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, the integrated module comprising a first flow channel plate and a control valve group, the first flow channel plate being provided with an exhaust interface, a first cold plate interface to a fourth cold plate interface, the first flow channel plate being internally provided with a first sub-flow channel to a third sub-flow channel, the first sub-flow channel being connected with the exhaust interface, the second sub-flow channel being connected with the first cold plate interface, the third sub-flow channel being connected with the third cold plate interface, the first sub-flow channel being connected with the second sub-flow channel and the third sub-flow channel respectively; the control valve group being arranged on the first flow channel plate, the control valve group comprising a first on-off valve, a first electronic expansion valve and a second electronic expansion valve, the first on-off valve being connected with the first sub-flow channel to control the on-off of the first sub-flow channel, the first electronic expansion valve being connected with the second sub-flow channel, and the second electronic expansion valve being connected with the third sub-flow channel. According to the integrated module for the vehicle, the circulation service life of the battery module can be ensured, the integrated degree is certain, and the installation can be simplified.

Description

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, a first heat exchange plate, and a second heat exchange plate, wherein the first heat exchange plate and the second heat exchange plate exchange heat with the battery module respectively. The integrated module includes: a first flow channel plate, the first flow channel plate having an exhaust port, a first cold plate port to a fourth cold plate port, the exhaust port being connected to the outlet of a compressor outside the first flow channel plate, the first and second cold plate ports being connected to the first heat exchange plate, and the third and fourth cold plate ports being connected to the second heat exchange plate; the first flow channel plate having multiple refrigerant flow channels. The system comprises multiple refrigerant flow channels, including a first main channel, a first branch channel, and a second branch channel. The first main channel is connected to the exhaust port, the first branch channel is connected to the first cold plate port, and the second branch channel is connected to the third cold plate port. The first main channel is connected to both the first branch channel and the second branch channel. A control valve assembly is located on the first flow channel plate and includes a first on / off valve, a first electronic expansion valve, and a second electronic expansion valve. The first on / off valve is connected to the first main channel to control its on / off state, the first electronic expansion valve is connected to the first branch channel, and the second electronic expansion valve is connected to the second branch channel.

[0007] According to an embodiment of the present invention, the integrated module for a vehicle, by setting a first main circuit to a second branch circuit 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 at least one of the first heat exchange plate and the second heat exchange plate to heat and raise the temperature of the battery module, thereby ensuring a good cycle life for the battery module. Furthermore, by placing the control valve group on the first flow channel plate, the integrated module can achieve a certain degree of integration, facilitating its installation in the vehicle, saving interior space, simplifying system piping connections, and enabling platform-based deployment.

[0008] In some embodiments, the first flow channel plate is further provided with an external heat exchanger interface for connection to an external heat exchanger and a return gas interface for connection to the inlet of the compressor; the multiple refrigerant flow channels further include a second main path, the second main path is connected to the return gas interface, and the second main path is connected to the first branch path and the second branch path respectively; the integrated module further includes a throttling valve assembly, the first flow channel plate is provided with a throttling valve interface connected to the throttling valve assembly, the throttling valve assembly is connected to the second cold plate interface and the fourth cold plate interface respectively, and the external heat exchanger interface is connected to the throttling valve assembly.

[0009] In some embodiments, the control valve assembly further includes a second on / off valve, which is disposed on the first flow channel plate and connected to the second main circuit to control its on / off state.

[0010] In some embodiments, the first flow channel plate is provided with a first heat exchanger interface, and the control valve group includes a first one-way valve and a second one-way valve. The first one-way valve is disposed on the first flow channel plate and is connected to the throttling valve group and the first heat exchanger interface respectively. The first one-way valve directs the refrigerant unidirectionally to the first heat exchanger interface. The second one-way valve is disposed on the first flow channel plate and is connected to the throttling valve group and the external heat exchanger interface respectively to direct the refrigerant unidirectionally to the throttling valve group.

[0011] In some embodiments, the throttle valve assembly includes a first throttle element and a second throttle element. The first throttle element is disposed on the first flow channel plate and communicates with the second cold plate interface. The second throttle element is disposed on the first flow channel plate and communicates with the fourth cold plate interface. The first throttle element and the second throttle element are respectively communicated with the external heat exchanger interface.

[0012] In some embodiments, the first flow channel plate is provided with a first heat exchanger interface and a second heat exchanger interface. The integrated module further includes a first heat exchanger disposed on the first flow channel plate. The first heat exchanger interface and the second heat exchanger interface are connected to the first heat exchange flow channel of the first heat exchanger. The first heat exchanger interface is connected to the throttling valve assembly. The second heat exchanger interface is connected to the return gas interface through a first internal flow channel in the first flow channel plate.

[0013] In some embodiments, the first flow channel plate is further provided with an in-vehicle condenser outlet interface, and the integrated module further includes a third throttling element, which is disposed on the first flow channel plate and is respectively connected to the in-vehicle condenser outlet interface and the heat exchanger first interface.

[0014] In some embodiments, the control valve assembly includes a third on / off valve, which is disposed on the first flow channel plate and connected to the first internal flow channel to control its on / off state.

[0015] In some embodiments, the first flow channel plate 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 flow channel plate, the first flow channel plate being provided with an outlet flow channel connecting the evaporator outlet interface and the return gas interface, and the first flow channel plate being provided with an inlet flow channel connecting the evaporator inlet interface and the inlet interface of the external heat exchanger; the integrated module further includes a fourth throttling element, the fourth throttling element being disposed on the first flow channel plate and connected to the inlet flow channel.

[0016] In some embodiments, the first flow channel plate includes: a first plate body having a plurality of grooves; and a second plate body fixed to the first plate body to close the plurality of grooves, the plurality of grooves and the second plate body defining an external refrigerant flow channel for circulating refrigerant, the external refrigerant flow channel including a portion of the plurality of refrigerant flow 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 flow channel plate, the second flow channel plate 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 heat sink located outside the second flow channel plate, and the second water-side interface being adapted to be connected to a first heat sink located outside the second flow channel plate; the integrated module further includes a first switching valve, the first switching valve being disposed on the second flow channel plate and communicating with multiple internal water channels within the second flow channel plate, 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 flow channel plate is further provided with a third heat exchanger interface and a fourth heat exchanger interface, the third heat exchanger interface and the fourth heat exchanger interface being connected to a second heat exchange flow channel outside the second flow channel plate respectively; the first switching valve is connected to the third heat exchanger interface and the fourth heat exchanger interface respectively, 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 second heat exchange flow channel.

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

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

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

[0028] In some embodiments, the first flow channel plate and the second flow channel plate are fixedly connected.

[0029] A thermal management system 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] According to a third aspect of the present invention, a vehicle 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, wherein a first flow channel plate is fixed to the vehicle body, a first cold plate interface and a second cold 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 This 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 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in battery heating mode.

[0036] Figure 3 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in battery cooling mode.

[0037] Figure 4 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in heating mode.

[0038] Figure 5 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in battery heating + heating mode.

[0039] Figure 6 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in battery cooling + heating mode.

[0040] Figure 7 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in cooling mode.

[0041] Figure 8 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in battery heating + cooling mode.

[0042] Figure 9 yes Figure 1 The diagram shown illustrates the operation of the thermal management system, which is in battery cooling + refrigeration mode.

[0043] Figure 10 yes Figure 2 The diagram shown illustrates the operation of the thermal management system, which is in cooling + heating mode.

[0044] Figure 11 yes Figure 2 The diagram shown illustrates the operation of the thermal management system, which is in battery heating + cooling + heating mode.

[0045] Figure 12 yes Figure 2 The diagram shown illustrates the operation of the thermal management system, which is in battery cooling + cooling + heating mode.

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

[0047] Figure 14 yes Figure 13 Another schematic diagram of the integrated module shown;

[0048] Figure 15 yes Figure 13 Another schematic diagram of the integrated module shown;

[0049] Figure 16 yes Figure 13 An exploded view of the integrated module shown;

[0050] Figure 17 yes Figure 16 A schematic diagram of the first flow channel plate shown;

[0051] Figures 18-22 yes Figure 17 A schematic diagram of the first plate shown;

[0052] Figure 23 It is along Figure 22 Sectional view of line AA in the middle;

[0053] Figure 24 It is along Figure 22 Sectional view of the middle BB line;

[0054] Figure 25 It is along Figure 22 A cross-sectional view of the CC line;

[0055] Figure 26 yes Figure 13 The integrated module shown corresponds to the schematic diagram on the coolant side;

[0056] Figure 27 yes Figure 26 A schematic diagram of the second flow channel plate shown;

[0057] Figure 28 yes Figure 27 Another schematic diagram of the second flow channel plate shown;

[0058] Figures 29-30 yes Figure 26 A schematic diagram of the third plate shown;

[0059] Figures 31-32 yes Figure 26 A schematic diagram of the fourth plate shown;

[0060] Figure 33 yes Figure 13 A schematic diagram of the fasteners for the integrated module shown;

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

[0062] Figures 35-36 yes Figure 34 Another schematic diagram of the integrated module shown.

[0063] Figure label:

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

[0065] Compressor 1, Outlet 1a, Inlet 1b

[0066] External heat exchanger 2

[0067] First heat exchange plate 3, second heat exchange plate 4, integrated module 5, connecting wire 50

[0068] First flow channel plate 5A, second flow channel plate 5B

[0069] First plate 511, groove 511a, valve seat 511b, internal flow channel 511c, mounting position 511d, second plate 512.

[0070] Third plate 513, fourth plate 514, flow channel P,

[0071] Exhaust port 51a, on / off valve port 51b, return gas port 51c, first cold plate port 51d, second cold plate port 51e, third cold plate port 51f, fourth cold plate port 51g, heat exchanger first port 51o, heat exchanger second port 51p, first one-way valve port 51h, second one-way valve port 51i, throttle valve port 51u, external heat exchanger port 51v, expansion valve port 51w, evaporator inlet port 51x, evaporator outlet port 51y, internal condenser outlet port 51z

[0072] 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.

[0073] First main channel A, first branch channel B, second branch channel C, second main channel D, outlet flow channel E, inlet flow channel F, first internal flow channel G, throttle valve assembly 52, first throttle element 521, second throttle element 522, third throttle element 523, fourth throttle element 524.

[0074] Control valve assembly 53, first on / off valve 533, second on / off valve 534, first electronic expansion valve 535, second electronic expansion valve 536, third on / off valve 537, fourth on / off valve 538.

[0075] First check valve 54, second check valve 55, plug 56, temperature sensor 57, sealing ring 58, third check valve 59, fourth 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 first heat exchange plate 3 and a second heat exchange plate 4. The first heat exchange plate 3 and the second heat exchange plate 4 exchange heat with the battery module respectively. Thus, the first heat exchange plate 3 exchanges heat with the battery module, and the second heat exchange plate 4 also exchanges heat with the battery module, so that the first heat exchange plate 3 and the second heat exchange plate 4 can be used together to regulate the temperature of the battery module, so that the battery module has a suitable operating temperature, thereby ensuring that the battery module operates stably and reliably.

[0083] like Figure 1 , Figures 16-22 As shown, the integrated module 5 includes a first flow channel plate 5A, which is provided with an exhaust port 51a, a first cold plate port 51d, a second cold plate port 51e, a third cold plate port 51f, and a fourth cold plate port 51g. The first flow channel plate 5A is provided with multiple refrigerant channels, including a first main channel A, a first branch channel B, and a second branch channel C.

[0084] The first main channel A is connected to the exhaust port 51a, which is used to connect to the outlet 1a of the compressor 1 outside the first flow channel plate 5A. Therefore, the first main channel A is suitable for communicating with the outlet 1a of the compressor 1, and the refrigerant discharged from the compressor 1 through the outlet 1a can flow into the first main channel A through the exhaust port 51a. The first branch channel B is connected to the first cold plate interface 51d, which is used to connect to the first heat exchange plate 3. Therefore, the first branch channel B is suitable for communicating with the flow channel of the first heat exchange plate 3. If the first cold plate interface 51d serves as the flow channel inlet, the medium in the first branch channel B can flow into the first... In the flow channel of heat exchange plate 3, if the first cold plate interface 51d serves as the flow channel outlet, the medium in the flow channel of the first heat exchange plate 3 can flow into the first branch B; the second branch C is connected to the third cold plate interface 51f, and the third cold plate interface 51f and the fourth cold plate interface 51g are used to connect with the second heat exchange plate 4, so the second branch C is suitable to communicate with the flow channel of the second heat exchange plate 4. If the third cold plate interface 51f serves as the flow channel inlet, the medium in the second branch C can flow into the flow channel of the second heat exchange plate 4. If the third cold plate interface 51f serves as the flow channel outlet, the medium in the flow channel of the second heat exchange plate 4 can flow into the second branch C.

[0085] The first main circuit A is connected to the first branch circuit B and the second branch circuit C respectively, so the medium in the first main circuit A can be distributed to the first branch circuit B and the second branch circuit C.

[0086] like Figure 1 and Figure 16 As shown, the integrated module 5 also includes a control valve group 53, which is located on the first flow channel plate 5A. The control valve group 53 includes a first on / off valve 533, a first electronic expansion valve 535, and a second electronic expansion valve 536. The first on / off valve 533 is connected to the first main circuit A to control its on / off state, that is, the first on / off valve 533 can be used to control the conduction and isolation of the first main circuit A. The first electronic expansion valve 535 is connected to the first branch circuit B, and the second electronic expansion valve 536 is connected to the second branch circuit C. Thus, the first electronic expansion valve 535 can be used to control the flow rate of the first branch circuit B, and the second electronic expansion valve 536 can be used to control the flow rate of the second branch circuit C.

[0087] It is understandable that the first flow channel plate 5A is provided with an on / off valve interface 51b and an expansion valve interface 51w. The on / off valve interface 51b is connected to the first on / off valve 533. There are multiple expansion valve interfaces 51w. The first electronic expansion valve 535 is connected to the corresponding expansion valve interface 51w, and the second electronic expansion valve 536 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, such as Figure 2 As shown, the first on / off valve 533, the first electronic expansion valve 535, and the second electronic expansion valve 536 are all open. The refrigerant flows from the outlet 1a of the compressor 1 to the first main circuit A and is distributed to the first branch circuit B and the second branch circuit C. The refrigerant in the first branch circuit B flows to the first heat exchange plate 3 to heat the battery module, and the refrigerant in the second branch circuit C flows to the second heat exchange plate 4 to heat the battery module. Finally, the refrigerant flows back to the compressor 1 to achieve circulation. It can be seen that at this time, both the first heat exchange plate 3 and the second heat exchange plate 4 are used for heating the battery module.

[0090] Of course, in battery heating mode, one of the first electronic expansion valve 535 and the second electronic expansion valve 536 is opened, and at this time one of the first heat exchange plate 3 and the second heat exchange plate 4 is used for battery module heating.

[0091] Understandably, in battery heating mode, the first electronic expansion valve 535 and the second electronic expansion valve 536 are used to open the corresponding flow channels; of course, the first electronic expansion valve 535 and the second electronic expansion valve 536 can also have flow regulation functions.

[0092] For example, in Figure 1 and Figure 2 In the example, the integrated module 5 also includes a first heat exchanger 6, which is disposed on the first flow channel plate 5A and connected between the throttling valve assembly 52 and the inlet 1b. The refrigerant flowing from the throttling valve assembly 52 to the inlet 1b can then flow through the first heat exchanger 6 for heat exchange. Thus, in battery heating mode, the refrigerant flowing out from at least one of the first heat exchange plate 3 and the second heat exchange plate 4 can flow to the throttling valve assembly 52 for throttling and pressure reduction. The throttled refrigerant can then flow through the first heat exchanger 6 for heat exchange before returning to the compressor 1. At this time, the compressor 1, the first heat exchange plate 3, the second heat exchange plate 4, the throttling valve assembly 52, and the first heat exchanger 6 form a refrigerant circulation path, and the first heat exchanger 6 serves as an evaporator.

[0093] Of course, the first heat exchanger 6 may not be located on the first flow channel plate 5A, but may be located outside the first flow channel plate 5A; in addition, in the battery heating mode, the heat exchange component that forms the refrigerant circulation path with the compressor 1, the first heat exchange plate 3, the second heat exchange plate 4 and the throttle valve group 52 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.

[0094] It should be noted that in the description of this application, "first heat exchange plate 3" and "second heat exchange plate 4" should be interpreted broadly, and can be understood to include the following situations: 1. The first heat exchange plate 3 can be used to heat the battery module and can also be used to cool the battery module. Similarly, the second heat exchange plate 4 can be used to heat the battery module and can also be used to cool the battery module; 2. The first 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.

[0095] According to an embodiment of the present invention, the integrated module 5 for a vehicle, by setting a first main line A to a second branch line C and a control valve group 53, enables the vehicle to have a battery heating mode when the integrated module 5 is used in a vehicle (e.g., a vehicle thermal management system 100). This allows at least one of the first heat exchange plate 3 and the second heat exchange plate 4 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 53 on the first flow channel plate 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] It should be noted that, as attached to this application Figures 2-12 In the diagram, the thicker lines represent the refrigerant circulation path in the corresponding mode.

[0097] In some embodiments, such as Figure 1 As shown, a first flow channel is defined within the first 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 within the second heat exchange plate 4, and filter elements 15 are also respectively provided at both ends of the length of the second flow channel, so as to ensure the smooth flow of the first and second flow channels.

[0098] In some embodiments, the control valve assembly 53 is installed on the first flow channel plate 5A in a direction perpendicular to the first flow channel plate 5A. This facilitates the rapid installation of the control valve assembly 53, ensures the 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 flow channel plate 5A, further improving the ease and efficiency of installation, while also simplifying the processing of the first flow channel plate 5A.

[0099] In some embodiments, such as Figure 1As shown, the throttling valve assembly 52 includes two first throttling valves (e.g., corresponding to the first throttling element 521 and the second throttling element 522 described below, respectively). One of the first throttling valves corresponds to the first heat exchange plate 3, and is connected in series with the first heat exchange plate 3. The other first throttling valve corresponds to the second heat exchange plate 4, and is connected in series with the second heat exchange plate 4. Thus, in battery heating mode, if the first heat exchange plate 3 is used to heat the battery module, the refrigerant in the first heat exchange plate 3 flows to one of the aforementioned first throttling valves for throttling and pressure reduction. If the second heat exchange plate 4 is used to heat the battery module, the refrigerant in the second heat exchange plate 4 flows to the other aforementioned first throttling valve for throttling and pressure reduction.

[0100] Of course, in other examples of this application, the first throttle valve may also be a single valve, in which the first heat exchange plate 3 and the second heat exchange plate 4 share a single first throttle valve in battery heating mode.

[0101] In some embodiments of the present invention, such as Figure 1 , Figure 16 and Figure 19 As shown, the first flow channel plate 5A is also provided with an external heat exchanger interface 51v connected to the external heat exchanger 2 and a return gas interface 51c connected to the inlet 1b of the compressor 1. The external heat exchanger interface 51v is connected to the throttle valve group 52. The multiple refrigerant flow channels also include a second main line D. The second main line D is connected to the return gas interface 51c. The second main line D is suitable for being connected to the inlet 1b of the compressor 1. The refrigerant in the second main line D can flow to the compressor 1 through the return gas interface 51c. Moreover, the second main line D is connected to the first branch line B and the second branch line C respectively. The refrigerant in the first branch line B and the second branch line C can converge into the second main line D.

[0102] like Figure 1 , Figure 16 and Figure 19 As shown, the integrated module 5 also includes a throttling valve assembly 52. ​​The first flow channel plate 5A is provided with a throttling valve interface 51u connected to the throttling valve assembly 52. ​​The throttling valve assembly 52 is connected to the second cold plate interface 51e and the fourth cold plate interface 51g respectively. The throttling valve assembly 52 can throttle and reduce the pressure of the refrigerant flowing through it.

[0103] Therefore, in battery heating mode, the refrigerant flowing out from at least one of the first heat exchange plate 3 and the second heat exchange plate 4 can flow to the throttle valve assembly 52 for throttling and pressure reduction, so as to realize 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 which, such as Figure 2As shown, the high-temperature, high-pressure gaseous refrigerant produced in the compressor 1 flows to the external heat exchanger 2 through outlet 1a to exchange heat with the external environment. After heat exchange, the refrigerant temperature decreases and liquefies into a medium-temperature, high-pressure liquid. It then flows to the integrated module 5 through the external heat exchanger interface 51v. In the integrated module 5, the refrigerant flows through the throttling valve group 52 to reduce pressure and further lower the refrigerant temperature, causing the refrigerant to form 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 at least one of the first heat exchange plate 3 and the second heat exchange plate 4 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 and through the second main line D to the return gas interface 51c, and then back to the compressor 1 to enter the next cycle. At this time, the compressor 1, the external heat exchanger 2, the throttling valve group 52, the first heat exchange plate 3, and the second heat exchange plate 4 form a refrigerant circulation path.

[0104] Understandably, when the battery is in cooling mode, the first heat exchange plate 3 and the second heat exchange plate 4 are used together to cool the battery module, which speeds up the cooling rate of the battery module and enables timely dissipation of heat under high-power charging.

[0105] Optionally, the throttle valve assembly 52 can be located on the first flow channel plate 5A to improve the integration level of the integrated module 5.

[0106] In some embodiments, such as Figure 1 As shown, the vehicle's thermal management system 100 also includes a liquid reservoir 14, which is connected between the external heat exchanger 2 and the external heat exchanger interface 51V, so that the thermal management system 100 can 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.

[0107] In some embodiments, such as Figure 1 As shown, the first flow channel plate 5A is also provided with a separator interface. The integrated module 5 also includes a gas-liquid separator 16, which has a refrigerant inlet 16a and a refrigerant outlet 16b. The gas-liquid separator 16 is fixed to the first flow channel plate 5A (for example, the gas-liquid separator 16 is fixed to the first flow channel plate 5A by screws 162), and the refrigerant inlet 16a is connected to the separator interface, while the refrigerant outlet 16b is connected to the inlet 1b of the compressor 1. This facilitates the arrangement of the gas-liquid separator 16 and realizes the communication between the gas-liquid separator 16 and the flow channel inside the first flow channel plate 5A. At the same time, it improves the integration level of the integrated module 5 and helps to save interior space.

[0108] Optionally, the gas-liquid separator 16 is arranged vertically, with its refrigerant outlet located at the top to ensure better gas-liquid separation capability and guarantee that the refrigerant entering the compressor 1 is gaseous. The gas-liquid separator 16 has a separator connector 161, which is located at and communicates with the refrigerant inlet 16a. The refrigerant inlet 16a is assembled with the separator interface via the separator connector 161 in a direction perpendicular to the first flow channel plate 5A. The separator connector 161 can be fixed (e.g., welded) to the first flow channel plate 5A.

[0109] 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.

[0110] In some embodiments, such as Figure 16 and Figure 17 As shown, the throttle valve assembly 52 is installed on the first flow channel plate 5A in a direction perpendicular to the first flow channel plate 5A. This facilitates the quick installation of the control valve by the throttle valve assembly 52, ensures the accurate connection of the connecting line 50 of the integrated module 5 to the throttle valve assembly 52, avoids incorrect connections, and also saves space occupied by the integrated module 5. For example, the throttle valve assembly 52 can be installed on the same side of the first flow channel plate 5A, further improving the ease and efficiency of installation.

[0111] Furthermore, the throttle valve assembly 52 and the control valve assembly 53 are installed on the same side of the thickness direction of the first flow channel plate 5A, which further improves the assembly efficiency of the integrated module 5.

[0112] In some embodiments of the present invention, such as Figure 1 As shown, the control valve group 53 also includes a second on / off valve 534. The second on / off valve 534 is located on the first flow channel plate 5A and is connected to the second main circuit D to control its on / off state. That is, the second on / off valve 534 can be used to control the second main circuit D to be open or closed.

[0113] Therefore, in the battery heating mode, the first main line A is connected and the second main line D is disconnected, so that the refrigerant discharged from the outlet 1a flows through the first main line A to at least one of the first branch line B and the second branch line C to achieve the heating of the battery module; it can be seen that in the above process, the refrigerant throttled by the throttle valve group 52 and heat exchanged by other components (such as the first heat exchanger 6) can have two flow branches, one branch is connected to the return gas interface 51c, and the other branch is connected to the return gas interface 51c through the second main line D. Since the second main line D is disconnected, all the above refrigerant flows to the compressor 1 through the return gas interface 51c.

[0114] In battery cooling mode, the first main circuit A is disconnected and the second main circuit D is open, so that the refrigerant discharged from outlet 1a flows sequentially through the external heat exchanger 2 and the throttle valve group 52. The refrigerant after throttling and depressurization flows out from the integrated module 5 and flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4 to cool the battery module. Then, the refrigerant after exchanging heat with the battery module flows to the second main circuit D, so as to flow back to the compressor 1 through the return gas interface 51c.

[0115] Obviously, the on / off state of the first main circuit A and the second main circuit D can be controlled by the first on / off valve 533 and the second on / off valve 534, which facilitates the switching of the vehicle to the battery cooling mode or the battery heating mode, thus simplifying the control of the vehicle.

[0116] In both battery heating and battery cooling modes, the amount of refrigerant flowing to the first heat exchange plate 3 and the second heat exchange plate 4 can be reasonably allocated through the first electronic expansion valve 535 and the second electronic expansion valve 536, so as to more flexibly control the temperature of the battery module. For example, the temperature of the battery module corresponding to the position of the first heat exchange plate 3 is different from the temperature of the battery module corresponding to the position of the second heat exchange plate 4. In this case, the reasonable allocation of the amount of refrigerant to the first heat exchange plate 3 and the second heat exchange plate 4 can facilitate effective temperature control of the corresponding position of the battery module, thereby improving the flexibility of temperature control of the battery module.

[0117] It is understandable that when the first electronic expansion valve 535 and the second electronic expansion valve 536 can be used for flow regulation but cannot achieve the opening and closing of the corresponding flow channel, the first branch B and the second branch C remain open. In this case, whether in battery cooling mode or battery heating mode, the first heat exchange plate 3 and the second heat exchange plate 4 are used to regulate the temperature of the battery module.

[0118] Of course, the first electronic expansion valve 535 may also have an on / off function to control the on / off of the first branch B, and the second electronic expansion valve 536 may also have an on / off function to control the on / off of the second branch C. At this time, if the first on / off valve 533 and the second on / off valve 534 cannot close normally (or the second on / off valve 534 is not installed), the first electronic expansion valve 535 and the second electronic expansion valve 536 can be used in conjunction to ensure the normal use of the system flow path, which is beneficial to improving the reliability of the control valve group 53 and can provide some emergency handling time for subsequent maintenance. Moreover, the first electronic expansion valve 535 and the second electronic expansion valve 536 can also be used to adjust which one or more of the first heat exchange plate 3 and the second heat exchange plate 4 are used to regulate the temperature of the battery module: for example, in the battery cooling mode, if the first branch B is open and the second branch C is closed, then the first heat exchange plate 3 is used to cool the battery module and the second heat exchange plate 4 cannot cool the battery module; or if the first branch B is closed and the second branch C is open, then the second heat exchange plate 4 is used to cool the battery module and the first heat exchange plate 3 cannot cool the battery module; or if both the first branch B and the second branch C are open, then both the first heat exchange plate 3 and the second heat exchange plate 4 are used to cool the battery module.

[0119] In some embodiments of the present invention, such as Figure 1 As shown, the first flow channel plate 5A is provided with a heat exchanger first interface 51o, which is connected to a heat exchange component, such as the first heat exchanger 6. The heat exchange component can be installed at the heat exchanger first interface 51o in a direction perpendicular to the first flow channel plate 5A. The control valve group 53 includes a first check valve 54 and a second check valve 55. The first check valve 54 is provided on the first flow channel plate 5A and is connected to the throttling valve group 52 and the heat exchanger first interface 51o. The first check valve 54 directs the refrigerant unidirectionally to the heat exchanger first interface 51o, that is, the first check valve 54 causes the refrigerant to flow unidirectionally to the first heat exchanger 6. The throttling valve group 52... The refrigerant at point 2 can flow through the first one-way valve 54 to the first port 51o of the heat exchanger, while the refrigerant at the first port 51o of the heat exchanger cannot flow through the first one-way valve 54 to the throttle valve assembly 52. ​​The control valve assembly 53 also includes a second one-way valve 55, which is located on the first flow channel plate 5A. The second one-way valve 55 is connected to both the throttle valve assembly 52 and the external heat exchanger port 51v, so as to guide the refrigerant unidirectionally to the throttle valve assembly 52. ​​Thus, the refrigerant at the external heat exchanger port 51v can flow through the second one-way valve 55 to the throttle valve assembly 52, while the refrigerant at the throttle valve assembly 52 cannot flow through the second one-way valve 55 to the external heat exchanger port 51v. Therefore, the control valve assembly 53 can further control the flow path of the refrigerant in the integrated module 5, and further improve the integration level of the integrated module 5.

[0120] It is understandable that the first flow channel plate 5A is provided with a first one-way valve interface 51h and a second one-way valve interface 51i. The first one-way valve 54 is connected to the first one-way valve interface 51h, and the second one-way valve 55 is connected to the second one-way valve interface 51i, so that the flow channel of the first flow channel plate 5A is connected to the first one-way valve 54 and the second one-way valve 55 respectively.

[0121] As can be seen, in battery heating mode, the refrigerant from at least one of the first heat exchange plate 3 and the second heat exchange plate 4 flows through the throttle valve assembly 52, then through the first one-way valve 54 to the first interface 51o of the heat exchanger for heat exchange in the aforementioned heat exchange components, and then flows back to the compressor 1. In battery cooling mode, the refrigerant flowing from the external heat exchanger 2 flows through the second one-way valve 55 to the throttle valve assembly 52, so that the refrigerant is throttled and depressurized before flowing to at least one of the first heat exchange plate 3 and the second heat exchange plate 4. Thus, by setting the first one-way valve 54 and the second one-way valve 55, the integrated module 5 is provided with an accurate flow path for the refrigerant in both battery cooling and battery heating modes, thereby ensuring the temperature control effect of the battery module.

[0122] For example, in Figure 1 In the example, the throttle valve assembly 52 includes two first throttle valves. One first throttle valve corresponds to the first heat exchange plate 3, and the other first throttle valve corresponds to the second heat exchange plate 4. Therefore, in battery cooling mode, the first heat exchange plate 3 and the second heat exchange plate 4 use different throttle valves. Of course, in other examples of this application, in battery cooling mode, the first heat exchange plate 3 and the second heat exchange plate 4 can also share a single first throttle valve.

[0123] In some embodiments of the present invention, such as Figure 1 As shown, the throttle valve assembly 52 includes a first throttle element 521 and a second throttle element 522. The first throttle element 521 is disposed on the first flow channel plate 5A and is connected to the second cold plate interface 51e. The second throttle element 522 is disposed on the first flow channel plate 5A and is connected to the fourth cold plate interface 51g. The first throttle element 521 and the second throttle element 522 are respectively connected to the external heat exchanger interface 51v. Therefore, in the battery cooling mode, the refrigerant in the first heat exchange plate 3 can flow to the external heat exchanger interface 51V through the first throttling element 521, and / or the refrigerant in the second heat exchange plate 4 can flow to the external heat exchanger interface 51V through the second throttling element 522. That is, the first heat exchange plate 3 and the second heat exchange plate 4 do not share the same throttling element, so as to ensure the temperature control effect of the battery module when the first heat exchange plate 3 and / or the second heat exchange plate 4 are used to regulate the temperature of the battery module. At the same time, it further improves the integration level of the integrated module 5, which is conducive to the design of the whole vehicle platform.

[0124] In some embodiments of the present invention, such as Figure 1As shown, the first flow channel plate 5A is provided with a first heat exchanger interface 51o and a second heat exchanger interface 51p. The integrated module 5 also includes a first heat exchanger 6 disposed on the first flow channel plate 5A. The first heat exchanger interface 51o and the second heat exchanger interface 51p are connected to the first heat exchange flow channel of the first heat exchanger 6. The first heat exchanger interface 51o is connected to the throttle valve group 52. The second heat exchanger interface 51p and the return gas interface 51c are connected through the first internal flow channel G in the first flow channel plate 5A. Thus, the refrigerant flowing out from the first heat exchanger 6 can flow back to the compressor 1 through the second heat exchanger interface 51p, the first internal flow channel G and the return gas interface 51c. At the same time, the integration level of the integrated module 5 is further improved, which is conducive to the design of the whole vehicle platform.

[0125] Optionally, the first heat exchange channel can be installed at the first interface 51o and the second interface 51p of the heat exchanger in a direction perpendicular to the first channel plate 5A.

[0126] As can be seen, in battery heating mode, the refrigerant from at least one of the first heat exchange plate 3 and the second heat exchange plate 4 flows through the throttle valve assembly 52, then through the first heat exchanger port 51o to the first heat exchanger 6 for heat exchange. After heat exchange, the refrigerant flows again through the second heat exchanger port 51p to the first flow channel plate 5A and through the first internal flow channel G to the return gas port 51c to return to the compressor 1. Furthermore, the integrated module 5, when used in a vehicle, enables the vehicle to have a heating mode. In heating mode, such as... Figure 4 As shown, the refrigerant discharged from the compressor 1 releases heat through the vehicle condenser 8 to raise the ambient temperature inside the vehicle and provide a comfortable environment for the driver and passengers. After releasing heat, the refrigerant flows through the vehicle condenser 8 to the integrated module 5, and after being throttled and depressurized by the throttling valve group 52, 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.

[0127] In this design, the first heat exchanger port 51o corresponds to the inlet of the first heat exchange channel, and the second heat exchanger port 51p corresponds to the outlet of the first heat exchange channel. The first heat exchanger port 51o is located above the second heat exchanger port 51p, i.e., bottom inlet and top outlet, which ensures that the heat exchange efficiency of the first heat exchanger 6 reaches its maximum. Compared with the top inlet and bottom outlet method, the heat exchange efficiency of this application is increased by about 30%-40%, so as to match the heat dissipation efficiency of the motor control module in the coolant circuit 9 and ensure the motor control efficiency.

[0128] In some embodiments of the present invention, such as Figure 1As shown, the first flow channel plate 5A is also provided with an in-vehicle condenser outlet interface 51z. The in-vehicle condenser 8 is connected between the outlet 1a of the compressor 1 and the in-vehicle condenser outlet interface 51z, so that the refrigerant at the outlet 1a can flow through the in-vehicle condenser 8 to the in-vehicle condenser outlet interface 51z. The integrated module 5 also includes a third throttling element 523, which is provided on the first flow channel plate 5A and is connected to the in-vehicle condenser outlet interface 51z and the first interface 51o of the heat exchanger, respectively.

[0129] Therefore, in heating mode, the refrigerant discharged by compressor 1 releases heat through vehicle condenser 8. After releasing heat, the refrigerant flows through vehicle condenser 8 to integrated module 5, and after being throttled and depressurized by third throttling element 523, it flows to the first interface 51o of heat exchanger. After absorbing heat through the first heat exchanger 6, it flows back to compressor 1 through the second interface 51p of heat exchanger and the first internal flow channel G.

[0130] For example, in Figure 1 In the example, the throttle valve assembly 52 includes a first throttle element 521, a second throttle element 522, and a third throttle element 523. The first throttle element 521 is correspondingly disposed with the first heat exchange plate 3, the second throttle element 522 is correspondingly disposed with the second heat exchange plate 4, and the third throttle element 523 is correspondingly disposed with the in-vehicle condenser 8. Of course, in other embodiments of this application, at least two of the first heat exchange plate 3, the second heat exchange plate 4, and the in-vehicle condenser 8 may share the same throttle element.

[0131] Understandably, when 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, wherein in the battery heating + heating mode (e.g., Figure 5 As shown, a portion of the refrigerant discharged from the compressor 1 flows through the first main channel A to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then flows to the throttle valve assembly 52. ​​Another portion of the refrigerant discharged from the compressor 1 flows through the vehicle condenser 8 and to the third throttle element 523. The refrigerant flowing through the throttle valve assembly 52 and the refrigerant flowing through the third throttle element 523 can converge at 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.

[0132] Of course, when 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, wherein in the battery cooling + heating mode (e.g. Figure 6As shown, a portion of the refrigerant discharged from the compressor 1 flows through the external heat exchanger 2 into the integrated module 5, and after being throttled and depressurized by the throttling valve assembly 52, it flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then flows back to the integrated module 5 to be discharged to the compressor 1 through the second main circuit D. Another portion of the refrigerant discharged from the compressor 1 flows through the internal condenser 8 and is throttled and depressurized by the third throttling element 523 to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then flows back to the integrated module 5 to be discharged to the compressor 1 through the second main circuit D.

[0133] In some embodiments of the present invention, such as Figure 1 As shown, the control valve group 53 also includes a third on / off valve 537, which is located on the first flow channel plate 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.

[0134] In some embodiments of the present invention, such as Figure 1 As shown, the first flow channel plate 5A is also 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 flow channel plate 5A. The first flow channel plate 5A is provided with an outlet flow channel E connecting the evaporator outlet interface 51y and the return gas interface 51c. The first flow channel plate 5A is provided with an inlet flow channel F connecting the evaporator inlet interface 51x and the vehicle external heat exchanger interface 51v. The integrated module 5 also includes a fourth throttling element 524. The fourth throttling element 524 is provided on the first flow channel plate 5A and is connected to the inlet flow channel F. The fourth throttling element 524 can be used to throttle and reduce the pressure of the refrigerant flowing through the fourth throttling element 524 on the inlet flow channel F.

[0135] Therefore, when integrated module 5 is used in a vehicle, it enables the vehicle to have a cooling mode, such as... Figure 7 As shown, the refrigerant discharged from the compressor 1 flows through the external heat exchanger 2 and then through the external heat exchanger interface 51v to the integrated module 5. It then flows through the inlet channel F, where it is throttled and depressurized by the fourth throttling element 524 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 occupants. After absorbing heat, the refrigerant flows back to the integrated module 5 through the evaporator outlet interface 51y and then through the outlet channel E to the return gas interface 51c to be discharged back to the compressor 1.

[0136] Understandably, when 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 cooling mode cannot be performed simultaneously; or, the vehicle has a battery heating mode, a cooling mode, and a battery heating + cooling mode, wherein in the battery heating + cooling mode (e.g. Figure 8 As shown, a portion of the refrigerant discharged from the compressor 1 flows to the integrated module 5 and through the first main line A to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, then flows to the throttle valve assembly 52 and the first heat exchanger 6, and can then flow back to the integrated module 5 to be discharged to the inlet 1b (e.g., the refrigerant flowing out of the first heat exchanger 6 passes through this inlet). Another portion of the refrigerant discharged from the compressor 1 flows through the external heat exchanger 2 and through the fourth throttle element 524 to the internal evaporator 7, and then flows back to the integrated module 5 to be discharged to the inlet.

[0137] 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 cooling mode, and the battery cooling mode and the cooling mode cannot be performed simultaneously; or, the thermal management system 100 has a battery cooling mode, a cooling mode, and a battery cooling + cooling mode, wherein in the battery cooling + cooling mode (e.g. Figure 9 As shown), the refrigerant discharged from the compressor 1 flows to the integrated module 5 through the external heat exchanger 2 and is divided into two paths: one path flows through the throttle valve group 52 in the integrated module 5 to reduce the pressure and then flows to at least one of the first heat exchange plate 3 and the second heat exchange plate 4, and then flows to the inlet 1b through the second main path D; 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 to the inlet 1b through the outlet flow channel E.

[0138] In some embodiments of the present invention, such as Figures 16-21 As shown, the first flow channel plate 5A includes a first plate body 511 and a second plate body 512. The first plate body 511 has multiple grooves 511a, which are open on the side facing the second plate body 512. The second plate body 512 is fixed to the first plate body 511 to close the multiple grooves 511a. The multiple grooves 511a and the second plate body 512 define an external refrigerant flow channel for the flow of refrigerant. That is, the first plate body 511 and the second plate body 512 together define an external refrigerant channel. The external refrigerant flow channel includes a portion of the multiple refrigerant flow channels, that is, a portion of the multiple refrigerant flow channels can be defined by the first plate body 511 and the second plate body 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.

[0139] It is understandable that when a portion of the first main circuit A, the first branch circuit B, and the second branch circuit C are external refrigerant channels, the positions of the aforementioned portions of the first main circuit A, the first branch circuit B, and the second branch circuit C in the corresponding sub-channels can be specifically set according to actual needs.

[0140] Optionally, the first plate 511 and the second plate 512 are welded together to ensure that the first flow channel plate 5A has excellent airtightness and burst resistance.

[0141] In some embodiments of the present invention, such as Figure 23 and Figure 24 As shown, 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 multiple refrigerant flow channels, specifically a portion of the first main line A, the first branch line B, and the second branch line C, which are jointly defined by the first plate 511 and the second plate 512. Another portion of the first main line A, the first branch line B, and the second branch line C is defined solely by the first plate 511. This facilitates the rational use of the first plate 511, allowing for the integration of a portion of the internal flow channel 511c with a portion of the external refrigerant flow channels. The components can be stacked in the thickness direction of the first plate, which helps to reduce the area of ​​the entire first flow channel plate 5A, thereby achieving a compact arrangement of the integrated modules. On the other hand, when two components integrated on the first flow channel plate 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 flow channel plate 5A and further achieving a compact arrangement of the integrated modules, which helps to save the space occupied by the first flow channel plate 5A.

[0142] It is understandable that the portion of the first main channel A to the second branch channel C that is an internal flow channel 511c can be specifically set in the position of the corresponding sub-flow channel according to actual needs.

[0143] In some embodiments, such as Figure 23 and Figure 24As shown, 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 ensure the amount of refrigerant participating in the circulation, thereby ensuring the temperature control effect of at least one of the first heat exchange plate 3 and the second heat exchange plate 4 on the battery module. In particular, when both the first heat exchange plate 3 and the second heat exchange plate 4 are used to regulate the temperature of the battery module, the internal channels can also ensure the temperature control effect on the battery module.

[0144] Optionally, both the first electronic expansion valve 535 and the second electronic expansion valve 536 have large-diameter valve bodies (16mm in diameter), and the cross-sections of the internal flow channels 511c corresponding to the first electronic expansion valve 535 and the second electronic expansion valve 536 are both rectangular. For example, Figure 23 The upper side of the two internal flow channels 511c, and Figure 24 The two internal flow channels 511c shown correspond to small-diameter valve bodies. The design value of the above flow channels is greater than φ3.34mm-φ6mm. The cross-section of the remaining internal flow channels 511c is rectangular, with a cross-sectional area greater than 16mm*18mm.

[0145] In some embodiments, such as Figure 16 , Figure 17 , Figure 20 and Figure 21 As shown, the first plate 511 has multiple valve seats 511b on the side 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 chamber. Multiple control valves of the control valve group 53 (such as the first on / off valve 522, the first electronic expansion valve 535, the second electronic expansion valve 536, etc.) are respectively located in the multiple valve chambers to realize the installation of the control valve group 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.

[0146] Optionally, a water-cutting process is applied to the flow channels on the first flow channel plate 5A, using the principle of air insulation to separate the refrigerant flow in the system, thereby better realizing the functional mode of air conditioning.

[0147] 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.

[0148] Optionally, in Figure 20 In the example, 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] It is understandable that the wall thicknesses of multiple valve chambers can be equal or unequal.

[0153] In some embodiments, such as Figure 20 As shown, 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, accommodating 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.

[0154] In some embodiments, such as Figure 20 and Figure 21As shown, mounting positions 511d are provided on adjacent side walls of the first plate 511. The mounting positions 511d are suitable for fixing to the vehicle body so as to realize the reliable installation of the integrated module 5. At the same time, it makes the integrated module 5 applicable to different vehicle models to meet the differentiated installation requirements of different vehicle models for the integrated module 5.

[0155] For example, in Figure 20 and Figure 21 In the example, the first plate 511 has multiple sidewalls, including a first sidewall arranged opposite to each other in the vertical direction and a second sidewall arranged opposite to 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.

[0156] 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.

[0157] In some embodiments of the present invention, such as Figure 16 , Figure 27 and Figure 28 As shown, the integrated module 5 also includes a second flow channel plate 5B. The second flow channel plate 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 heat sink 101 located outside the second flow channel plate 5B. The second water-side interface 51l is adapted to be connected to the first heat sink 10 located outside the second flow channel plate 5B. Then, the coolant in the second flow channel plate 5B can flow to the motor control module heat sink 101 through the first water-side interface 51k, or the coolant in the motor control module heat sink 101 can flow to the second flow channel plate 5B through the first water-side interface 51k. The coolant in the second flow channel plate 5B can flow to the first heat sink 10 through the second water-side interface 51l, or the coolant in the first heat sink 10 can flow to the second flow channel plate 5B through the second water-side interface 51l.

[0158] The integrated module 5 also includes a first switching valve 11, which is disposed on the second flow channel plate 5B and communicates with multiple internal water channels within the second flow channel plate 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.

[0159] 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.

[0160] In some embodiments of the present invention, such as Figure 16 , Figure 28 As shown, the second flow channel plate 5B is also provided with a third heat exchanger port 51q and a fourth heat exchanger port 51r, which are respectively connected to the second heat exchange flow channel outside the second flow channel plate 5B. The first switching valve 11 is connected to the third heat exchanger port 51q and the fourth heat exchanger port 51r respectively. When the first switching valve 11 is activated, the coolant flowing to the first switching valve 11 flows directly to the first switching valve 11 and / or flows to the first switching valve 11 through the second heat exchange flow channel. It can be seen that the first switching valve 11 can be used to control whether the second heat exchange flow channel 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.

[0161] For example, if the first switching valve 11 is activated, the coolant flowing to the first switching valve 11 will flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 will flow to the first water-side interface 51k. In this case, the first switching valve 11 and the motor control module radiator 101 participate in coolant circulation. If the first switching valve 11 is activated, the coolant flowing to the first switching valve 11 will flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 will flow to the second water-side interface 51l. In this case, the first switching valve 11 and the first radiator 10 participate in coolant circulation. If the first switching valve 11 is activated, the coolant flowing to the first switching valve 11 will flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 will flow to the second water-side interface 51l. In this case, the first switching valve 11 and the first radiator 10 participate in coolant circulation. 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. Thus, 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 a 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 to the first switching valve 11 through the second heat exchange channel. When the coolant discharged from the first switching valve 11 flows to the first water-side interface 51k, the first switching valve 11, the second heat exchange channel, and the motor control module radiator 101 participate in coolant circulation. At this time, the coolant flowing through the second heat exchange channel can exchange heat for heat dissipation, thereby reducing the temperature of the motor control module radiator 101. This mode can be a heat pump operating mode below -10℃. When the coolant flowing to the first switching valve 11 flows to the first switching valve 11 through the second heat exchange channel, and the coolant discharged from the first switching valve 11 flows to the second water-side interface 51k, the first switching valve 11, the second heat exchange channel, and the first water-side interface 51k participate in coolant circulation. A radiator 10 participates in the coolant circulation; the coolant flowing to the first switching valve 11 flows to the first switching valve 11 through the second heat exchange channel, 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. Then the first switching valve 11, the second heat exchange channel, the first radiator 10 and the motor control module radiator 101 participate in the coolant circulation. At this time, the coolant can exchange heat through the second heat exchange channel and the first radiator 10 to dissipate heat and reduce the temperature of the motor control module radiator 101. This mode can be a heat pump working mode between -10℃ and 10℃.

[0162] 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.

[0163] 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 second heat exchange channel, 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 second heat exchange channel.

[0164] For example, in Figure 2 In the example, the integrated module 5 also includes a first heat exchanger 6, which has a first heat exchange channel and a second heat exchange channel that exchange heat with each other. The first heat exchange channel is used for the flow of refrigerant, and the second heat exchange channel is used for the flow of coolant. The first heat exchange channel is connected to a first flow channel plate 5A, and the second heat exchange channel is connected to a second flow channel plate 5B. Thus, the refrigerant in the first heat exchange channel can exchange heat with the coolant in the second heat exchange channel, allowing the refrigerant in the first heat exchange channel to 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.

[0165] In some embodiments of the present invention, such as Figure 1 , Figure 16 and Figure 26 As shown, the second flow channel plate 5B is provided with a switching valve interface 51j, and the first switching valve 11 is fixed to the second flow channel plate 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 flow channel within the second flow channel plate 5B. Components connected to the first switching valve 11 can be connected to the second flow channel plate 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.

[0166] Optionally, the number of switching valve interfaces 51j can be equal to the number of switching ports of the first switching valve 11.

[0167] In some embodiments of the present invention, such as Figure 1 As shown, the second flow channel plate 5B is provided with a water tank interface 51s. The integrated module 5 also includes a water replenishment tank 12, which is located on the second flow channel plate 5B and 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 low on coolant, thereby ensuring the cooling effect of the coolant circuit 9 on the radiator 101 of the motor control module and facilitating low-coolant protection. Of course, the coolant in the coolant circuit 9 is not limited to water.

[0168] Understandably, the position of the water tank 12 on the coolant circuit 9 can be set according to actual needs.

[0169] Optionally, the second flow channel plate 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, and the multiple flow channels P forming part of the coolant circuit 9; the third plate 513 and the fourth plate 514 are injection molded parts.

[0170] In some embodiments, such as Figure 1 As shown, the second flow channel plate 5B is also provided with a water pump interface 51t, and the integrated module 5 also includes a water pump 13. The water pump 13 is located on the second flow channel plate 5B and connected to the water pump interface 51t to drive the liquid flow in the internal water channel, so as to realize the circulation of coolant in the coolant circuit 9. This facilitates the arrangement of the water pump 13 and improves the integration level of the integrated module 5.

[0171] In some embodiments of the present invention, such as Figure 13 As shown, the second flow channel plate 5B is fixedly connected to the first flow channel plate 5A, for example, by screws, to further enhance 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. It offers flexible arrangement options, reducing vehicle weight, cost, and energy consumption, saving vehicle layout space, and facilitating the addition of new configurations. Compared with existing technologies, the integrated module 5 has a higher integration level, integrating a refrigerant-side + coolant-side thermal management system 100, facilitating vehicle piping layout. Due to the optimized front compartment space layout, the overall vehicle layout is more rational and more conducive to the platform-based design of the vehicle.

[0172] For example, the first flow channel plate 5A and the second flow channel plate 5B are arranged sequentially along the thickness direction of the first flow channel plate 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 flow channel plate 5B away from the first flow channel plate 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 flow channel plate 5A away from the second flow channel plate 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 layout of the vehicle 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 flow channel plate 5A and the wiring harnesses of the components on the second flow channel plate 5B, and improve the neat routing of the connecting lines 50 of the integrated module 5. For example, the first flow channel plate 5A includes a first plate body 511 and a second plate body 512, and the second flow channel plate 5B is fixed to the side of the second plate body 512 that is away from the first plate body 511.

[0173] Of course, in other embodiments of this application, the plane where the first flow channel plate 5A is located and the plane where the second flow channel plate 5B is located are parallel or coincident, such as... Figures 34-36 As shown, the integrated module 5 has a first side and a second side on both sides of the thickness direction of the first flow channel plate 5A, respectively. The components corresponding to the refrigerant circuit (such as the control valve group 52 and the throttle valve group 53) and the components corresponding to the coolant circuit 9 (such as the first switching valve 11, the water tank 12 and the water pump 13) are all located on the first side or the second side. Thus, 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.

[0174] In some embodiments, such as Figure 33 As shown, the integrated module 5 also includes a fastener 516, which is fitted onto the electronic expansion valve (e.g., the first electronic expansion valve 535, the second electronic expansion valve 536). The fastener 516 engages with the first flow channel plate 5A to stably mount the electronic expansion valve on the first flow channel plate 5A, thereby preventing the electronic expansion valve from falling off the first flow channel plate 5A.

[0175] For example, the fastener 516 includes an elastic element 5161 and an elastic hook 5162. The elastic element 5161 abuts against the upper end face of the first flow channel plate 5A, and the elastic hook 5162 engages with a slot provided on the side wall of the first flow channel plate 5A to achieve a snap-fit ​​between the fastener 516 and the first flow channel plate 5A, thereby enabling the electronic expansion valve to be conveniently and stably fixed on the first flow channel plate 5A through the fastener 516.

[0176] 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 mounted onto the first flow channel plate 5A.

[0177] like Figure 33 As shown, the fastener 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 flow channel plate 5A.

[0178] When installing the electronic expansion valve onto the first flow channel plate 5A, the electronic expansion valve should be operated to gradually approach the first flow channel plate 5A along its thickness direction. At this time, the two elastic elements 5161 abut against the upper surface of the first flow channel plate 5A to provide a pre-tightening force between the electronic expansion valve and the first flow channel plate 5A, preventing the electronic expansion valve on the first flow channel plate 5A from shaking in the up-down direction. Simultaneously, the free end of the elastic hook 5162 contacts the side wall of the first flow channel plate 5A and deforms away from the first flow channel plate 5A under the action of the first flow channel plate 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 flow channel plate 5A.

[0179] 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 flow channel plate 5A to fix the fastener 516 on the first flow channel plate 5A.

[0180] When it is necessary to remove the electronic expansion valve from the first flow channel plate 5A, press the electronic expansion valve in the direction close to the first flow channel plate 5A to disengage the hook at the free end of the elastic hook 5162 from the groove of the first flow channel plate 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 flow channel plate 5A. Finally, move the electronic expansion valve away from the first flow channel plate 5A to disengage the elastic element 5161 from the side wall of the first flow channel plate 5A, thereby removing the electronic expansion valve from the first flow channel plate 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.

[0181] 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.

[0182] The vehicle thermal management system according to a second aspect of the present invention includes an integrated module 5 according to the first aspect of the present invention described above.

[0183] 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 first heat exchange plate 3, and a second heat exchange plate 4. The first 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 flow channel plate 5A is fixed to the body. A first cold plate interface 51d and a second cold plate interface 51e are used to connect to the first 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.

[0184] 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.

[0185] In some embodiments of the present invention, the first 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.

[0186] 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 first 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 first heat exchange plate 3 and the second heat exchange plate 4 are thermally connected to the heat exchange sidewalls respectively; but not limited thereto.

[0187] 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.

[0188] The following is for reference. Figures 1-12A thermal management system 100 having an integrated module 5 according to an embodiment of the present invention is described in detail with reference to a specific example. It is to be understood that the following description is merely illustrative and not intended to limit the invention in any specific way.

[0189] like Figure 1 As shown, the thermal management system 100 includes a compressor 1, an external heat exchanger 2, a first 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.

[0190] Integrated module 5 includes a first flow channel plate 5A, a second flow channel plate 5B, and a throttling valve assembly 52, a control valve assembly 53, a plug 56, a temperature sensor 57, a sealing ring 58, a third check valve 59, a fourth check valve 515, a connecting wire 50, and a first switching valve 11, a water supply tank 12, and a water pump 13, all mounted on the second flow channel plate 5B. The sealing ring 58 is used to seal the gap between the first heat exchanger 6 and the first flow channel plate 5A, and to seal the gap between the gas-liquid separator 16 and the first flow channel plate 5A. The connecting wire 50 can connect to the aforementioned valve bodies (e.g., the throttling valve assembly 52, the control valve assembly 53, the water pump 13, the first switching valve 11, etc.). The connecting line 50 is used for signal transmission and 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 flow channel plate 5A and the second flow channel plate 5B to connect corresponding components. The first switching valve 11 is secured with screws via its own end-face sealing structure. The water pump 13 is connected to the second flow channel plate 5B via its own double-sealing structure and secured with screws to ensure sealing. The flow channels of the first flow channel plate 5A are used for refrigerant flow, and the flow channels of the second flow channel plate 5B are used for coolant flow.

[0191] like Figure 13 As shown, in the vertical direction, the water supply tank 12 is positioned higher than the first heat exchanger 6. The water supply tank 12 has a maximum water level line and a minimum water level line, and 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... Figures 34-36 As shown, the top of the first heat exchanger 6 can also be located below the lowest water level line to fully ensure heat exchange efficiency.

[0192] The inlet and outlet positions of the second heat exchange channel in the first heat exchanger 6 are opposite to those of the first heat exchange channel. The inlet of the second heat exchange channel is located above the outlet, and the inlet of the first heat exchange channel is located below the outlet, ensuring heat exchange efficiency. Of course, if the first heat exchange channel is top-in, top-out, the second heat exchange channel can also be top-in, top-out (e.g., Figures 34-36 (As shown).

[0193] like Figure 1 As shown, the control valve assembly 53 includes a first on / off valve 533, a second on / off valve 534, an electronic expansion valve 535, a second electronic expansion valve 536, 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 heat exchanger 2. The throttling valve assembly 52 includes a first throttling element 521, a second throttling element 522, a third throttling element 523, and a fourth throttling element 524. 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.

[0194] 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.

[0195] like Figure 2 As shown, in battery 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 first electronic expansion valve 535 and the second electronic expansion valve 536 (for example, both the first electronic expansion valve 535 and the second electronic expansion valve 536 are large-diameter electronic expansion valves) are open to achieve throttling, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 523 and the fourth throttling element 524 are both closed.

[0196] 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, and is distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536 after passing through the corresponding flow channel and the first on / off valve 533. After flowing out of the integrated module through the corresponding interface 510, it flows into the first heat exchange plate 3 and the second heat exchange plate 4. 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 driving 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 and the second throttling element 522 for throttling and expansion and merges. The merged refrigerant enters the first heat exchanger 6 through the first 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 flows out of the integrated module 5 through the corresponding interface 510 and enters the compressor 1 for cyclic operation.

[0197] like Figure 3 As shown, 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the two first throttling elements 521 and the second throttling element 522 are open, and the third throttling element 523 and the fourth throttling element 524 are both closed.

[0198] At this time, the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant, which enters the external heat exchanger 2 through the fourth shut-off valve 538. After the refrigerant is liquefied by releasing heat in the external heat exchanger 2, it becomes a medium-temperature and high-pressure liquid. The 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 third one-way valve 59 and the second one-way valve 55 and enters the first throttling element 521 and the second throttling element 522 for throttling, respectively. It flows out of the integrated module 5 through the corresponding interface 510 and enters the first heat exchange plate 3 and the second heat exchange plate 4, respectively. 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, and after being throttled by the first electronic expansion valve 535 or the second electronic expansion valve 536, it converges and flows through the second shut-off valve 534, the fourth one-way valve 515 and the gas-liquid separator 16 in sequence. It then flows out of the integrated module 5 through the corresponding interface 510 and finally enters the inlet 1b of the compressor 1 through the connecting pipeline for circulation.

[0199] It is evident that, under battery cooling mode, the multi-cooling plate design can improve the safety and durability of the battery module, accelerate the cooling rate of the battery module, and enable heat exchange under high-power charging.

[0200] like Figure 4As shown, in heating mode, refrigerant flows out of compressor 1 and into vehicle condenser 8. The refrigerant releases heat in vehicle condenser 8, and hot air is blown into the vehicle by the blower to heat the vehicle. The refrigerant coming out of vehicle condenser 8 enters integrated module 5 through corresponding interface 510, and expands through third throttling element 523. It enters first heat exchanger 6 through corresponding flow channel to exchange heat with water side to achieve heat absorption and evaporation (absorbing waste heat from motor and electronic control module, etc.). The refrigerant coming out of first heat exchanger 6 flows out of integrated module 5 through third on / off valve 537 and gas-liquid separator 16 from corresponding interface 510 and flows back to compressor 1 for circulation.

[0201] like Figure 5 As shown, 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the first throttling element 521 and the second throttling element 522 are open, the fourth throttling element 524 is closed, and the third throttling element 523 is open.

[0202] 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 third throttling element 523 for expansion. The other path enters the integrated module 5 through the corresponding interface 510 and is distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536 via the first on / off valve 533, flowing to the first heat exchange plate 3 and the second heat exchange plate 4 respectively to heat the battery and improve battery performance. The refrigerant, after releasing heat from the first heat exchange plate 3 and the second heat exchange plate 4, enters the integrated module 5 through the corresponding interface 510, and converges to the first one-way valve 54 through the first throttling element 521 and the second throttling element 522 respectively. The refrigerant flowing through the first one-way valve 54 and the refrigerant flowing through the third throttling element 523 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, and flows out of the integrated module 5 through the corresponding interface 510, and finally enters the compressor 1 for cyclic operation.

[0203] like Figure 6 As shown, 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the first throttling element 521 and the second throttling element 522 are open, the fourth throttling element 524 is closed, and the third throttling element 523 is open.

[0204] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the external heat exchanger 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid, then enters the integrated module 5 through the corresponding interface 510, and then passes through the third one-way valve 59; the other path enters the internal condenser 8, where the refrigerant releases heat. The internal condenser 8 releases heat, which, 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, and after being throttled and expanded by the third throttling element 523, it enters the first heat exchanger 6 to absorb heat and evaporate. The refrigerant exiting the first heat exchanger 6... The refrigerant from the above-mentioned path, after passing through the third one-way valve 59 and converging, is distributed to the first throttling element 521 and the second throttling element 522 via the second one-way valve 55, so that it flows to the first heat exchange plate 3 and the second heat exchange plate 4 respectively. The low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module and evaporates, thereby cooling down the power battery when the temperature is too high. The refrigerant in the first heat exchange plate 3 and the second heat exchange plate 4 flows back into the integrated module 5 through the corresponding interface 510 and converges to the second on / off valve 534, and flows through the fourth one-way valve 515 and the gas-liquid separator 16, and then flows out of the integrated module 5 through the corresponding interface 510 and finally enters the compressor 1 for cyclic operation.

[0205] like Figure 7 As shown, in cooling mode, the first shut-off valve 533, the third shut-off valve 537, and the second shut-off valve 534 are closed, while the fourth shut-off valve 538 is open. At this time, the compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which enters the external heat exchanger 2. After the refrigerant releases heat and liquefies in the external heat exchanger 2, it becomes a medium-temperature, high-pressure liquid. It then enters the integrated module 5 through the corresponding interface 510, flows through the third one-way valve 59 and the fourth throttling element 524, and then flows out of 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 out of the integrated module 5 through the corresponding interface 510 to return to the compressor 1 for cyclic operation.

[0206] like Figure 8 As shown, in 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the first throttling element 521 and the second throttling element 522 (both the first throttling element 521 and the second throttling element 522 are bidirectional throttling valves, such as bidirectional electronic expansion valves, which have a certain flow regulation function) are open, the fourth throttling element 524 is open, and the third throttling element 523 is closed.

[0207] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the external heat exchanger 2 through the fourth shut-off valve 538, where the refrigerant liquefies after releasing heat in the external heat exchanger 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 third one-way valve 59; the other path enters the integrated module 5 through the corresponding interface 510, and is distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536 through the corresponding flow channel and the first shut-off valve 533, and then flows to the first heat exchange plate 3 and the second heat exchange plate 4 to heat the battery module, improve battery life, improve battery efficiency, improve battery capacity at low temperatures and the overall vehicle range, and effectively shorten charging time. During the electrical cycle, the refrigerant, after releasing heat, enters the integrated module 5 through the corresponding interface 510, then passes through the first throttling element 521 and the second throttling element 522 respectively, and converges to the first one-way valve 54. It then enters the first heat exchanger 6 to absorb heat and evaporate, and then merges with the refrigerant from the previous path to form a gas-liquid mixture. It then enters the fourth throttling element 524 through the corresponding flow channel for throttling and expansion, and 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, causing the temperature of the passenger compartment to drop. The low-temperature and low-pressure gas enters the integrated module 5 through the corresponding interface 510, enters the gas-liquid separator 16 through the corresponding flow channel, and then flows out of the integrated module 5 through the corresponding interface 510 to the compressor 1 for cyclic operation.

[0208] like Figure 9 As shown, 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the first throttling element 521 and the second throttling element 522 are open, the fourth throttling element 54 is open, and the third throttling element 523 is closed.

[0209] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which enters the external heat exchanger 2. The refrigerant liquefies in the external heat exchanger 2, becoming a medium-temperature, high-pressure liquid. Excess liquid is stored in the reservoir 14. The refrigerant enters the integrated module 5 through the corresponding interface 510 and is divided into two paths after passing through the third one-way valve 50: one path passes through the second one-way valve 55 and is distributed to the first throttling element 521 and the second throttling element 522 to flow to the first heat exchange plate 3 and the second heat exchange plate 4 respectively, achieving cooling when the power battery temperature is too high. The refrigerant then re-enters the integrated module 5 through the corresponding interface 510. The refrigerant in the first heat exchange plate 3... The refrigerant flowing through the first electronic expansion valve 535 and the second heat exchange plate 4 flows through the second electronic expansion valve 536, and the two converge to flow together through the second on / off valve 534; another path passes through the fourth throttling element 524 and flows out of the integrated module 5 from 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 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. Then, it flows out of the integrated module 5 through the corresponding interface 510 and flows back to the compressor 1 for cyclic operation.

[0210] like Figure 11 As shown, in 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.

[0211] At this time, the high-temperature, high-pressure gaseous refrigerant discharged from the compressor is divided into two paths. One path enters the external heat exchanger 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid. This liquid then enters the integrated module 5 through the corresponding interface 510, and flows through the check valve and the internal channel of the valve seat 51 into the fourth throttling element 524 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, flowing through the internal channel of the valve seat 51 into the gas-liquid separator 16. The other path... 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 the valve seat 51 into the third throttling element 523 for expansion, and then enters the first heat exchanger 6 through the inner channel of the valve seat 51 to absorb heat and evaporate. At this time, the refrigerant in the first heat exchange path can absorb the waste heat from the motor control module of the coolant in the second heat exchange path. The refrigerant from the first heat exchanger 6 enters the third on / off valve 537 through the flow channel, and then enters the gas-liquid separator 16 through the flow channel. The refrigerant from the gas-liquid separator 16 flows through the corresponding interface 510 to the inlet 1b and enters the compressor 1.

[0212] 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.

[0213] like Figure 11 As shown, 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the first throttling element 521 and the second throttling element 522 are open, the fourth throttling element 524 is closed, and the third throttling element 523 is open.

[0214] 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 heat exchanger 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 third 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 heat the interior. The refrigerant coming out of the internal condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the third throttling element 523 for expansion; the third path enters the integrated module 5 through the corresponding interface 510 and is distributed to the first electronic expansion valve 535 and the second electronic expansion valve 536 through the first on / off valve 533 to flow to the first heat exchange plate 3 and the second heat exchange plate 4 respectively, thereby heating the battery, improving battery life, improving battery efficiency, increasing battery capacity at low temperatures, and increasing the overall vehicle range. The process effectively shortens the charging time. The refrigerant from the first heat exchange plate 3 and the second heat exchange plate 4 flows back into the integrated module 5 through the corresponding interface 510 and flows through the first throttling element 521 and the second throttling element 522 respectively for throttling and expansion before converging at the first one-way valve 54. The refrigerant flowing through the first one-way valve 54 and the refrigerant flowing through the third throttling element 523 then enter the first heat exchanger 6 together for heat absorption and evaporation. The refrigerant coming out of the first heat exchanger 6 then merges with the refrigerant coming out of the third one-way valve 59 and enters the fourth throttling element 524 through the corresponding flow channel for throttling and expansion, and 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 for heat absorption and evaporation, that is, it absorbs 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, flows out of the integrated module 5 through the corresponding interface 510, and then flows into the compressor 1 for cyclic operation.

[0215] like Figure 12 As shown, 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 first electronic expansion valve 535 and the second electronic expansion valve 536 are open to achieve throttling, the first throttling element 521 and the second throttling element 522 are open, the fourth throttling element 524 is closed, and the third throttling element 523 is open.

[0216] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: the first path enters the external heat exchanger 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 third 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 heat the interior. 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 third throttling element 523 for expansion and throttling before entering the first heat exchanger 6. There, it merges with the refrigerant flowing through the third one-way valve 59 and is then divided into two paths: the first path flows through the fourth throttling element 524 for expansion and throttling. After flowing through the expansion valve, the gas flows out of the integrated module 5 via the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture then flows into the vehicle evaporator 7 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The low-temperature, low-pressure gas then flows into the integrated module 5 via the corresponding interface 510 and returns to the compressor 1 through the gas-liquid separator 16. The second path passes through the second one-way valve 55 and is distributed to the first throttling element 521 and the second throttling element 522 to flow to the first heat exchange plate 3 and the second heat exchange plate 4 respectively to absorb heat from the battery module and evaporate, thereby cooling down the power battery when the temperature is too high. The refrigerant from the first heat exchange plate 3 and the second heat exchange plate 4 converges to the second on / off valve 534 and flows out of the integrated module 5 through the fourth one-way valve 515 and the gas-liquid separator 16, and finally enters the compressor 1 for cyclic operation.

[0217] 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.

[0218] 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.

[0219] 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.

[0220] 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.

[0221] 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, a first heat exchange plate (3) and a second heat exchange plate (4), the first heat exchange plate (3) and the second heat exchange plate (4) respectively exchange heat with the battery module, and the integrated module (5) includes: The first flow channel plate (5A) is provided with an exhaust port (51a), a first cold plate port (51d) to a fourth cold plate port (51g). The exhaust port (51a) is used to connect to the outlet (1a) of the compressor (1) outside the first flow channel plate (5A). The first cold plate port (51d) and the second cold plate port (51e) are used to connect to the first heat exchange plate (3). The third cold plate port (51f) and the fourth cold plate port (51g) are used to connect to the second heat exchange plate (4). The first flow channel plate (5A) is provided with multiple refrigerant flow channels, including a first main flow (A), a first branch flow (B) and a second branch flow (C). The first main flow (A) is connected to the exhaust port (51a), the first branch flow (B) is connected to the first cold plate port (51d), and the second branch flow (C) is connected to the third cold plate port (51f). The first main flow (A) is connected to the first branch flow (B) and the second branch flow (C) respectively. A control valve assembly (53) is disposed on the first flow channel plate (5A). The control valve assembly (53) includes a first on / off valve (533), a first electronic expansion valve (535), and a second electronic expansion valve (536). The first on / off valve (533) is connected to the first main circuit (A) to control its on / off state. The first electronic expansion valve (535) is connected to the first branch circuit (B). The second electronic expansion valve (536) is connected to the second branch circuit (C).

2. The integrated module (5) for a vehicle according to claim 1, characterized in that, The first flow channel plate (5A) is also provided with an external heat exchanger interface (51v) for connecting to the external heat exchanger (2) and a return gas interface (51c) for connecting to the inlet (1b) of the compressor (1); The multiple refrigerant channels also include a second main channel (D), which is connected to the return gas interface (51c) and is connected to the first branch channel (B) and the second branch channel (C) respectively. The integrated module (5) further includes a throttle valve assembly (52). The first flow channel plate (5A) is provided with a throttle valve interface (51u) connected to the throttle valve assembly (52). The throttle valve assembly (52) is connected to the second cold plate interface (51e) and the fourth cold plate interface (51g) respectively. The external heat exchanger interface (51v) is connected to the throttle valve assembly (52).

3. The integrated module (5) for a vehicle according to claim 2, characterized in that, The control valve group (53) further includes a second on / off valve (534), which is located on the first flow channel plate (5A) and connected to the second main line (D) to control its on / off state.

4. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first flow channel plate (5A) is provided with a heat exchanger first interface (51o). The control valve group (53) includes a first check valve (54) and a second check valve (55). The first check valve (54) is provided on the first flow channel plate (5A) and is connected to the throttling valve group (52) and the heat exchanger first interface (51o) respectively. The first check valve (54) guides the refrigerant unidirectionally to the heat exchanger first interface (51o). The second one-way valve (55) is disposed on the first flow channel plate (5A). The second one-way valve (55) is connected to the throttle valve assembly (52) and the external heat exchanger interface (51v) respectively to guide the refrigerant unidirectionally to the throttle valve assembly (52).

5. The integrated module (5) for a vehicle according to claim 2, characterized in that, The throttle valve assembly (52) includes a first throttle element (521) and a second throttle element (522). The first throttle element (521) is disposed on the first flow channel plate (5A) and communicates with the second cold plate interface (51e). The second throttle element (522) is disposed on the first flow channel plate (5A) and communicates with the fourth cold plate interface (51g). The first throttle element (521) and the second throttle element (522) are respectively communicated with the external heat exchanger interface (51v).

6. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first flow channel plate (5A) is provided with a first heat exchanger interface (51o) and a second heat exchanger interface (51p). The integrated module (5) further includes a first heat exchanger (6) disposed on the first flow channel plate (5A). The first heat exchanger interface (51o) and the second heat exchanger interface (51p) are connected to the first heat exchange flow channel of the first heat exchanger (6). The first heat exchanger interface (51o) is connected to the throttle valve group (52). The second heat exchanger interface (51p) is connected to the return gas interface (51c) through the first internal flow channel (G) in the first flow channel plate (5A).

7. The integrated module (5) for a vehicle according to claim 6, characterized in that, The first flow channel plate (5A) is also provided with an in-vehicle condenser outlet interface (51z), and the integrated module (5) further includes a third throttling element (523), which is located on the first flow channel plate (5A) and is connected to the in-vehicle condenser outlet interface (51z) and the heat exchanger first interface (51o) respectively.

8. The integrated module (5) for a vehicle according to claim 6, characterized in that, The control valve assembly (53) includes a third on / off valve (537), which is located on the first flow channel plate (5A) and connected to the first internal flow channel (G) to control its on / off state.

9. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first flow channel plate (5A) is also 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 in-vehicle evaporator (7) located outside the first flow channel plate (5A). The first flow channel plate (5A) is provided with an outlet flow channel (E) connecting the evaporator outlet interface (51y) and the return gas interface (51c). The first flow channel plate (5A) is provided with an inlet flow channel (F) connecting the evaporator inlet interface (51x) and the external heat exchanger interface (51v). The integrated module (5) further includes a fourth throttling element (524), which is disposed on the first flow channel plate (5A) and connected to the inlet flow channel (F).

10. The integrated module for a vehicle according to any one of claims 1-9, characterized in that, The first flow channel plate (5A) includes: The first plate (511) is provided with a plurality of grooves (511a); A second plate (512) is fixed to the first plate (511) to close the plurality of grooves (511a). The plurality of grooves (511) and the second plate (51a) define an external refrigerant channel for circulating refrigerant, the external refrigerant channel including 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 part 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: There are multiple internal flow channels (511c), and at least a portion of the internal flow 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 flow channel plate (5B), which 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 a motor control module heat sink (101) located outside the second flow channel plate (5B), and the second water-side interface (51l) is adapted to be connected to a first heat sink (10) located outside the second flow channel plate (5B). The integrated module (5) further includes a first switching valve (11), which is disposed on the second flow channel plate (5B) and communicates with multiple internal water channels in the second flow channel plate (5B). The first switching valve (11) is activated to allow the coolant discharged from the first switching valve (11) to flow 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 flow channel plate (5B) is also provided with a third heat exchanger port (51q) and a fourth heat exchanger port (51r), the third heat exchanger port (51q) and the fourth heat exchanger port (51r) being connected to the second heat exchange flow channel outside the second flow channel plate (5B), respectively. The first switching valve (11) is connected to the third port (51q) and the fourth port (51r) of the heat exchanger 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 second heat exchange channel.

19. The integrated module (5) for a vehicle according to claim 18, characterized in that, The second flow channel plate (5B) is provided with a switching valve interface (51j), and the first switching valve (11) is fixed to the second flow channel plate (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 flow channel plate (5B) is provided with a water tank interface (51s), and the integrated module (5) also includes a water replenishment tank (12), which is located on the second flow channel plate (5B) and connected to the water tank interface (51s) 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 flow channel plate (5B) is also provided with a water pump interface (51t), and the integrated module (5) also includes a water pump (13), which is located on the second flow channel plate (5B) and connected to the water pump interface (51t) to drive the liquid flow in the internal water channel.

22. The integrated module (5) for a vehicle according to claim 17, characterized in that, The first flow channel plate (5A) and the second flow channel plate (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, a first heat exchange plate (3) and a second heat exchange plate (4), the first heat exchange plate (3) and the second heat exchange plate (4) are disposed on the battery module to exchange heat with the battery module, and the power supply module is disposed on the vehicle body; An integrated module (5) is an integrated module (5) according to any one of claims 1-22, wherein the first flow channel plate (5A) is fixed to the vehicle body, the first cold plate interface (51d) and the second cold plate interface (51e) are used to connect with the first heat exchange plate (3), and the third cold plate interface (51f) and the fourth cold plate interface (51g) are used to connect with the second heat exchange plate (4).

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