigerant channels, and at least a portion of the external refrigerant channels have a rectangular cross-section; and / or: there are multiple internal channels, and at least a portion of the internal channels have a rectangular cross-section.

[0019] In some embodiments, the first plate is provided with a plurality of valve seats on the side opposite to the second plate, the valve seats protruding in the direction opposite to the second plate, each valve seat defining a valve cavity, and the plurality of control valves of the control valve group are respectively provided in the plurality of valve cavities.

[0020] In some embodiments, the wall thickness of each valve chamber ranges from 3mm to 4mm.

[0021] In some embodiments, the center distance between two adjacent valve chambers is L, where L > R1 + R2 + a, where R1 is the inner diameter of one of the valve chambers, R2 is the inner diameter of the other valve chamber, and the value of a ranges from 8mm to 15mm.

[0022] In some embodiments, mounting positions are provided on adjacent sidewalls of the first plate, the mounting positions being adapted to be fixed to the vehicle body.

[0023] In some embodiments, the integrated module further includes a second valve seat, the second valve seat having a first water-side interface and a second water-side interface, the first water-side interface being adapted to be connected to a motor control module radiator located outside the second valve seat, and the second water-side interface being adapted to be connected to a first radiator located outside the second valve seat; the integrated module further includes a first switching valve, the first switching valve being disposed on the second valve seat and communicating with multiple internal water channels within the second valve seat, the first switching valve being activated to cause coolant discharged from the first switching valve to flow to the first water-side interface and / or the second water-side interface.

[0024] In some embodiments, the second valve seat is further provided with a third heat exchanger port and a fourth heat exchanger port, the third heat exchanger port and the fourth heat exchanger port being respectively connected to a first coolant flow path outside the second valve seat; the first switching valve is respectively connected to the third heat exchanger port and the fourth heat exchanger port, and the operation of the first switching valve causes the coolant flowing to the first switching valve to flow directly to the first switching valve and / or to flow to the first switching valve through the first coolant flow path.

[0025] In some embodiments, the second valve seat is provided with a switching valve interface, and the first switching valve is fixed to the second valve seat and connected to the switching valve interface.

[0026] In some embodiments, the second valve seat is provided with a water tank interface, and the integrated module further includes a water replenishment tank, which is disposed on the second valve seat and connected to the water tank interface to replenish water toward the internal waterway.

[0027] In some embodiments, the second valve seat is further provided with a water pump interface, and the integrated module further includes a water pump, which is disposed on the second valve seat and connected to the water pump interface to drive the flow of liquid in the internal waterway.

[0028] In some embodiments, the first valve seat and the second valve seat are fixedly connected.

[0029] A thermal management system for a vehicle according to a second aspect of the present invention includes an integrated module according to the first aspect of the present invention described above.

[0030] A vehicle according to a third aspect of the present invention includes: a vehicle body; a power supply module, the power supply module including a battery module, a first heat exchange plate and a second heat exchange plate, the first heat exchange plate and the second heat exchange plate being disposed on the battery module for heat exchange with the battery module, the power supply module being disposed on the vehicle body; and an integrated module, the integrated module being an integrated module according to the first aspect of the present invention described above, wherein a first valve seat is fixed to the vehicle body, a first heat exchange plate interface and a second heat exchange plate interface are used to connect to the first heat exchange plate, and a third cold plate interface and a fourth cold plate interface are used to connect to the second heat exchange plate.

[0031] The vehicle according to an embodiment of the present invention, by employing the above-described integrated module, facilitates platform-based deployment.

[0032] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0033] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0034] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention, wherein the integrated module includes the components within the dashed box;

[0035] Figure 2 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery heating mode.

[0036] Figure 3 is a schematic diagram of the operation of the thermal management system shown in Figure 1, with the thermal management system in battery cooling mode;

[0037] Figure 4 is a schematic diagram of the operation of the thermal management system shown in Figure 1, with the thermal management system in heating mode;

[0038] Figure 5 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery heating + heating mode.

[0039] Figure 6 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery cooling + heating mode.

[0040] Figure 7 is a schematic diagram of the operation of the thermal management system shown in Figure 1, with the thermal management system in cooling mode;

[0041] Figure 8 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery heating + cooling mode.

[0042] Figure 9 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery cooling + refrigeration mode.

[0043] Figure 10 is a schematic diagram of the operation of the thermal management system shown in Figure 2. The thermal management system is in cooling + heating mode.

[0044] Figure 11 is a schematic diagram of the operation of the thermal management system shown in Figure 2. The thermal management system is in battery heating + cooling + heating mode.

[0045] Figure 12 is a schematic diagram of the operation of the thermal management system shown in Figure 2. The thermal management system is in battery cooling + cooling + heating mode.

[0046] Figure 13 is a schematic diagram of an integrated module according to an embodiment of the present invention;

[0047] Figure 14 is another schematic diagram of the integrated module shown in Figure 13;

[0048] Figure 15 is another schematic diagram of the integrated module shown in Figure 13;

[0049] Figure 16 is an exploded view of the integrated module shown in Figure 13;

[0050] Figure 17 is a schematic diagram of the first valve seat shown in Figure 16;

[0051] Figures 18-22 are schematic diagrams of the first plate shown in Figure 17;

[0052] Figure 23 is a cross-sectional view along line AA in Figure 22;

[0053] Figure 24 is a cross-sectional view along line BB in Figure 22;

[0054] Figure 25 is a cross-sectional view along line CC in Figure 22;

[0055] Figure 26 is a schematic diagram of the integrated module shown in Figure 13 corresponding to the coolant side;

[0056] Figure 27 is a schematic diagram of the second valve seat shown in Figure 26;

[0057] Figure 28 is another schematic diagram of the second valve seat shown in Figure 27;

[0058] Figures 29-30 are schematic diagrams of the third plate shown in Figure 26;

[0059] Figures 31-32 are schematic diagrams of the fourth plate shown in Figure 26;

[0060] Figure 33 is a schematic diagram of the fasteners of the integrated module shown in Figure 13;

[0061] Figure 34 is a schematic diagram of an integrated module according to another embodiment of the present invention;

[0062] Figures 35 and 36 are another schematic diagram of the integrated module shown in Figure 34.

[0063] Figure label:

[0064] Thermal management system 100, motor and electronic control module heat sink 101,

[0065] Compressor 1, exhaust port 1a, return port 1b

[0066] 2. External condenser; 3. Heat exchange plate; 5. Integrated module; 50. Connecting wires.

[0067] First valve seat 5A, second valve seat 5B

[0068] First plate 511, groove 511a, valve seat 511b, internal flow channel 511c, mounting position 511d, second plate 512.

[0069] Third plate 513, fourth plate 514, flow channel P,

[0070] Exhaust port 51a, on / off valve port 51b, gas-liquid inlet port 51c, first heat exchanger plate port 51d, second heat exchanger plate port 51e, first one-way valve port 51f, heat exchanger first port 51o, heat exchanger second port 51p, second one-way valve port 51h, third one-way valve port 51i, throttle valve port 51u, external condenser port 51v, expansion valve port 51w, evaporator inlet port 51x, evaporator outlet port 51y, internal condenser outlet port 51z

[0071] Switching valve interface 51j, first water-side interface 51k, second water-side interface 51l, heat exchanger third interface 51q, heat exchanger fourth interface 51r, water tank interface 51s, water pump interface 51t.

[0072] First flow channel A, third flow channel B, second flow channel C, fourth sub-flow channel D, outlet flow channel E, inlet flow channel F, first internal flow channel G.

[0073] First throttling element 521, second throttling element 522, third throttling element 523

[0074] Control valve assembly 53, first on / off valve 533, second on / off valve 534, electronic expansion valve 535, third on / off valve 537, fourth on / off valve 538.

[0075] Second check valve 54, third check valve 55, plug 56, temperature sensor 57, sealing ring 58, fourth check valve 59, first check valve 515.

[0076] Fastener 516, elastic element 5161, elastic hook 5162

[0077] 6. First heat exchanger; 7. In-vehicle evaporator; 8. In-vehicle condenser; 9. Coolant circuit; 10. First radiator; 11. First switching valve; 12. Water tank; 13. Water pump; 14. Receiver tank; 15. Filter.

[0078] Gas-liquid separator 16, refrigerant inlet 16a, refrigerant outlet 16b, separator connector 161, screw 162. Detailed Implementation

[0079] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0080] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0081] Hereinafter, with reference to the accompanying drawings, an integrated module 5 for a vehicle according to an embodiment of the present invention will be described. The vehicle may be a gasoline-powered vehicle, a natural gas-powered vehicle, a new energy vehicle, or a rail vehicle. New energy vehicles may be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. The vehicle also includes a battery module, which can be used to power the vehicle. For example, the battery module can serve as the vehicle's operating power source, or as the vehicle's driving power source, to replace or partially replace gasoline or natural gas in providing driving power to the vehicle. Alternatively, the battery module can be used to power certain components of the vehicle, such as a motor, so that the battery module can meet the power requirements for at least one of the vehicle's starting, navigation, and driving functions.

[0082] The vehicle also includes a heat exchange plate 3, which exchanges heat with the battery module to ensure that the battery module has a suitable operating temperature, thereby ensuring that the battery module operates stably and reliably.

[0083] As shown in Figures 1 and 16-22, the integrated module 5 includes a first valve seat 5A. The first valve seat 5A is provided with an exhaust port 51a, a gas-liquid inlet port 51c, a first heat exchange plate port 51d, and a second heat exchange plate port 51e. The first valve seat 5A is provided with multiple refrigerant channels, including a first channel A and a second channel C.

[0084] The first flow channel A is connected to the exhaust port 51a, which is used to connect to the exhaust port 1a of the compressor 1 outside the first valve seat 5A. The first flow channel A is suitable for communicating with the exhaust port 1a of the compressor 1. The refrigerant discharged by the compressor 1 through the exhaust port 1a can flow into the first flow channel A through the exhaust port 51a. The first heat exchange plate port 51d and the second heat exchange plate port 51e are used to connect to the heat exchange plate 3. The second flow channel C is connected to the first heat exchange plate port 51d. The refrigerant in the second flow channel C can flow out of the integrated module 5 to flow into the heat exchange plate 3, or the refrigerant in the heat exchange plate 3 can flow into the integrated module 5 to flow into the second flow channel C.

[0085] Wherein, the second flow channel C is connected to the first flow channel A, so the refrigerant at the exhaust port 51a can flow to the first heat exchange plate port 51d in sequence through the first flow channel A and the second flow channel C.

[0086] As shown in Figures 1 and 16, the integrated module 5 also includes a control valve group 53, which is located on the first valve seat 5A. The control valve group 53 includes an electronic expansion valve 535, which is connected to the second flow channel C. The electronic expansion valve 535 can be used to control the flow rate of the second flow channel C.

[0087] It is understandable that the first valve seat 5A is provided with an expansion valve interface 51w, and the electronic expansion valve 535 is connected to the corresponding expansion valve interface 51w.

[0088] Therefore, when integrated module 5 is used in a vehicle, it enables the vehicle to have a battery heating mode, thereby raising the temperature of the battery module and ensuring that the battery module has a suitable operating temperature, thus guaranteeing stable and reliable operation of the battery module.

[0089] In battery heating mode, as shown in Figure 2, all electronic expansion valves 535 are open. The refrigerant flows from the exhaust port 1a of the compressor 1 through the exhaust port 51a to the first flow channel A, and then to the second flow channel C. The refrigerant in the second flow channel C flows to the heat exchange plate 3 to heat the battery module. Finally, the refrigerant flows back to the compressor 1 to achieve circulation.

[0090] Understandably, in battery heating mode, the electronic expansion valve 535 opens the second flow channel C; of course, the electronic expansion valve 535 can also have a flow regulation function.

[0091] For example, in the examples of Figures 1 and 2, the integrated module 5 also includes a first heat exchanger 6. The first heat exchanger 6 is located on the first valve seat 5A and is connected between the first throttling element 521 and the compressor 1. The refrigerant flowing from the first throttling element 521 to the return port 1b can first flow through the first heat exchanger 6 for heat exchange and then flow to the gas-liquid inlet port 51c. Thus, in the battery heating mode, the refrigerant flowing out of the heat exchange plate 3 can flow to the first throttling element 521 for throttling and pressure reduction. The throttled refrigerant can then flow through the first heat exchanger 6 for heat exchange and then flow back to the compressor 1. At this time, the compressor 1, heat exchange plate 3, first throttling element 521, and first heat exchanger 6 form a refrigerant circulation path, and the first heat exchanger 6 is used as an evaporator.

[0092] Of course, the first heat exchanger 6 may not be located in the first valve seat 5A, but may be located outside the first valve seat 5A; in addition, in the battery heating mode, the heat exchange component that forms the refrigerant circulation path with the compressor 1, the heat exchange plate 3 and the first throttling element 521 may be other heat exchange components, not limited to the first heat exchanger 6, as long as the above-mentioned other heat exchange components can be used as evaporators.

[0093] It should be noted that in the description of this application, "heat exchange plate 3" should be interpreted broadly, and can be understood to include the following situations: 1. Heat exchange plate 3 can be used to heat the battery module and also to cool the battery module. Similarly, the second heat exchange plate 4 can be used to heat the battery module and also to cool the battery module; 2. Heat exchange plate 3 is only used to heat the battery module, and the second heat exchange plate 4 is only used to heat the battery module.

[0094] As shown in Figure 1, the integrated module 5 also includes a gas-liquid separator 16. The inlet end 16a of the gas-liquid separator 16 is connected to the gas-liquid inlet interface 51c, and the outlet end 16b of the gas-liquid separator 16 is connected to the return port 1b of the compressor 1 to ensure that the refrigerant entering the compressor 1 is gaseous, thus preventing liquid slugging in the compressor 1. In battery heating mode, the refrigerant first flows through the gas-liquid separator 16 and then flows to the return port 1b of the compressor 1. The gas-liquid separator 16 is located on the first valve seat 5A, which facilitates the arrangement of the gas-liquid separator 16 and enables communication between the gas-liquid separator 16 and the internal flow channel of the first valve seat 5A. This also improves the integration level of the integrated module 5 and helps save interior space.

[0095] According to an embodiment of the present invention, the integrated module 5 for a vehicle, by setting a first flow channel A to a second flow channel C and a control valve group 53, enables the vehicle to have a battery heating mode when the integrated module 5 is used in the vehicle. This allows the heat exchange plate 3 to heat and raise the temperature of the battery module, thereby ensuring that the battery module is at a suitable operating temperature, ensuring reliable use of the battery module, and having a good cycle life, thus improving the vehicle's travel efficiency and ease of use. Furthermore, by placing the control valve group 53 and the gas-liquid separator 16 on the first valve seat 5A, the integrated module 5 can achieve a certain degree of integration, facilitating its installation in the vehicle, simplifying the assembly of various systems in the vehicle, saving interior space, simplifying system piping connections, and facilitating platform-based layout.

[0096] In some embodiments, as shown in Figures 1, 2, 14, and 17, the gas-liquid separator 16 is arranged vertically, with its outlet end 16b located at the top, ensuring better gas-liquid separation capability and further guaranteeing that the refrigerant entering the compressor 1 is gaseous. The gas-liquid separator 16 has a separator connector 161, which is located at the inlet end 16a and communicates with the inlet of the gas-liquid separator 16. The inlet end 16a is assembled with the gas-liquid inlet interface 51c via the refrigerant separator connector 161 in a direction perpendicular to the plane of the first valve seat 5A. Optionally, the separator connector 161 can be fixed (e.g., welded) to the first valve seat 5A.

[0097] It is understandable that the diameter and axial length of the gas-liquid separator 16 can be set according to actual needs to ensure that the volume of the gas-liquid separator 16 meets the usage requirements; for example, when the axial length of the gas-liquid separator 16 is small, the inner diameter of the gas-liquid separator 16 can be appropriately increased.

[0098] It should be noted that in Figures 2-12 of this application, the flow path formed by the thick lines is the refrigerant circulation flow path in the corresponding mode.

[0099] In some embodiments, as shown in FIG1, a first flow channel is defined in the heat exchange plate 3, and filter elements 15 are respectively provided at both ends of the length of the first flow channel. A second flow channel is defined in the second heat exchange plate 4, and filter elements 15 are also provided at both ends of the length of the second flow channel, so as to ensure the smooth flow of the first flow channel and the second flow channel.

[0100] In some embodiments, the control valve assembly 53 is installed on the first valve seat 5A in a direction perpendicular to the plane of the first valve seat 5A. This facilitates rapid installation of the control valve assembly 53, ensures accurate connection of the portion of the connecting line 50 of the integrated module 5 to the control valve assembly 53, avoids incorrect connections, and saves overall space occupied by the integrated module 5. For example, the control valve assembly 53 can be installed on the same side of the first valve seat 5A, further improving the ease and efficiency of installation, while also simplifying the processing of the first valve seat 5A.

[0101] In some embodiments of the present invention, as shown in Figures 1, 16 and 19, the first valve seat 5A is further provided with an external condenser interface 51v connected to the external condenser 2, and the first valve seat 5A is provided with a throttle valve interface 51u. The integrated module 5 also includes a first throttle element 521, which is fixed to the first valve seat 5A and connected to the throttle valve interface 51u. The first throttle element 521 is connected to the second heat exchange plate interface 51e and the external condenser interface 51v respectively. The first throttle element 521 can throttle and reduce the pressure of the refrigerant flowing through it. The refrigerant after throttling and pressure reduction can flow to the second heat exchange plate interface 51e to flow to the heat exchange plate 3 to cool the battery module. At the same time, it improves the integration level of the integrated module 5 to enrich the functions of the vehicle with the integrated module 5.

[0102] Therefore, in battery heating mode, the refrigerant flowing out of heat exchange plate 3 can flow to the first throttling element 521 for throttling and pressure reduction to achieve the entire refrigerant cycle; at the same time, when the integrated module 5 is used in a vehicle, the vehicle also has a battery cooling mode. In battery cooling mode, as shown in Figure 3, the high-temperature and high-pressure gaseous refrigerant produced in compressor 1 flows to the external condenser 2 through exhaust port 1a to exchange heat with the external environment. After heat exchange, the refrigerant temperature decreases and liquefies into a medium-temperature and high-pressure liquid, and flows into the integrated module 5 through external condenser interface 51v. The refrigerant flows through the first throttling element 521 in the integrated module 5. Element 521 reduces pressure by throttling, so that the refrigerant forms a low-temperature, low-pressure gas-liquid mixture. The refrigerant after throttling and pressure reduction flows out of the integrated module 5 and flows to the heat exchange plate 3 to cool the battery module. This allows the refrigerant to absorb heat from the battery module and evaporate, reducing the temperature of the battery module. After exchanging heat with the battery module, the refrigerant flows back to the integrated module 5 through the first heat exchange plate interface 51d and then flows through the second flow channel C, through the gas-liquid separator 16, and back to the compressor 1 to enter the next cycle. At this time, the compressor 1, the external condenser 2, the first throttling element 521, and the heat exchange plate 3 form a refrigerant circulation path.

[0103] In some embodiments, as shown in FIG1, the vehicle's thermal management system 100 further includes a reservoir 14, which is connected between the external condenser 2 and the external condenser interface 51V, so as to enable the thermal management system 100 to adapt and adjust according to the different required refrigerant circulation amounts in different modes (e.g., battery cooling mode and battery heating mode) to ensure the performance of the thermal management system 100.

[0104] In some embodiments of the present invention, as shown in FIG1, the first valve seat 5A is provided with a heat exchanger first interface 51o and a heat exchanger second interface 51p. A first throttling element 521 is connected between the heat exchanger first interface 51o and the second heat exchange plate interface 51e. The heat exchanger second interface 51p is connected to the gas-liquid inlet interface 51c through a first internal flow channel G in the first valve seat 5A. The integrated module 5 also includes a first heat exchanger 6 provided in the first valve seat 5A. The first heat exchanger 6 is provided with a first refrigerant flow path. The two ends of the first refrigerant flow path are respectively connected to the heat exchanger first interface 51o and the heat exchanger second interface 51p. Then, the refrigerant flowing out from the first heat exchanger 6 can flow back to the compressor 1 through the heat exchanger second interface 51p, the first internal flow channel G and the gas-liquid inlet interface 51c. At the same time, the integration level of the integrated module 5 is further improved, which is beneficial to the design of the whole vehicle platform.

[0105] Optionally, the first refrigerant flow path can be installed at the first port 51o and the second port 51p of the heat exchanger in a direction perpendicular to the plane where the first valve seat 5A is located.

[0106] As can be seen, in the battery heating mode, the refrigerant of the heat exchange plate 3 flows through the first throttling element 521 and then through the first heat exchanger interface 51o to the first heat exchanger 6 for heat exchange. After heat exchange, the refrigerant flows through the second heat exchanger interface 51p to the first valve seat 5A and through the first internal flow channel G to the return gas interface 51c to flow back to the compressor 1.

[0107] In this design, the first interface 51o of the heat exchanger corresponds to the inlet of the first refrigerant flow path, and the second interface 51p of the heat exchanger corresponds to the outlet of the first refrigerant flow path. The first interface 51o of the heat exchanger is located above the second interface 51p of the heat exchanger, i.e., bottom inlet and top outlet, which ensures that the heat exchange efficiency of the first heat exchanger 6 reaches the maximum. Compared with the top inlet and bottom outlet method, the heat exchange efficiency of this application is increased by about 30%-40%. For example, it is convenient to match the heat dissipation and heat exchange efficiency of the motor control module in the coolant circuit 9 described later, and ensure the motor control efficiency.

[0108] In some embodiments of the present invention, as shown in FIG1, the control valve assembly 53 includes a second check valve 54, which is disposed on the first valve seat 5A. The second check valve 54 is connected to the first throttling element 521 and the first heat exchanger port 51o, respectively. The second check valve 54 directs the refrigerant unidirectionally to the first heat exchanger port 51o, that is, the second check valve 54 causes the refrigerant to flow unidirectionally to the first heat exchanger 6. Thus, the refrigerant in the throttling valve assembly 52 can flow to the first heat exchanger port 51o through the second check valve 54, while the refrigerant in the first heat exchanger port 51o has no... The refrigerant flows through the first one-way valve 54 to the first throttling element 521. The control valve assembly 53 also includes a third one-way valve 55, which is located on the first valve seat 5A. The third one-way valve 55 is connected to both the first throttling element 521 and the external condenser interface 51v, so that the refrigerant is directed unidirectionally to the first throttling element 521. Thus, the refrigerant at the external condenser interface 51v can flow through the third one-way valve 55 to the first throttling element 521, while the refrigerant at the first throttling element 521 cannot flow through the third one-way valve 55 to the external condenser interface 51v. This facilitates the control valve assembly 53 in further controlling the flow path of the refrigerant in the integrated module 5 and further improves the integration level of the integrated module 5.

[0109] It is understandable that the first valve seat 5A is provided with a second one-way valve interface 51h and a third one-way valve interface 51i. The second one-way valve 54 is connected to the second one-way valve interface 51h, and the third one-way valve 55 is connected to the third one-way valve interface 51i, so that the flow channel of the first valve seat 5A is connected to the second one-way valve 54 and the third one-way valve 55 respectively.

[0110] As can be seen, in battery heating mode, the refrigerant in heat exchange plate 3 flows through the first throttling element 521, then through the second one-way valve 54 to the first interface 51o of the heat exchanger for heat exchange in the first heat exchanger 6, and then flows back to the compressor 1. In battery cooling mode, the refrigerant flowing from the external condenser 2 flows through the third one-way valve 55 to the first throttling element 521, so that the refrigerant is throttled and depressurized before flowing to heat exchange plate 3. Thus, by setting the second one-way valve 54 and the third one-way valve 55, the refrigerant in integrated module 5 has an accurate flow path in battery cooling mode and battery heating mode, so as to ensure the temperature control effect of battery module.

[0111] In some embodiments, as shown in FIG1, the multiple refrigerant channels include a third channel B, which is connected to the gas-liquid inlet interface 51c. A second channel C is connected to the third channel B. The refrigerant at the first heat exchanger plate interface 51d can flow sequentially through the second channel C and the third channel B to the gas-liquid inlet interface 51c. The control valve group 53 further includes a first on-off valve 533 and a second on-off valve 534. The first on-off valve 533 is connected to the first channel A to control its on / off state; that is, the first on-off valve 533 can be used to control the opening and closing of the first channel A. The second on-off valve 534 is connected to the third channel B to control its on / off state; that is, the second on-off valve 534 can control the opening and closing of the third channel B. This facilitates switching between multiple modes (e.g., between battery heating mode and battery cooling mode).

[0112] In some embodiments of the present invention, as shown in FIG1, the first valve seat 5A is further provided with an in-vehicle condenser outlet interface 51z. The in-vehicle condenser 8 is connected between the exhaust port 1a of the compressor 1 and the in-vehicle condenser outlet interface 51z, allowing the refrigerant at the exhaust port 1a to flow through the in-vehicle condenser 8 to the in-vehicle condenser outlet interface 51z. The control valve assembly 53 further includes a second throttling element 522, which is disposed on the first valve seat 5A and is connected to both the in-vehicle condenser outlet interface 51z and the heat exchanger first interface 51o.

[0113] Therefore, when the integrated module 5 is used in a vehicle, the vehicle has a heating mode. In the heating mode, the refrigerant discharged by the compressor 1 releases heat through the vehicle condenser 8. The refrigerant after releasing heat flows to the integrated module 5 through the vehicle condenser outlet interface 51z, and after being throttled and depressurized by the second throttling element 522, it flows to the first interface 51o of the heat exchanger. After absorbing heat through the first heat exchanger 6, it flows back to the compressor 1 through the second interface 51p of the heat exchanger and the first internal flow channel G.

[0114] It is understandable that when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery heating mode and a heating mode, and the battery heating mode and the heating mode cannot be performed simultaneously; or, the vehicle has a battery heating mode, a heating mode, and a battery heating + heating mode. In the battery heating + heating mode (as shown in Figure 5), a portion of the refrigerant discharged from the compressor 1 flows sequentially through the first flow channel A and the second flow channel C to the heat exchange plate 3, and then to the first throttling element 521. Another portion of the refrigerant discharged from the compressor 1 flows through the vehicle condenser 8 and to the second throttling element 522. The refrigerant flowing through the first throttling element 521 and the refrigerant flowing through the second throttling element 522 can converge to the first interface 51o of the heat exchanger to flow through the first heat exchanger 6 and then flow back to the integrated module 5 to be discharged to the compressor 1 through the first internal flow channel G.

[0115] Of course, when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery cooling mode and a heating mode, and the battery cooling mode and the heating mode cannot be performed simultaneously; or, the vehicle has a battery cooling mode, a heating mode and a battery cooling + heating mode. In the battery cooling + heating mode (as shown in Figure 6), part of the refrigerant discharged from the compressor 1 flows into the integrated module 5 through the external condenser 2, and the other part of the refrigerant discharged from the compressor 1 flows through the internal condenser 8 and is throttled and depressurized by the second throttling element 522 before flowing through the first heat exchanger 6. The refrigerant flowing through the first heat exchanger 6 converges with the refrigerant flowing through the external condenser 2, and is throttled and depressurized by the first throttling element 521 before flowing to the heat exchange plate 3, and then flows back to the integrated module 5 to be discharged to the compressor 1 in sequence through the second flow channel C, the third flow channel B and the gas-liquid separator 16.

[0116] In some embodiments of the present invention, as shown in FIG1, the control valve group 53 further includes a third on-off valve 537, which is disposed on the first valve seat 5A and connected to the first internal flow channel G to control its on-off state, so as to realize the switching of the vehicle between multiple modes (e.g., between battery cooling + heating mode and battery cooling mode, between battery heating + heating mode and battery heating mode), while further improving the integration level of the integrated module 5.

[0117] In some embodiments of the present invention, as shown in FIG1, the first valve seat 5A is further provided with an evaporator inlet interface 51x and an evaporator outlet interface 51y. The evaporator inlet interface 51x and the evaporator outlet interface 51y are respectively connected to the two ends of the vehicle evaporator 7 located outside the first valve seat 5A. The first valve seat 5A is provided with an outlet flow channel E connecting the evaporator outlet interface 51y and the gas-liquid channel interface 51c. The first valve seat 5A is provided with an inlet flow channel F connecting the evaporator inlet interface 51x and the vehicle condenser interface 51v. The control valve group 53 further includes a second throttling element 522. The second throttling element 522 is provided on the first valve seat 5A and is connected to the inlet flow channel F. The second throttling element 522 can be used to throttle and reduce the pressure of the refrigerant flowing through the second throttling element 522 on the inlet flow channel F.

[0118] Therefore, when the integrated module 5 is used in a vehicle, it enables the vehicle to have a cooling mode. In the cooling mode, as shown in Figure 7, the refrigerant discharged from the compressor 1 flows through the external condenser 2 and then through the external condenser interface 51v to the integrated module 5. It then flows through the inlet channel F, where it is throttled and depressurized by the third and fourth throttling elements 523 before flowing out through the evaporator inlet interface 51x and into the vehicle evaporator 7 to absorb heat from inside the vehicle, thereby reducing the interior temperature and providing a comfortable environment for the passengers. The refrigerant that has absorbed heat flows back to the integrated module 5 through the evaporator outlet interface 51y and through the outlet channel E to the gas-liquid inlet interface 51c to be discharged to the compressor 1.

[0119] It is understandable that when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery heating mode and a cooling mode, and the battery heating mode and the cooling mode cannot be performed simultaneously; or, the vehicle has a battery heating mode, a cooling mode and a battery heating + cooling mode. In the battery heating + cooling mode (as shown in Figure 8), a portion of the refrigerant discharged from the compressor 1 flows to the integrated module 5 and flows through the first flow channel A and the second flow channel C to the heat exchange plate 3, then flows to the first throttling element 521 and the first heat exchanger 6, and can then flow back to the integrated module 5 to be discharged to the return air port 1b. Another portion of the refrigerant discharged from the compressor 1 flows through the external condenser 2 and through the second throttling element 522 to the internal evaporator 7, and then flows back to the integrated module 5 to be discharged to the return air port 1b.

[0120] Furthermore, when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery cooling mode and a refrigeration mode, and the battery cooling mode and the refrigeration mode cannot be performed simultaneously; or, the thermal management system 100 has a battery cooling mode, a refrigeration mode, and a battery cooling + refrigeration mode. In the battery cooling + refrigeration mode (as shown in Figure 9), the refrigerant discharged by the compressor 1 flows to the integrated module 5 through the external condenser 2 and is divided into two paths: one path flows through the first throttling element 521 in the integrated module 5 to reduce pressure and then flows to the heat exchange plate 3, and then flows through the second flow channel C, the third flow channel B, and the gas-liquid separator 16 in sequence to the return air port 1b; the other path flows through the inlet flow channel F to the internal evaporator 7 to absorb heat and then flows back to the integrated module 5 to be discharged through the outlet flow channel E to the return air port 1b.

[0121] In some embodiments, as shown in Figures 16 and 17, the control valve assembly 53 is installed on the first valve seat 5A in a direction perpendicular to the plane of the first valve seat 5A. This facilitates quick installation of the control valve assembly 53, ensures accurate connection of the connecting line 50 of the integrated module 5 to the control valve assembly 53, avoids incorrect connections, and saves space occupied by the integrated module 5. For example, the control valve assembly 53 can be installed on the same side of the first valve seat 5A, further improving the ease and efficiency of installation.

[0122] In some embodiments of the present invention, as shown in FIG1, the integrated module 5 further includes a first one-way valve 515, and the first valve seat 5A further includes a first one-way valve interface 51b. The first one-way valve 515 is disposed on the first valve seat 5A and is connected to the first one-way valve interface 51b so that the refrigerant flows unidirectionally to the gas-liquid inlet interface 51c, thereby ensuring that the refrigerant has an accurate flow path in the integrated module 5 and ensuring that the integrated module 5 achieves the corresponding function.

[0123] In some embodiments of the present invention, as shown in Figures 16-21, the first valve seat 5A includes a first plate 511 and a second plate 512. The first plate 511 has multiple grooves 511a, which are open on the side facing the second plate 512. The second plate 512 is fixed to the first plate 511 to close the multiple grooves 511a. The multiple grooves 511a and the second plate 512 define an external refrigerant channel for refrigerant flow, that is, the first plate 511 and the second plate 512 together define an external refrigerant channel. The external refrigerant channel includes at least a portion of the multiple refrigerant channels, that is, at least a portion of the multiple refrigerant channels can be defined by the first plate 511 and the second plate 512. Therefore, the external refrigerant flow channel is easy to process, and it is convenient to arrange multiple external refrigerant flow channels in a reasonable layout by arranging the relative positions of multiple grooves 511a. For example, it is convenient to arrange the external refrigerant flow channel into multiple temperature zones by using the refrigerant temperature in the external refrigerant flow channel. The corresponding part of the external refrigerant flow channel can be located in the corresponding temperature zone to reduce the heat transfer from the high temperature zone to the low temperature zone.

[0124] It is understandable that when a portion of the first flow channel A to the second flow channel C is an external refrigerant flow channel, the position of the aforementioned portion of the first flow channel A to the second flow channel C in the corresponding sub-flow channel can be specifically set according to actual needs.

[0125] Optionally, the first plate 511 and the second plate 512 are welded together to ensure that the first valve seat 5A has excellent airtightness and burst resistance.

[0126] In some embodiments of the present invention, as shown in Figures 23 and 24, the first plate 511 has an internal flow channel 511c inside. The internal flow channel 511c can be defined solely by the first plate 511. The internal flow channel 511c includes a portion of a plurality of refrigerant flow channels, that is, a portion of the plurality of refrigerant flow channels is jointly defined by the first plate 511 and the second plate 512. A portion of the first flow channel A, the third flow channel B, and the second flow channel C is also defined solely by the first plate 511, thereby facilitating the rational use of the first plate 511. On the one hand, a portion of the internal flow channel 511c is connected to a portion of the external flow channel. The refrigerant flow channels can be stacked in the thickness direction of the first plate 511, which helps to reduce the area of ​​the entire first valve seat 5A, thereby achieving a compact arrangement of the integrated module 5. On the other hand, when the two components integrated on the first valve seat 5A are close to each other, they can be directly connected through the internal flow channel 511c. At this time, the internal flow channel 511c can be a simple straight flow channel with low flow resistance. The cross-sectional area of ​​the internal flow channel 511c can be adaptively reduced, thereby reducing the thickness of the first valve seat 5A and further achieving a compact arrangement of the integrated module 5, which helps to save the space occupied by the first valve seat 5A.

[0127] It is understandable that the positions of the internal flow channels 511c from the first flow channel A to the second flow channel C can be specifically set according to actual needs.

[0128] In some embodiments, as shown in Figures 23 and 24, there are multiple external refrigerant channels, and at least a portion of the external refrigerant channels have a rectangular cross-section; and / or: there are multiple internal channels 511c, and at least a portion of the internal channels 511c have a rectangular cross-section, in order to increase the flow area of ​​the aforementioned at least a portion of the external refrigerant channels and at least a portion of the internal channels, so as to match the valve body and system flow resistance requirements required under high-power charging requirements. Under the same area, the rectangular internal channels 511c have a larger refrigerant flow rate and a smaller flow resistance, which is convenient to meet the high-power charging requirements of the vehicle, and at the same time, it is convenient to ensure the amount of refrigerant in the internal channels and the amount of refrigerant participating in the circulation, thereby ensuring the temperature control effect of the heat exchange plate 3 on the battery module.

[0129] Optionally, the electronic expansion valve 535 has a large-diameter valve body (16mm in diameter), and the cross-section of the internal flow channel 511c corresponding to the electronic expansion valve 535 is rectangular. For example, the upper one of the two internal flow channels 511c in Figure 23 and the two internal flow channels 511c shown in Figure 24 correspond to a small-diameter valve body. The design value of the above flow channels is greater than φ3.34mm-φ6mm, and the cross-section of the remaining internal flow channels 511c is rectangular with a cross-sectional area greater than 16mm*18mm.

[0130] In some embodiments, as shown in Figures 16, 17, 20, and 21, a plurality of valve seats 511b are provided on the side of the first plate 511 opposite to the second plate 512. The valve seats 511b protrude in the direction opposite to the second plate 512, and each valve seat 511b defines a valve cavity. A plurality of control valves of the control valve assembly 53 (e.g., the first on / off valve 522, the electronic expansion valve 535, etc.) are respectively provided in the plurality of valve cavities to realize the installation of the control valve assembly 53. At the same time, while ensuring structural strength, it is beneficial to reduce the weight of the first plate 511 and achieve the vehicle lightweight standard.

[0131] Optionally, a water-cutting process is applied to the flow channels on the first valve seat 5A, using the principle of air insulation to separate the refrigerant flow in the system, thereby better realizing the functional mode of air conditioning.

[0132] Optionally, the control valve is detachably mounted on the corresponding valve seat 511b. For example, the outer surface of the control valve has an external thread, and the peripheral wall of the valve cavity has an internal thread, with the external thread and internal thread engaging to allow the control valve to be threadedly connected to the corresponding valve seat 511b. Of course, the temperature sensor in the refrigerant flow path is also mounted on the corresponding valve seat 511b and threadedly connected to it.

[0133] Optionally, in the example of Figure 20, the central axis of the valve chamber is perpendicular to the first plate 511, so that the insertion direction of the control valve installed in the corresponding valve chamber is perpendicular to the first plate 511, facilitating quick installation of the control valve. Simultaneously, multiple control valves of the control valve assembly 53 are installed on the same side of the thickness direction of the first plate 511, further improving the installation convenience and efficiency of the control valve assembly 53. Of course, the throttle valve assembly 52 and temperature sensors, etc., can also be installed in a direction perpendicular to the first plate 511.

[0134] It is understandable that when the integrated module 5 includes the throttle valve assembly 52, the multiple valve bodies of the throttle valve assembly 52 are respectively located in multiple valve chambers to enable the installation of the throttle valve assembly 52.

[0135] In addition, the interfaces on the integrated module 5 may include a first type of interface and a second type of interface. The first type of interface can be used to install the corresponding valve body, that is, the first type of interface is the valve cavity, and the second type of interface is connected to the corresponding valve body through the flow channel on the integrated module 5.

[0136] In some embodiments, the wall thickness of each valve chamber ranges from 3mm to 4mm to ensure that the valve seat has reliable structural strength and stability, thereby ensuring stable installation of the control valve. For example, the wall thickness of the valve chamber may be 3mm, 3.2mm, 3.5mm, 3.7mm, or 4mm, etc.

[0137] It is understandable that the wall thicknesses of multiple valve chambers may be equal or unequal.

[0138] In some embodiments, as shown in Figure 20, the center distance between two adjacent valve chambers is L, where L > R1 + R2 + a, where R1 is the inner diameter of one valve chamber, R2 is the inner diameter of the other valve chamber, and a ranges from 8mm to 15mm. This provides sufficient installation space for adjacent control valves to accommodate more complex control valve structures, ensuring smooth installation of each control valve and preventing interference between adjacent control valves. For example, a can be 8mm, 11mm, 13mm, or 15mm, etc.

[0139] In some embodiments, as shown in Figures 20 and 21, mounting positions 511d are provided on adjacent sidewalls of the first plate 511. The mounting positions 511d are adapted to be fixed to the vehicle body so as to achieve reliable installation of the integrated module 5 and make the integrated module 5 applicable to different vehicle models to meet the differentiated installation requirements of different vehicle models for the integrated module 5.

[0140] For example, in the examples of Figures 20 and 21, the first plate 511 has multiple sidewalls, including first sidewalls arranged opposite each other in the vertical direction and second sidewalls arranged opposite each other in the horizontal direction. Each first sidewall is arranged adjacent to each second sidewall. At least one first sidewall and at least one second sidewall are respectively provided with mounting positions 511d. When the fixing point or fixing surface of the integrated module 5 is at the upper or lower end of the vehicle, the mounting position 511d on the first sidewall can be used to connect with the vehicle body. When the fixing point or fixing surface of the integrated module 5 is at the left or right end of the vehicle, the mounting position 511d on the second sidewall can be used to connect with the vehicle body.

[0141] Optionally, the mounting position 511d is formed as a mounting hole; of course, the mounting position 511d can also be formed as other mounting structures. When there are multiple mounting positions 511d, the structures of the multiple mounting positions 511d can be the same or different.

[0142] In some embodiments of the present invention, as shown in Figures 16, 27 and 28, the integrated module 5 further includes a second valve seat 5B. The second valve seat 5B is provided with a first water-side interface 51k and a second water-side interface 51l. The first water-side interface 51k is adapted to be connected to the motor control module radiator 101 located outside the second valve seat 5B, and the second water-side interface 51l is adapted to be connected to the first radiator 10 located outside the second valve seat 5B. Then, the coolant in the second valve seat 5B can flow to the motor control module radiator 101 through the first water-side interface 51k, or the coolant in the motor control module radiator 101 can flow to the second valve seat 5B through the first water-side interface 51k, and the coolant in the second valve seat 5B can flow to the first radiator 10 through the second water-side interface 51l, or the coolant in the first radiator 10 can flow to the second valve seat 5B through the second water-side interface 51l.

[0143] The integrated module 5 also includes a first switching valve 11, which is disposed on the second valve seat 5B and communicates with multiple internal water channels within the second valve seat 5B. The first switching valve 11 is activated to allow the coolant discharged from it to flow to the first water-side interface 51k and / or the second water-side interface 51l. This facilitates control of the coolant flow path by controlling the first switching valve 11, thereby controlling the coolant supply to the motor control module radiator 101 and further enhancing the integration level of the integrated module 5.

[0144] For example, if the first switching valve 11 is activated, causing the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k, then the motor control module radiator 101 participates in the coolant circulation; if the first switching valve 11 is activated, causing the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51l, then the first radiator 10 participates in the coolant circulation; if the first switching valve 11 is activated, causing the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k and the second water-side interface 51l, then both the motor control module radiator 101 and the first radiator 10 participate in the coolant circulation.

[0145] In some embodiments of the present invention, as shown in Figures 16 and 28, the second valve seat 5B is further provided with a third heat exchanger port 51q and a fourth heat exchanger port 51r, which are respectively connected to a first coolant flow path outside the second valve seat 5B. The first switching valve 11 is connected to the third heat exchanger port 51q and the fourth heat exchanger port 51r, respectively. The operation of the first switching valve 11 causes the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11 and / or to flow to the first switching valve 11 through the first coolant flow path. It can be seen that the first switching valve 11 can be used to control whether the first coolant flow path participates in the coolant circulation, and at the same time, it is convenient to control the first switching valve 11 to switch the integrated module 5 to a suitable working mode according to the heat dissipation requirements, so as to meet different heat dissipation requirements.

[0146] For example, if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k, then the first switching valve 11 and the motor control module radiator 101 participate in coolant circulation; if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51l, then the first switching valve 11 and the first radiator 10 participate in coolant circulation; if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51l, then the first switching valve 11 and the first radiator 10 participate in coolant circulation; if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51k .... The coolant flows directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows to the first water-side interface 51k and the second water-side interface 51l. In this case, the first switching valve 11, the motor control module radiator 101, and the first radiator 10 participate in the coolant circulation. At this time, the first radiator 10 can carry away the heat from the motor control module radiator 101 through the coolant, thereby reducing the temperature of the motor control module radiator 101 and ensuring the cooling effect on the motor control module. This mode can be a high-temperature heat dissipation mode. The coolant flowing to the first switching valve 11 flows through the first coolant flow path to the first switching valve 11, and from the first switching valve 11 to the second water-side interface 51l, the coolant flows directly to the first switching valve 11. When the coolant discharged from the first switching valve 11 flows to the first water-side interface 51k, the first switching valve 11, the first coolant flow path, and the motor control module radiator 101 participate in coolant circulation. At this time, the coolant flowing through the first coolant flow path can exchange heat to dissipate heat and reduce the temperature of the motor control module radiator 101. This mode can be a heat pump operating mode below -10℃. The coolant flowing to the first switching valve 11 flows through the first coolant flow path back to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows to the second water-side interface 51l. Thus, the first switching valve 11, the first coolant flow path, and the first... Radiator 10 participates in coolant circulation; coolant flowing to the first switching valve 11 flows through the first coolant flow path to the first switching valve 11, and coolant discharged from the first switching valve 11 flows to the first water-side interface 51k and the second water-side interface 51l. Thus, the first switching valve 11, the first coolant flow path, the first radiator 10, and the motor control module radiator 101 participate in coolant circulation. At this time, the coolant flowing through the first coolant flow path and the first radiator 10 can exchange heat to dissipate heat and reduce the temperature of the motor control module radiator 101. This mode can be a heat pump operating mode between -10℃ and 10℃.

[0147] For example, the first switching valve 11 has a first switching port, a second switching port, a third switching port and a fourth switching port. The first switching port is connected to the first radiator 10 through the second water-side interface 51l. The second switching port is connected to the motor control module radiator 101 through the first water-side interface 51k. The third switching port is connected to the third interface 51q of the heat exchanger. The fourth switching port is connected to the fourth interface 51r of the heat exchanger. The fourth switching port is also connected to the motor control module radiator 101.

[0148] Optionally, when the integrated module 5 is used in a vehicle, in motor heating mode, the heat exchange component to which the refrigerant flows after being throttled and depressurized by the throttle valve assembly 52 is directed may have a first coolant flow path, so that the heat exchange component connects the circulation of the cooling side and the coolant side. Of course, in motor heating mode, the heat exchange component to which the refrigerant flows after being throttled and depressurized by the throttle valve assembly 52 is directed may not have a first coolant flow path.

[0149] For example, in the example of Figure 2, the integrated module 5 also includes a first heat exchanger 6. The first heat exchanger 6 has a first refrigerant flow path and a first coolant flow path that exchange heat with each other. The first refrigerant flow path is used to circulate refrigerant, and the first coolant flow path is used to circulate coolant. The first refrigerant flow path is connected to the first valve seat 5A, and the first coolant flow path is connected to the second valve seat 5B. Thus, the refrigerant in the first refrigerant flow path can exchange heat with the coolant in the first coolant flow path, so that the refrigerant in the first refrigerant flow path can indirectly cool the radiator 101 of the motor control module through the coolant, further ensuring that the motor control module has a suitable operating temperature. At the same time, the integrated module 5 integrates the refrigerant side and the coolant side (the coolant side can be understood as the waste heat recovery device of the motor control module), effectively improving the integration level of the integrated module 5, effectively saving interior space, and enabling platform-based layout.

[0150] In some embodiments of the present invention, as shown in Figures 1, 16, and 26, the second valve seat 5B is provided with a switching valve interface 51j, and the first switching valve 11 is fixed to the second valve seat 5B and connected to the switching valve interface 51j. This facilitates the arrangement of the first switching valve 11 and enables communication between the first switching valve 11 and the internal flow channel of the second valve seat 5B. Components connected to the first switching valve 11 can be connected to the second valve seat 5B to achieve connection with the first switching valve 11. Simultaneously, it improves the integration level of the integrated module 5, which is beneficial for saving interior space and allows for platform-based layout.

[0151] Optionally, the number of switching valve interfaces 51j can be equal to the number of switching ports of the first switching valve 11.

[0152] In some embodiments of the present invention, as shown in FIG1, the second valve seat 5B is provided with a water tank interface 51s, and the integrated module 5 further includes a water replenishment tank 12. The water replenishment tank 12 is located on the second valve seat 5B and is connected to the water tank interface 51s to replenish water to the internal water channel. This is to increase the amount of coolant in the coolant circuit 9 when the internal water channel is short of coolant, so as to ensure the cooling effect of the coolant circuit 9 on the radiator 101 of the motor control module and facilitate the implementation of low-coolant protection. Of course, the coolant in the coolant circuit 9 is not limited to water.

[0153] Understandably, the position of the water tank 12 on the coolant circuit 9 can be set according to actual needs.

[0154] Optionally, the second valve seat 5B includes a third plate 513 and a fourth plate 514, with multiple flow channels P formed between the third plate 513 and the fourth plate 514, which form part of the coolant circuit 9; the third plate 513 and the fourth plate 514 are injection molded parts.

[0155] In some embodiments of the present invention, as shown in FIG1, the second valve seat 5B is provided with a water pump interface 51t, and the integrated module 5 further includes a water pump 13. The water pump 13 is disposed on the second valve seat 5B and connected to the water pump interface 51t to drive the liquid flow in the internal water channel, thereby realizing the circulation of coolant in the coolant circuit 9. This facilitates the arrangement of the water pump 13 and realizes the communication between the water pump 13 and the internal flow channel of the second valve seat 5B. The coolant circuit 9 can be connected to the corresponding water pump interface 51t to realize the connection between the coolant circuit 9 and the water pump 13, while improving the integration level of the integrated module 5.

[0156] In some embodiments of the present invention, as shown in FIG13, the second valve seat 5B is fixedly connected to the first valve seat 5A, for example by screws, to further improve the integration level of the integrated module 5 and better realize the modular design of the integrated module 5. Therefore, compared with the integrated modules in existing electric vehicle technologies, the integrated module 5 of this application allows for flexible component integration and flow channel layout, adapting to different vehicle models and installation spaces, and has a flexible arrangement method. It can reduce the weight, cost, and energy consumption of the entire vehicle, save vehicle layout space, and be used for the addition of new configurations. Compared with the prior art, the integrated module 5 has a higher degree of integration, integrating a refrigerant-side + coolant-side thermal management system 100, facilitating the layout of vehicle piping. Due to the optimized space layout of the front compartment, the overall vehicle layout is more reasonable and more conducive to the platform design of the entire vehicle.

[0157] For example, the first valve seat 5A and the second valve seat 5B are arranged sequentially along the thickness direction of the first valve seat 5A. The components corresponding to the coolant circuit 9 (such as the first switching valve 11, water tank 12, and water pump 13) are located on the side of the second valve seat 5B away from the first valve seat 5A. The components corresponding to the refrigerant circuit (such as the control valve group 52 and the throttle valve group 53) are located on the side of the first valve seat 5A away from the second valve seat 5B. The refrigerant side interface and the water side interface face to both sides respectively. The refrigerant pipeline and the coolant pipeline do not interfere with each other, which facilitates the assembly of the integrated module 5 and the layout of the vehicle pipeline. Due to the optimized space layout of the front compartment, the overall vehicle layout is more reasonable and aesthetically pleasing. At the same time, it is convenient to realize the centralized arrangement of the wiring harnesses of each valve body on the first valve seat 5A and the wiring harnesses of the components on the second valve seat 5B, and improve the neat routing of the connecting lines 50 of the integrated module 5. For example, the first valve seat 5A includes a first plate 511 and a second plate 512, and the second valve seat 5B is fixed to the side of the second plate 512 opposite to the first plate 511.

[0158] Of course, in other embodiments of this application, the plane where the first valve seat 5A is located is parallel or coincident with the plane where the second valve seat 5B is located, as shown in Figures 34-36. The integrated module 5 has a first side and a second side on both sides of the thickness direction of the first valve seat 5A, respectively. The components corresponding to the refrigerant circuit (e.g., control valve group 52, throttle valve group 53) and the components corresponding to the coolant circuit 9 (e.g., first switching valve 11, water tank 12 and water pump 13) are all located on the first side or the second side. Then the refrigerant side interface and the water side interface are located on the same side of the integrated module 5, which can also facilitate the overall vehicle layout, simplify the overall vehicle layout direction, and optimize the front compartment layout.

[0159] In some embodiments, as shown in FIG33, the integrated module 5 further includes a fastener 516, which is fitted onto the electronic expansion valve (e.g., electronic expansion valve 535). The fastener 516 engages with the first valve seat 5A to stably mount the electronic expansion valve on the first valve seat 5A, thereby preventing the electronic expansion valve from falling off the first valve seat 5A.

[0160] For example, the fixing member 516 includes an elastic member 5161 and an elastic hook 5162. The elastic member 5161 abuts against the upper end face of the first valve seat 5A, and the elastic hook 5162 engages with a slot provided on the side wall of the first valve seat 5A to realize the snap-fit ​​cooperation between the fixing member 516 and the first valve seat 5A, thereby enabling the electronic expansion valve to be conveniently and stably fixed on the first valve seat 5A through the fixing member 516.

[0161] In some examples, the elastic element 5161 is defined by a bend in a portion of the fastener 516. This arrangement helps to reduce the complexity of the components on the fastener 516, thereby enhancing the overall strength of the fastener 516 and preventing the fastener 516 from being damaged by forces when the electronic expansion is installed onto the first valve seat 5A.

[0162] As shown in Figure 33, the fixing member 516 includes two elastic members 5161 and one elastic hook 5162. The two elastic members 5161 are arranged opposite to each other, and the elastic hook 5162 is arranged between the two elastic members 5161. The elastic hook 5162 is cantilevered and extends along the thickness direction of the first valve seat 5A.

[0163] When installing the electronic expansion valve onto the first valve seat 5A, the electronic expansion valve should be operated to gradually approach the first valve seat 5A along its thickness direction. At this time, the two elastic elements 5161 abut against the upper end face of the first valve seat 5A to provide a preload between the electronic expansion valve and the first valve seat 5A, preventing the electronic expansion valve on the first valve seat 5A from wobbling in the vertical direction. Simultaneously, the free end of the elastic hook 5162 contacts the side wall of the first valve seat 5A and deforms away from the first valve seat 5A under the action of the first valve seat 5A. When the electronic expansion valve is installed in place, the free end of the elastic hook 5162 returns to its original shape to engage with the groove on the side wall of the first valve seat 5A.

[0164] The elastic hook 5162 has a hook on its free end. When the elastic hook 5162 returns to its original shape, the hook engages with the side wall of the first valve seat 5A to fix the fixing member 516 on the first valve seat 5A.

[0165] When it is necessary to remove the electronic expansion valve from the first valve seat 5A, press the electronic expansion valve in the direction close to the first valve seat 5A to disengage the hook at the free end of the elastic hook 5162 from the groove of the first valve seat 5A. Then, deform the free end of the elastic hook 332 away from the valve seat 10 to disengage the elastic hook 332 from the first valve seat 5A. Finally, move the electronic expansion valve away from the first valve seat 5A to disengage the elastic element 5161 from the side wall of the first valve seat 5A, thereby removing the electronic expansion valve from the first valve seat 5A. It can be seen that the fixing element 516 uses three-point fixing to ensure the stability of the electronic expansion valve coil, enabling automated installation of the electronic expansion valve.

[0166] The integrated module 5 of this application appropriately reduces the number of control components in the system principle and innovatively designs a multi-way valve body with rich functions. This allows the control components in the system to be integrated through a simple assembly method, realizing the conversion of energy mode operation in the vehicle system. This facilitates meeting the high-power (e.g., 200kW) charging needs of the vehicle and safeguards the charging efficiency of the entire vehicle. At the same time, the valve body, flow channel and other settings of the integrated module 5 are flexible, which can easily adapt to the different installation space requirements of different vehicle models. This improves the flexibility of the layout of the integrated module 5, reduces the weight of the entire vehicle, reduces costs and energy consumption, and saves space in the vehicle layout.

[0167] Compared to the integrated modules in existing electric vehicle technologies, the integrated module 5 of this application allows for flexible component integration and flow channel layout, adapting to different vehicle models and installation spaces. It offers flexible arrangement options, reducing vehicle weight, costs, and energy consumption, saving overall vehicle layout space, and facilitating the addition of new configurations. Compared to existing technologies, integrated module 5 has a higher degree of integration, integrating a refrigerant-side and water-side thermal management system, which facilitates the layout of vehicle piping. Due to the optimized front compartment space layout, the overall vehicle layout is more rational and aesthetically pleasing, and it is more conducive to the design of a vehicle platform.

[0168] A thermal management system 100 for a vehicle according to a second aspect embodiment of the present invention includes an integrated module 5 according to the first aspect embodiment described above. Thus, the thermal management system 100 facilitates temperature control of the battery module and simplifies system piping connections.

[0169] According to a third aspect of the present invention, a vehicle includes a body, a power supply module, and an integrated module 5. The power supply module includes a battery module, a heat exchange plate 3, and a second heat exchange plate 4. The heat exchange plate 3 and the second heat exchange plate 4 are disposed on the battery module for heat exchange with the battery module. The power supply module is disposed on the body. The integrated module 5 is an integrated module 5 according to the first aspect of the present invention. A first valve seat 5A is fixed to the body. A first heat exchange plate interface 51d and a second heat exchange plate interface 51e are used to connect to the heat exchange plate 3. A third cold plate interface 51f and a fourth cold plate interface 51g are used to connect to the second heat exchange plate 4.

[0170] According to the vehicle of the present invention, by adopting the above-described integrated module 5, the battery module can be guaranteed to have a suitable operating temperature, which helps to reduce the number of times the battery module needs to be repaired or replaced, improve the charging efficiency and ease of use of the vehicle, and facilitates the rational layout of the vehicle.

[0171] In some embodiments of the present invention, the heat exchange plate 3 and the second heat exchange plate 4 are disposed on opposite sidewalls of the battery module in order to reduce the temperature difference of the battery module and improve the cycle life of the battery module.

[0172] For example, a battery module may include at least one row of battery packs, each battery pack including at least one battery cell; when the battery pack includes multiple battery cells, the multiple battery cells may be arranged sequentially along the length of the heat exchange plate 3. Optionally, the battery cell has multiple sidewalls, including opposing heat exchange sidewalls, the area of ​​which is larger than the area of ​​the other sidewalls, and the heat exchange plate 3 and the second heat exchange plate 4 are thermally connected to the heat exchange sidewalls; however, this is not the only possibility.

[0173] Other configurations and operations of the vehicle according to embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0174] The thermal management system 100 having an integrated module 5 according to an embodiment of the present invention is described in detail below with reference to Figures 1-12. It is to be understood that the following description is merely illustrative and not a specific limitation of the invention.

[0175] As shown in Figure 1, the thermal management system 100 includes a compressor 1, an external condenser 2, a heat exchange plate 3, a second heat exchange plate 4, an integrated module 5, a first heat exchanger 6, an internal evaporator 7, an internal condenser 8, a coolant circuit 9, a first radiator 10, a liquid receiver 14, and a gas-liquid separator 16. The first heat exchanger 6 is a plate heat exchanger.

[0176] Integrated module 5 includes a first valve seat 5A, a second valve seat 5B, and a control valve assembly 53, a plug 56, a temperature sensor 57, a sealing ring 58, a fourth check valve 59, a first check valve 515, a connecting wire 50, and a first switching valve 11, a water tank 12, and a water pump 13, all mounted on the first valve seat 5A. The sealing ring 58 is used to seal the gap between the first heat exchanger 6 and the first valve seat 5A, and to seal the gap between the gas-liquid separator 16 and the first valve seat 5A. The connecting wire 50 can be connected to the aforementioned valve bodies (e.g., throttle valve assembly 52, control valve assembly 53, water pump 13, first switching valve 11, etc.) for data transmission. The signal is provided, and the connecting line 50 has multiple connection positions, each corresponding to a valve body. The distance between two adjacent connection positions matches the distance between the corresponding two valve bodies. The distances between two adjacent connection positions can vary to achieve a misconnection prevention design between the connecting line 50 and the valve body, facilitating integrated layout and control of the entire vehicle. Interfaces 510 are formed on the first valve seat 5A and the second valve seat 5B to connect corresponding components. The first switching valve 11 is secured with mounting screws via its own end-face sealing structure. The water pump 13 is connected to the second valve seat 5B via its own double-sealing structure and secured with mounting screws to ensure sealing. The flow channel of the first valve seat 5A is used for refrigerant flow, and the flow channel of the second valve seat 5B is used for coolant flow.

[0177] As shown in Figure 13, the water supply tank 12 is positioned higher than the first heat exchanger 6 in the vertical direction. The water supply tank 12 has a maximum water level line and a minimum water level line. The top of the first heat exchanger 6 is located between the maximum water level line and the minimum water level line. Of course, as shown in Figures 34-36, the top of the first heat exchanger 6 can also be located below the minimum water level line to fully ensure heat exchange efficiency.

[0178] The inlet and outlet positions of the first coolant flow path of the first heat exchanger 6 are opposite to those of the first refrigerant flow path. The inlet of the first coolant flow path is located above the outlet, and the inlet of the first refrigerant flow path is located below the outlet to ensure heat exchange efficiency. Of course, the first refrigerant flow path can be top-in and top-out, and the first coolant flow path can also be top-in and top-out (as shown in Figures 34-36).

[0179] As shown in Figure 1, the control valve assembly 53 includes a first on / off valve 533, a second on / off valve 534, an electronic expansion valve 535, a third on / off valve 537, and a fourth on / off valve 538. The third on / off valve 537 is connected between the liquid storage tank 14 and the gas-liquid separator 16, and the fourth on / off valve 538 is connected between the compressor 1 and the external condenser 2. The throttle valve assembly 52 includes a first throttle element 521, a second throttle element 522, and a third throttle element 523. The first on / off valve 533, the second on / off valve 534, the third on / off valve 537, and the fourth on / off valve 538 can each be selected as a solenoid valve.

[0180] The thermal management system 100 has battery cooling mode, battery heating mode, cooling mode, battery cooling + cooling mode, battery heating + cooling mode, heating mode, battery cooling + heating mode, battery heating + heating mode, cooling + heating mode, battery cooling + cooling + heating mode, and battery heating + cooling + heating mode.

[0181] As shown in Figure 2, in battery heating mode, the fourth shut-off valve 538 and the second shut-off valve 534 are closed, the third shut-off valve 537 and the first shut-off valve 533 are open, the electronic expansion valve 535 (for example, the electronic expansion valve 535 is a large-diameter electronic expansion valve) is open, and the first throttling element 521, the second throttling element 522 and the third throttling element 523 are all closed.

[0182] At this time, the high-temperature and high-pressure refrigerant flows out from the compressor 1, enters the integrated module 5 through the corresponding interface 510, flows through the corresponding flow channel and the first on / off valve 533 to the second flow channel C, and flows out of the integrated module 5 through the corresponding interface 510 and into the heat exchange plate 3. At this time, the refrigerant condenses and releases heat to heat the battery module, improves battery life, improves battery efficiency, improves battery capacity at low temperatures and the vehicle's range, and effectively shortens charging time. After releasing heat, the refrigerant enters the integrated module 5 through the corresponding interface 510 and then passes through the first throttling element 521 for throttling. The throttled refrigerant enters the first heat exchanger 6 through the second one-way valve 54 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 flows through the third on / off valve 537 and the gas-liquid separator 16 in sequence, and then enters the compressor 1 for cyclic operation.

[0183] As shown in Figure 3, in battery cooling mode, the third on / off valve 537 and the first on / off valve 533 are closed, the fourth on / off valve 538 and the second on / off valve 534 are open, the electronic expansion valve 535 is open, the first throttling element 521 is open, and the second throttling element 522 and the third throttling element 523 are both closed.

[0184] At this time, the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant, which enters the external condenser 2 through the fourth shut-off valve 538. After the refrigerant is liquefied by releasing heat in the external condenser 2, it becomes a medium-temperature and high-pressure liquid. Excess refrigerant is stored in the liquid storage tank 14 and enters the integrated module 5 through the corresponding interface 510. It flows through the fourth one-way valve 59 and the third one-way valve 55 and enters the first throttling element 521 for throttling. It flows out of the integrated module 5 through the corresponding interface 510 and enters the heat exchange plate 3. At this time, the low-temperature and low-pressure gas-liquid mixture absorbs the heat of the battery module and evaporates, realizing the cooling when the power battery temperature is too high. It then flows into the integrated module 5 through the corresponding interface 510, converges after passing through the electronic expansion valve 535, and flows through the second shut-off valve 534, the first one-way valve 515 and the gas-liquid separator 16 in sequence. Finally, it enters the return port 1b of the compressor 1 through the connecting pipeline for circulation.

[0185] As shown in Figure 4, in heating mode, the refrigerant flows out of the compressor 1 and into the vehicle condenser 8. The refrigerant releases heat in the vehicle condenser 8, and the hot air is blown into the vehicle by the blower to heat the vehicle. The refrigerant coming out of the vehicle condenser 8 enters the integrated module 5 through the corresponding interface 510, and expands through the second throttling element 522. It then enters the first heat exchanger 6 through the corresponding flow channel to exchange heat with the water side to achieve heat absorption and evaporation (absorbing waste heat from the motor and electronic control module, etc.). The refrigerant coming out of the first heat exchanger 6 flows back to the compressor 1 for circulation after passing through the third on / off valve 537 and the gas-liquid separator 16.

[0186] As shown in Figure 5, in the battery heating + heating mode, the fourth on / off valve 538 and the second on / off valve 534 are closed, the third on / off valve 537 and the first on / off valve 533 are open, the electronic expansion valve 535 is open, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 523 is closed.

[0187] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the vehicle interior condenser 8, where the refrigerant releases heat. This heat release, combined with the air-heated PTC, is then blown into the vehicle interior by a blower to provide heating. The refrigerant exiting the vehicle interior condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the second throttling element 522 for expansion. The other path enters the integrated module 5 through the corresponding interface 510 and flows through the first on / off valve 533 to the second flow channel C, thereby heating the battery and improving battery life. This improves battery efficiency, increases battery capacity and vehicle range at low temperatures, and effectively shortens charging time. The refrigerant after the heat exchange plate 3 releases heat enters the integrated module 5 through the corresponding interface 510, and flows to the second one-way valve 54 through the first throttling element 521. The refrigerant flowing through the second one-way valve 54 and the refrigerant flowing through the second throttling element 522 merge and enter the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 flows to the gas-liquid separator 16 through the third on / off valve 537 to flow out of the integrated module 5, and finally enters the compressor 1 for cyclic operation.

[0188] As shown in Figure 6, in the battery cooling + heating mode, the third on / off valve 537 and the first on / off valve 533 are closed, the fourth on / off valve 538 and the second on / off valve 534 are open, the electronic expansion valve 535 is open, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 523 is closed.

[0189] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the external condenser 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid, which then enters the integrated module 5 through the corresponding interface 510, and then passes through the fourth one-way valve 59; the other path enters the internal condenser 8, where the refrigerant releases heat. The heat released by the internal condenser 8, combined with the air-heated PTC, is then blown into the vehicle by the blower to provide heating. The refrigerant from the internal condenser 8 enters the integrated module 5 through the corresponding interface 510, and after being throttled and expanded by the second throttling element 522, it enters the first... Heat exchanger 6 absorbs heat and evaporates. The refrigerant from the first heat exchanger 6, after passing through the fourth one-way valve 59 and converging, flows through the third one-way valve 55, through the first throttling element 521 and the second throttling element 522 to the heat exchange plate 3. The low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module and evaporates, thus cooling the power battery when its temperature is too high. The refrigerant in the heat exchange plate 3 flows back into the integrated module 5 through the corresponding interface 510 and flows sequentially through the electronic expansion valve 535, the second on / off valve 534, the first one-way valve 515 and the gas-liquid separator 16, and finally enters the compressor 1 for cyclic operation.

[0190] As shown in Figure 7, in cooling mode, the first on / off valve 533, the third on / off valve 537, and the second on / off valve 534 are closed, while the fourth on / off valve 538 is open. At this time, the compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which enters the external condenser 2. After the refrigerant is liquefied by releasing heat in the external condenser 2, it becomes a medium-temperature, high-pressure liquid and enters the integrated module 5 through the corresponding interface 510. It then flows through the fourth one-way valve 59 and the third throttling element 523 before exiting the integrated module 5. The low-temperature, low-pressure gas-liquid mixture flows to the internal evaporator 7 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The low-temperature, low-pressure gas then re-enters the integrated module 5, enters the gas-liquid separator 16 through the corresponding flow channel, and then flows back to the compressor 1 for cyclic operation.

[0191] As shown in Figure 8, in the battery heating + cooling mode, the third on / off valve 537 is closed, the fourth on / off valve 538, the first on / off valve 533 and the second on / off valve 534 are open, the electronic expansion valve 535 is open, the first throttling element 521 is open, the third throttling element 523 is open, and the second throttling element 522 is closed.

[0192] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the external condenser 2 through the fourth shut-off valve 538, where the refrigerant liquefies after releasing heat in the external condenser 2, becoming a medium-temperature, high-pressure liquid. Excess refrigerant is stored in the liquid storage tank 14, and then enters the integrated module 5 through the corresponding interface 510, and then passes through the fourth one-way valve 59; the other path enters the integrated module 5 through the corresponding interface 510, flows through the corresponding flow channel and the first shut-off valve 533 to the second flow channel C, and then flows to the heat exchange plate 3 to heat the battery module, thereby improving battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle range, effectively... Shorten the charging time. After releasing heat, the refrigerant enters the integrated module 5 through the corresponding interface 510, then passes through the first throttling element 521 and the second one-way valve 54, and enters the first heat exchanger 6 to absorb heat and evaporate. It then merges with the refrigerant from the previous channel to form a gas-liquid mixture, which enters the third throttling element 523 through the corresponding flow channel for throttling and expansion. It then flows out of the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the vehicle evaporator 7 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The low-temperature, low-pressure gas enters the integrated module 5 through the corresponding interface 510, and then enters the gas-liquid separator 16 through the corresponding flow channel to the compressor 1 for cyclic operation.

[0193] As shown in Figure 9, in battery cooling + refrigeration mode, the third on / off valve 537 and the first on / off valve 533 are closed, the fourth on / off valve 538 and the second on / off valve 534 are open, the electronic expansion valve 535 is open, the first throttling element 521 is open, the fourth throttling element 54 is open, and the second throttling element 522 is closed.

[0194] At this time, compressor 1 discharges high-temperature and high-pressure gaseous refrigerant, which enters the external condenser 2. After the refrigerant is liquefied in the external condenser 2, it becomes a medium-temperature and high-pressure liquid. Excess liquid is stored in the liquid storage tank 14. The refrigerant enters the integrated module 5 through the corresponding interface 510 and is divided into two paths after passing through the fourth one-way valve 59: one path flows through the third one-way valve 55 to the first throttling element 521 to the heat exchange plate 3, thereby cooling the power battery when the temperature is too high. The refrigerant then enters the integrated module 5 again through the corresponding interface 510. The refrigerant in the heat exchange plate 3 flows through the second flow channel C and the third flow channel B. The other path flows out of the integrated module 5 through the third throttling element 523 and from the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture enters the internal evaporator 7 to absorb heat and evaporate, thereby lowering the temperature of the passenger compartment. The low-temperature and low-pressure gas then flows back into the integrated module 5 through the corresponding interface 510 and merges with the refrigerant from the above path before entering the gas-liquid separator 16 and flowing back to compressor 1 for circulation.

[0195] As shown in Figure 10, in the cooling + heating mode, the third on / off valve 537 and the fourth on / off valve 538 are open, while the first on / off valve 533 and the second on / off valve 534 are closed and open.

[0196] At this time, the high-temperature, high-pressure gaseous refrigerant discharged from the compressor is divided into two paths. One path enters the external condenser 2, where the refrigerant liquefies after releasing heat, becoming a medium-temperature, high-pressure liquid. It then enters the integrated module 5 through the corresponding interface 510, and through the one-way valve and the internal flow channel of the valve seat 51, it enters the third throttling element 523 expansion valve. The low-temperature, low-pressure gas-liquid mixture enters the internal evaporator 7 to absorb heat and evaporate, thus lowering the temperature of the passenger compartment. The low-temperature, low-pressure gaseous refrigerant then re-enters the integrated module 5, and through the internal flow channel of the first valve seat 5A, it enters the gas-liquid separator 16. The other path enters... The refrigerant enters the vehicle's condenser 8 to release heat, and the hot air is blown into the vehicle by a blower to heat the interior. The refrigerant from the condenser 8 enters the integrated module 5 through the corresponding interface 510, flows through the inner channel of valve seat 51 into the second throttling element 522 for expansion, and then flows through the inner channel of the first valve seat 5A into the first heat exchanger 6 to absorb heat and evaporate. At this time, the refrigerant in the first refrigerant flow path can absorb the waste heat from the motor control module of the coolant in the second coolant flow path. The refrigerant from the first heat exchanger 6 enters the third on / off valve 537 through the flow path, and then enters the gas-liquid separator 16 through the flow path. The refrigerant from the gas-liquid separator 16 flows through the corresponding interface 510 to the return port 1b and enters the compressor 1.

[0197] As can be seen, in the cooling + heating mode, it can be used to achieve defogging and dehumidification inside the car; for example, the condenser 8 inside the car removes fog and frost from the windows, and the evaporator 7 inside the car can reduce the humidity inside the car.

[0198] As shown in Figure 11, in the battery heating + cooling + heating mode, the third on / off valve 537 and the second on / off valve 534 are closed, the fourth on / off valve 538 and the first on / off valve 533 are open, the electronic expansion valve 535 is open, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 523 is closed.

[0199] At this time, the high-temperature and high-pressure refrigerant flows out from the compressor 1 and is divided into three paths: the first path enters the external condenser 2, where the refrigerant releases heat and liquefies into a medium-temperature and high-pressure liquid before entering the integrated module 5 through the corresponding interface 510 and flowing through the fourth one-way valve 59; the second path enters the internal condenser 8, where the refrigerant releases heat, which, combined with the heat released by the internal condenser 8 and the PTC heater, is then blown into the vehicle by a blower to provide heating. The refrigerant coming out of the internal condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the second throttling element 522 for expansion; the third path enters the integrated module 5 through the corresponding interface 510 and flows through the first on / off valve 533 to the electronic expansion valve 535, which then flows to the heat exchange plate 3 to heat the battery, improve battery life, increase battery efficiency, and enhance battery capacity at low temperatures. The refrigerant from the heat exchange plate 3 flows back into the integrated module 5 through the corresponding interface 510 and flows through the first throttling element 521 to the second one-way valve 54. The refrigerant flowing through the second one-way valve 54 and the refrigerant flowing through the second throttling element 522 merge together and then enter the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 merges with the refrigerant flowing through the fourth one-way valve 59 and then enters the third throttling element 523 through the corresponding flow channel for throttling and expansion. It then flows out of the integrated module 5 through the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture enters the vehicle evaporator 7 to absorb heat and evaporate, that is, to absorb heat from the environment. The low-temperature and low-pressure gas flows into the integrated module 5 through the corresponding interface 510, enters the gas-liquid separator 16 through the corresponding flow channel, and then flows into the compressor 1 for circulation.

[0200] As shown in Figure 12, in the battery cooling + cooling + heating mode, the third on / off valve 537 and the first on / off valve 533 are closed, the fourth on / off valve 538 and the second on / off valve 534 are open, the electronic expansion valve 535 is open, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 523 is closed.

[0201] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: the first path enters the external condenser 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid before entering the integrated module 5 through the corresponding interface 510 and flowing into the fourth one-way valve 59; the second path enters the internal condenser 8, where the refrigerant releases heat. The heat released by the internal condenser 8, combined with the air-heated PTC, is then blown into the vehicle by a blower to provide heating. The refrigerant exiting the internal condenser 8 enters the integrated module 5 through the corresponding interface 510, then flows through the corresponding channel into the second throttling element 522 for expansion and throttling before entering the first heat exchanger 6, where it merges with the refrigerant flowing through the fourth one-way valve 59. Then it splits into two paths: the first path flows out of the integrated module 5 through the third throttling element 523 and the expansion valve, and then through the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture flows into the vehicle evaporator 7 to absorb heat and evaporate, which lowers the temperature of the passenger compartment. The low-temperature and low-pressure gas then flows into the integrated module 5 through the corresponding interface 510 and returns to the compressor 1 through the gas-liquid separator 16. The second path flows through the third one-way valve 55 to the first throttling element 521 and then to the heat exchange plate 3 to absorb heat from the battery module and evaporate, thereby cooling down the power battery when the temperature is too high. The refrigerant of the heat exchange plate 3 flows to the second on / off valve 534 and then through the first one-way valve 515 and the gas-liquid separator 16 to finally enter the compressor 1 for cyclic operation.

[0202] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0203] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0204] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0205] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0206] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An integrated module (5) for a vehicle, characterized in that, The vehicle includes a battery module and a heat exchange plate (3). The heat exchange plate (3) exchanges heat with the battery module. The integrated module (5) includes: a first valve seat (5A), which has an exhaust port (51a), a gas-liquid inlet port (51c), a first heat exchange plate port (51d), and a second heat exchange plate port (51e). The exhaust port (51a) is used to connect to the exhaust port (1a) of the compressor (1) outside the first valve seat (5A). The first heat exchange plate port (51d) and the second heat exchange plate port (51e) are used to connect to the heat exchange plate (3). The first valve seat (5A) has multiple refrigerant channels, including a first channel (A) and a second channel (C). A flow channel (A) is connected to the exhaust port (51a), and a second flow channel (C) is connected to the first heat exchange plate port (51d). The second flow channel (C) is connected to the first flow channel (A). A control valve group (53) is located on the first valve seat (5A). The control valve group (53) includes an electronic expansion valve (535), which is connected to the second flow channel (C). A gas-liquid separator (16) is located on the first valve seat (5A). The inlet end of the gas-liquid separator (16) is connected to the gas-liquid inlet port (51c), and the outlet end of the gas-liquid separator (16) is connected to the return port (1b) of the compressor (1).

2. The integrated module (5) according to claim 1, characterized in that, The first valve seat (5A) is also provided with an external condenser interface (51v) for connecting to the external condenser (2); the first valve seat (5A) is provided with a throttle valve interface (51u), and the integrated module (5) further includes a first throttle element (521), the first throttle element (521) is fixed to the first valve seat (5A) and connected to the throttle valve interface (51u), and the first throttle element (521) is connected to the second heat exchange plate interface (51e) and the external condenser interface (51v) respectively.

3. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first valve seat (5A) is provided with a heat exchanger first interface (51o) and a heat exchanger second interface (51p). A first throttling element (521) is connected between the heat exchanger first interface (51o) and the second heat exchange plate interface (51e). The heat exchanger second interface (51p) is connected to the gas-liquid inlet interface (51c) through a first internal flow channel (G) in the first valve seat (5A). The integrated module (5) also includes a first heat exchanger (6) provided on the first valve seat (5A). The first heat exchanger (6) is provided with a first refrigerant flow path. The two ends of the first refrigerant flow path are respectively connected to the heat exchanger first interface (51o) and the heat exchanger second interface (51p).

4. The integrated module (5) for a vehicle according to claim 3, characterized in that, The control valve assembly (53) includes a second check valve (54) and a third check valve (55). The second check valve (54) is located on the first valve seat (5A) and is connected to the first throttling element (521) and the first interface (51o) of the heat exchanger, respectively. The second check valve (54) directs the refrigerant unidirectionally to the first interface (51o) of the heat exchanger. The third check valve (55) is located on the first valve seat (5A) and is connected to the first throttling element (521) and the external condenser interface (51v) to direct the refrigerant unidirectionally to the first throttling element (521).

5. The integrated module (5) for a vehicle according to claim 4, characterized in that, The plurality of refrigerant flow channels also include a third flow channel (B), which is connected to the gas-liquid inlet interface (51c) and the second flow channel (C). The control valve group (53) also includes a first on-off valve (533) and a second on-off valve (534). The first on-off valve (533) is connected to the first flow channel (A) to control its on-off state, and the second on-off valve (534) is connected to the third flow channel (B) to control its on-off state.

6. The integrated module (5) for a vehicle according to claim 4, characterized in that, The first valve seat (5A) is also provided with an in-vehicle condenser outlet interface (51z), and the control valve group (53) further includes a second throttling element (522), which is located on the first valve seat (5A) and is connected to the in-vehicle condenser outlet interface (51z) and the heat exchanger first interface (51o) respectively.

7. The integrated module (5) for a vehicle according to claim 4, characterized in that, The control valve assembly (53) includes a third on / off valve (537), which is located on the first valve seat (5A) and connected to the first internal flow channel (G) to control its on / off state.

8. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first valve seat (5A) is also provided with an evaporator inlet port (51x) and an evaporator outlet port (51y). The evaporator inlet port (51x) and the evaporator outlet port (51y) are respectively connected to the two ends of the vehicle evaporator (7) located outside the first valve seat (5A). The first valve seat (5A) is provided with an outlet flow channel (E) connecting the evaporator outlet port (51y) and the gas-liquid inlet port (51c). The first valve seat (5A) is provided with an inlet flow channel (F) connecting the evaporator inlet port (51x) and the outlet port of the vehicle condenser (2). The control valve group (53) also includes a third throttling element (523). The third throttling element (523) is located on the first valve seat (5A) and connected to the inlet flow channel (F).

9. The integrated module (5) for a vehicle according to claim 1, characterized in that, It also includes a first one-way valve (515), the first valve seat (5A) further includes a first one-way valve port (51f), the first one-way valve (515) is disposed on the first valve seat (5A) and connected to the first one-way valve port (51f) so that the refrigerant flows unidirectionally to the gas-liquid inlet port (51c).

10. The integrated module for a vehicle according to any one of claims 1-9, characterized in that, The first valve seat (5A) includes: a first plate (511) having a plurality of grooves (511a); and a second plate (512) fixed to the first plate (511) to close the plurality of grooves (511a). The plurality of grooves (511a) and the second plate (512) define an external refrigerant channel for circulating refrigerant, the external refrigerant channel including at least a portion of the plurality of refrigerant channels.

11. The integrated module for a vehicle according to claim 10, characterized in that, The first plate (511) has an internal flow channel (511c) inside, and the internal flow channel (511c) includes a portion of the plurality of refrigerant flow channels.

12. The integrated module for a vehicle according to claim 11, characterized in that, The external refrigerant channels are multiple, and at least a portion of the external refrigerant channels have a rectangular cross-section; and / or: the internal channels (511c) are multiple, and at least a portion of the internal channels (511c) have a rectangular cross-section.

13. The integrated module for a vehicle according to claim 10, characterized in that, The first plate has multiple valve seats on the side opposite to the second plate. The valve seats protrude in the direction opposite to the second plate, and each valve seat defines a valve cavity. The multiple control valves of the control valve group (53) are respectively located in the multiple valve cavities.

14. The integrated module for a vehicle according to claim 13, characterized in that, The wall thickness of each valve chamber ranges from 3mm to 4mm.

15. The integrated module for a vehicle according to claim 13, characterized in that, The center distance between two adjacent valve chambers is L, where L > R1 + R2 + a, where R1 is the inner diameter of one of the valve chambers, R2 is the inner diameter of the other valve chamber, and a ranges from 8mm to 15mm.

16. The integrated module for a vehicle according to claim 10, characterized in that, The first plate (511) has mounting positions (511d) on its adjacent side walls, and the mounting positions (511d) are adapted to be fixed to the vehicle body.

17. The integrated module (5) for a vehicle according to any one of claims 1-9, characterized in that, It also includes a second valve seat (5B), which has a first water-side interface (51k) and a second water-side interface (51l). The first water-side interface (51k) is adapted to be connected to a motor control module radiator located outside the second valve seat (5B), and the second water-side interface (51l) is adapted to be connected to a first radiator (10) located outside the second valve seat (5B). The integrated module (5) also includes a first switching valve (11), which is located on the second valve seat (5B) and communicates with multiple internal water channels in the second valve seat (5B). The first switching valve (11) is activated so that the coolant discharged from the first switching valve (11) flows to the first water-side interface (51k) and / or the second water-side interface (51l).

18. The integrated module (5) for a vehicle according to claim 17, characterized in that, The second valve seat (5B) is also provided with a third heat exchanger port and a fourth heat exchanger port, which are respectively connected to a first coolant flow path outside the second valve seat (5B); the first switching valve (11) is respectively connected to the third heat exchanger port and the fourth heat exchanger port, and the operation of the first switching valve (11) causes the coolant flowing to the first switching valve (11) to flow directly to the first switching valve (11) and / or flow to the first switching valve (11) through the first coolant flow path.

19. The integrated module (5) for a vehicle according to claim 18, characterized in that, The second valve seat (5B) is provided with a switching valve interface (51j), and the first switching valve (11) is fixed to the second valve seat (5B) and connected to the switching valve interface (51j).

20. The integrated module (5) for a vehicle according to claim 17, characterized in that, The second valve seat (5B) is provided with a water tank interface, and the integrated module (5) also includes a water replenishment tank, which is located on the second valve seat (5B) and connected to the water tank interface to replenish water toward the internal water channel.

21. The integrated module (5) for a vehicle according to claim 17, characterized in that, The second valve seat (5B) is also provided with a water pump interface, and the integrated module (5) also includes a water pump, which is located on the second valve seat (5B) and connected to the water pump interface to drive the flow of liquid in the internal water channel.

22. The integrated module (5) for a vehicle according to claim 17, characterized in that, The first valve seat (5A) and the second valve seat (5B) are fixedly connected.

23. A thermal management system for a vehicle, characterized in that, Includes the integrated module (5) according to any one of claims 1-22.

24. A vehicle, characterized in that, include: Body; The power supply module includes a battery module and a heat exchange plate (3), the heat exchange plate (3) is disposed on the battery module for heat exchange with the battery module, and the power supply module is disposed on the vehicle body; the integrated module (5) is an integrated module (5) according to any one of claims 1-22, the first valve seat (5A) is fixed to the vehicle body, and the first heat exchange plate interface (51d) and the second heat exchange plate interface (51e) are connected to the heat exchange plate (3).

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