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 valve seat and a control valve group, the first valve seat being provided with an exhaust interface, a first cold plate interface to a fourth cold plate interface, a plurality of refrigerant flow channels being arranged in the first valve seat, the plurality of refrigerant flow channels comprising a first main path, a first branch path and a second branch path, the first main path being connected with the exhaust interface, the first branch path being connected with the first cold plate interface, the second branch path being connected with the third cold plate interface, and the first main path being connected with the first branch path and the second branch path respectively; the control valve group comprising a first electric control valve, the first electric control valve being arranged in the first valve seat and connected with the first main path to control the on-off of the first main path and adjust the pressure of the first main path. According to the integrated module for the vehicle, the circulation service life of the battery module is ensured, the structure is simple, the integrated degree is certain, and the installation is facilitated.

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 functionality, these systems have many components and are complicated to install. 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 also possessing a simple structure, a certain degree of integration, and simplifying 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, the first heat exchange plate and the second heat exchange plate exchanging heat with the battery module respectively. The integrated module includes: a first valve seat, the first valve seat 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 valve seat, the first cold plate port and the second cold plate port being connected to the first heat exchange plate, and the third cold plate port and the fourth cold plate port being connected to the second heat exchange plate; the first valve seat having a plurality of refrigerant channels, the plurality of refrigerant channels having a first main channel, a first branch channel and a second branch channel, the first main channel being connected to the exhaust port, the first branch channel being connected to the first cold plate port, the second branch channel being connected to the third cold plate port, and the first main channel being connected to both the first branch channel and the second branch channel; and a control valve group, the control valve group being disposed on the first valve seat, the control valve group including a first electrically controlled valve, the first electrically controlled valve being connected to the first main channel to control its on / off state and regulate its pressure.

[0007] According to an embodiment of the present invention, an integrated module for a vehicle is provided with a first main road to a second branch road and a control valve group. When the integrated module is used in a vehicle, the vehicle has a battery heating mode, allowing at least one of the first and second heat exchange plates 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 valve seat, the integrated module achieves a certain degree of integration, facilitating its installation in the vehicle, saving interior space, reducing the use of valve control components in the vehicle, simplifying system piping connections, and facilitating platform-based deployment.

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

[0009] In some embodiments, the control valve assembly further includes a second electrically controlled valve, which is disposed on the first valve seat and connected to the second main line.

[0010] In some embodiments, the first valve seat is provided with a first heat exchanger interface, and the control valve group includes a first check valve and a second check valve. The first check valve is disposed on the first valve seat and is connected to the throttling valve group and the first heat exchanger interface respectively. The first check valve directs the refrigerant unidirectionally to the first heat exchanger interface. The second check valve is disposed on the first valve seat and is connected to the throttling valve group and the external condenser outlet 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 valve seat and communicates with the second cold plate interface. The second throttle element is disposed on the first valve seat and communicates with the fourth cold plate interface. The first throttle element and the second throttle element are respectively communicated with the outlet interface of the vehicle external condenser.

[0012] In some embodiments, the first valve seat 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 valve seat. The first heat exchanger interface and the second heat exchanger interface are connected to a 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 within the first valve seat.

[0013] In some embodiments, the first valve seat 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 valve seat 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 valve seat and connected to the first internal flow channel to control its on / off state.

[0015] In some embodiments, the first valve seat is further provided with an evaporator inlet interface and an evaporator outlet interface, the evaporator inlet interface and the evaporator outlet interface being respectively connected to both ends of the evaporator located outside the first valve seat, the first valve seat being provided with an outlet flow channel connecting the evaporator outlet interface and the return gas interface, and the first valve seat being provided with an inlet flow channel connecting the evaporator inlet interface and the external condenser outlet interface; the integrated module further includes a fourth throttling element, the fourth throttling element being disposed on the first valve seat and connected to the inlet flow channel.

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

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

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

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

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

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

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

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

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

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

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

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

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

[0029] A thermal management system 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 valve seat 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 valve seat shown;

[0051] Figures 18-19 yes Figure 17 A schematic diagram of the first plate shown;

[0052] Figure 20 It is along Figure 19 Sectional view of line AA in the middle;

[0053] Figure 21 It is along Figure 19 Sectional view of the middle BB line;

[0054] Figure 22 It is along Figure 19 A cross-sectional view of the CC line;

[0055] Figure 23 yes Figure 13 The integrated module shown corresponds to the schematic diagram on the coolant side;

[0056] Figure 24 yes Figure 23 A schematic diagram of the second valve seat shown;

[0057] Figure 25 yes Figure 24 Another schematic diagram of the second valve seat shown;

[0058] Figures 26-27 yes Figure 23 A schematic diagram of the third plate shown;

[0059] Figures 28-29 yes Figure 23 A schematic diagram of the fourth plate shown;

[0060] Figure 30 yes Figure 13 A schematic diagram of the fasteners for the integrated module shown;

[0061] Figures 31-33 This is a schematic diagram of an integrated module according to another embodiment of the present invention.

[0062] Figure label:

[0063] Thermal management system 100, motor and electronic control module heat sink 101,

[0064] Compressor 1, Outlet 1a, Inlet 1b

[0065] 2. External condenser; 3. First heat exchange plate; 4. Second heat exchange plate.

[0066] Integrated module 5, connecting cable 50,

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

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

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

[0070] Exhaust port 51a, return 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 condenser outlet port 51v, expansion valve port 51w, evaporator inlet port 51x, evaporator outlet port 51y, internal condenser outlet port 51z

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

[0072] First main road A, first branch road B, second branch road C, second main road D, exit channel E, inlet channel F, first internal channel G.

[0073] Throttling valve assembly 52, first throttling element 521, second throttling element 522, third throttling element 523, fourth throttling element 524.

[0074] Control valve assembly 53, first solenoid valve 531, second solenoid valve 532, 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 511

[0076] 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.

[0077] Gas-liquid separator 16, refrigerant inlet 16a, refrigerant outlet 16b, separator connector 161, screw 162. Detailed Implementation

[0078] 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.

[0079] 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.

[0080] 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.

[0081] 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.

[0082] like Figure 1 As shown, the integrated module 5 includes a first valve seat 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 valve seat 5A is provided with multiple refrigerant channels, including a first main channel A, a first branch channel B, and a second branch channel C.

[0083] The first main path A is connected to the exhaust port 51a, which is used to connect to the outlet 1a of the compressor 1 outside the first valve seat 5A. Therefore, the first main path A is suitable for communication 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 path A through the exhaust port 51a. The first branch path 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 path B is suitable for communication 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 path 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.

[0084] The first main road A is connected to the first branch road B and the second branch road C respectively, so the medium in the first main road A can be distributed to the first branch road B and the second branch road C.

[0085] like Figure 1 As shown, the integrated module 5 also includes a control valve group 53, which is located on the first valve seat 5A. The control valve group 53 includes a first solenoid valve 531, which is connected to the first main line A to control its on / off state and regulate its pressure. It can be seen that the first solenoid valve 531 has on / off and pressure regulation functions.

[0086] It is understandable that the first valve seat 5A is provided with an expansion valve interface 51w, and the first solenoid valve 531 is connected to the corresponding expansion valve interface 51w.

[0087] 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.

[0088] In battery heating mode, such as Figure 2As shown, the first electronically controlled valve 531 is opened, and 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.

[0089] Of course, if it is necessary to set the battery heating mode, when one of the first heat exchange plate 3 and the second heat exchange plate 4 is used for battery module heating, on / off valves can be installed on the first branch B and / or the second branch C.

[0090] Understandably, in battery heating mode, the first electronically controlled valve 531 is used to open the corresponding flow channel; of course, the first electronically controlled valve 531 can also regulate the refrigerant pressure flowing to the first heat exchange plate 3 and the second heat exchange plate 4. By setting the first electronically controlled valve 531 in the main circuit and regulating the refrigerant pressure in the main circuit, the refrigerant pressure flowing to the first heat exchange plate 3 and the second heat exchange plate 4 can be regulated simultaneously, reducing the use of valves, lowering costs, reducing flow resistance, and improving system efficiency.

[0091] For example, in Figure 1 and Figure 2 In the example, the integrated module 5 also includes a first heat exchanger 6, which is located on the first valve seat 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.

[0092] Of course, the first heat exchanger 6 may not be located in the first valve seat 5A, but may be located outside the first valve seat 5A; in addition, in the battery heating mode, the heat exchange component that forms the refrigerant circulation path with the compressor 1, the 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.

[0093] 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.

[0094] According to an embodiment of the present invention, the integrated module 5 for a vehicle, by setting a first main road A to a second branch road 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 valve seat 5A, the integrated module 5 achieves 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, facilitating platform-based layout, reducing flow resistance, and improving the efficiency of the thermal management system.

[0095] 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.

[0096] 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.

[0097] In some embodiments, the control valve assembly 53 is mounted on the first valve seat 5A in a direction perpendicular to the first valve seat 5A. This facilitates quick installation of the control valve assembly 53, ensures accurate connection of the connecting wire 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 mounted on the same side of the first valve seat 5A, further improving the ease and efficiency of installation and simplifying the processing of the first valve seat 5A.

[0098] 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.

[0099] Of course, in other examples of this application, the first throttle valve can also be a single valve, and in battery heating mode, the first heat exchange plate 3 and the second heat exchange plate 4 share a single first throttle valve.

[0100] In some embodiments of the present invention, such as Figure 1 , Figure 16 As shown, the first valve seat 5A is also provided with an external condenser outlet interface 51v for connecting to the external condenser 2 and a return gas interface 51c for connecting to the inlet 1b of the compressor 1. The multiple refrigerant flow channels also include a second main channel D. The second main channel D is connected to the return gas interface 51c. The second main channel D is suitable for connecting to the inlet 1b of the compressor 1. The refrigerant in the second main channel D can flow to the compressor 1 through the return gas interface 51c. Moreover, the second main channel D is connected to the first branch channel B and the second branch channel C respectively. The refrigerant in the first branch channel B and the second branch channel C can converge into the second main channel D.

[0101] like Figure 1 , Figure 16 As shown, the integrated module 5 also includes a throttle valve assembly 52. ​​The first valve seat 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 throttle valve assembly 52 can throttle and reduce the pressure of the refrigerant flowing through it. The external condenser outlet interface 51v is connected to the throttle valve assembly 52.

[0102] 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 condenser 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 condenser outlet 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 path 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 condenser 2, the throttling valve group 52, the first heat exchange plate 3, and the second heat exchange plate 4 form a refrigerant circulation path.

[0103] 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.

[0104] Optionally, the throttle valve assembly 52 is fixed to the first valve seat 5A (e.g., the throttle valve assembly 52 is threaded to the first valve seat 5A) in order to improve the integration level of the integrated module 5.

[0105] In some embodiments, such as Figure 1 As shown, the vehicle also includes a liquid reservoir 14, which is connected between the external condenser 2 and the external condenser outlet interface 51V, so that the thermal management system 100 can adapt and adjust according to the different required refrigerant circulation amounts in different modes (such as battery cooling mode and battery heating mode) to ensure the performance of the thermal management system 100.

[0106] In some embodiments, such as Figure 1 As shown, the first valve seat 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 valve seat 5A (for example, the gas-liquid separator 16 is fixed to the first valve seat 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 internal flow channel of the first valve seat 5A. At the same time, it improves the integration level of the integrated module 5 and helps to save interior space.

[0107] 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 valve seat 5A. The separator connector 161 can be fixed (e.g., welded) to the first valve seat 5A, or it can be disconnected from the first valve seat 5A.

[0108] 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.

[0109] In some embodiments, such as Figure 16 As shown, the throttle valve assembly 52 is installed on the first valve seat 5A in a direction perpendicular to the first valve seat 5A. This facilitates the quick installation of the throttle valve assembly 52 control valve, 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 valve seat 5A, further improving the ease and efficiency of installation.

[0110] 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 valve seat 5A, which further improves the assembly efficiency of the integrated module 5.

[0111] In some embodiments of the present invention, such as Figure 1 and Figure 16 As shown, the control valve group 53 also includes a second solenoid valve 532. The second solenoid valve 532 is located on the first valve seat 5A and is connected to the second main line D to control its on / off state and regulate its pressure. It can be seen that the second solenoid valve 532 has on / off and pressure regulation functions.

[0112] Understandably, the first valve seat 5A is also provided with an expansion valve interface 51w corresponding to the second solenoid valve 532.

[0113] Therefore, when integrated module 5 is used in a vehicle, it enables the vehicle to have a battery cooling mode to reduce the temperature of the battery module, so that the battery module can have a suitable operating temperature, ensuring stable and reliable operation of the battery module and improving the cycle life of the battery module.

[0114] In battery cooling mode, such as Figure 2As shown, 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, so that the refrigerant absorbs the heat of the battery module and evaporates, reducing the temperature of the battery module. Then, the refrigerant after exchanging heat with the battery module flows back to the integrated module 5 and flows through the second main path D to the return gas interface 51c, and then flows back to the compressor 1 to enter the next cycle.

[0115] In some embodiments of the present invention, such as Figure 1 and Figure 16 As shown, the first valve seat 5A is provided with a heat exchanger first interface 51o. The control valve group 53 includes a first check valve 54, which is located on the first valve seat 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. Thus, the refrigerant in the throttling valve group 52 can flow to the heat exchanger first interface 51o through the first check valve 54, and the heat exchanger first interface 51o... The refrigerant in the first one-way valve 54 cannot flow 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 valve seat 5A. The second one-way valve 55 is connected to both the throttle valve assembly 52 and the external condenser outlet port 51v, so as to guide the refrigerant unidirectionally to the throttle valve assembly 52. ​​Thus, the refrigerant at the external condenser outlet port 51v can flow to the throttle valve assembly 52 through the second one-way valve 55, while the refrigerant in the throttle valve assembly 52 cannot flow to the external condenser outlet port 51v through the second one-way valve 55. This facilitates the control valve assembly 53 to further control the flow path of the refrigerant in the integrated module 5 and further improves the integration level of the integrated module 5.

[0116] It is understandable that the first valve seat 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 valve seat 5A is connected to the first one-way valve 54 and the second one-way valve 55 respectively.

[0117] 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 condenser 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 has 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.

[0118] 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.

[0119] In some embodiments of the present invention, such as Figure 1 and Figure 16 As shown, the control valve assembly 53 also includes a third check valve 59, which is located on the first valve seat 5A. The third check valve 59 is connected to the external condenser outlet port 51v so that the refrigerant discharged from the external condenser outlet port 51v flows unidirectionally into the first valve seat 5A. This facilitates further control of the refrigerant flow path in the integrated module 5 by the control valve assembly 53, and further enhances the integration level of the integrated module 5.

[0120] Understandably, the first valve seat 5A has an interface for connection with the third check valve 59.

[0121] 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 valve seat 5A and is connected to the second cold plate interface 51e. The second throttle element 522 is disposed on the first valve seat 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 condenser outlet interface 51v. Therefore, in the battery cooling mode, the refrigerant in the first heat exchange plate 3 can flow to the external condenser outlet port 51v through the first throttling element 521, and / or the refrigerant in the second heat exchange plate 4 can flow to the external condenser outlet port 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.

[0122] In some embodiments of the present invention, such as Figure 1 and Figure 16As shown, the first valve seat 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 valve seat 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 valve seat 5A. This further improves the integration level of the integrated module 5 and is conducive to the design of the whole vehicle platform.

[0123] Optionally, the first heat exchange channel can be installed at the first port 51o and the second port 51p of the heat exchanger in a direction perpendicular to the first valve seat 5A.

[0124] 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 valve seat 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 outlet of 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.

[0125] 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.

[0126] In some embodiments of the present invention, such as Figure 1As shown, the first valve seat 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 located on the first valve seat 5A and is connected to the in-vehicle condenser outlet interface 51z and the first interface 51o of the heat exchanger, respectively.

[0127] Therefore, in heating mode, the refrigerant discharged by compressor 1 releases heat through vehicle condenser 8. After releasing heat, the refrigerant flows through the outlet of 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.

[0128] 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.

[0129] 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 road 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.

[0130] 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 condenser 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 path 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 path D.

[0131] 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 valve seat 5A and connected to the first internal flow channel G to control its on / off state, so as to realize the switching of the vehicle between multiple modes (e.g., between battery cooling + heating mode and battery cooling mode, between battery heating + heating mode and battery heating mode), while further improving the integration level of the integrated module 5.

[0132] In some embodiments of the present invention, such as Figure 1 As shown, the first valve seat 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 valve seat 5A. The first valve seat 5A is provided with an outlet flow channel E connecting the evaporator outlet interface 51y and the return gas interface 51c. The first valve seat 5A is provided with an inlet flow channel F connecting the evaporator inlet interface 51x and the vehicle condenser outlet interface 51v. The integrated module 5 also includes a fourth throttling element 524. The fourth throttling element 524 is provided on the first valve seat 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.

[0133] 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 condenser 2 and then through the external condenser outlet port 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 port 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 port 51y and then through the outlet channel E to the return gas port 51c to be discharged back to the compressor 1.

[0134] 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 then through the first main path A to at least one of the first heat exchange plate 3 and the second heat exchange plate 4. After flowing to the throttle valve assembly 52 and the first heat exchanger 6, it can flow back to the integrated module 5 to be discharged to the inlet 1b (for example, 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 condenser 2 and through the fourth throttle element 524 to the internal evaporator 7 before flowing back to the integrated module 5 to be discharged to the inlet.

[0135] 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 100100 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 through the external condenser 2 to the integrated module 5, 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.

[0136] In some embodiments of the present invention, such as Figure 1 As shown, the first valve seat 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 located on the first valve seat 5A and is connected to the in-vehicle condenser outlet interface 51z and the first interface 51o of the heat exchanger, respectively.

[0137] Therefore, the integrated module 5, when used in a vehicle, enables the vehicle to have a 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 outlet of 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 exchange channel, it flows back to the compressor 1 through the second interface 51p of the heat exchanger and the first internal channel G.

[0138] For example, in Figure 1 In the example, the throttle valve assembly 52 includes a first throttle element 521 and a second throttle element 522, and the integrated module 5 includes 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.

[0139] 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 road 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.

[0140] 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 6 As shown, a portion of the refrigerant discharged from the compressor 1 flows through the external condenser 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 path 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 path D.

[0141] In some embodiments of the present invention, such as Figure 1As shown, the control valve group 53 includes a third on / off valve 537, which is located on the first valve seat 5A and connected to the first internal flow channel G to control its on / off state, 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.

[0142] In some embodiments of the present invention, such as Figure 1 As shown, the first valve seat 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 valve seat 5A. The first valve seat 5A is provided with an outlet flow channel E connecting the evaporator outlet interface 51y and the return gas interface 51c. The first valve seat 5A is provided with an inlet flow channel F connecting the evaporator inlet interface 51x and the vehicle condenser outlet interface 51v. The integrated module 5 also includes a fourth throttling element 524. The fourth throttling element 524 is provided on the first valve seat 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.

[0143] 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 condenser 2 and then through the external condenser outlet port 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 port 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 port 51y and then through the outlet channel E to the return gas port 51c to be discharged back to the compressor 1.

[0144] 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 8As shown, a portion of the refrigerant discharged from the compressor 1 flows to the integrated module 5 and then through the first main path A to at least one of the first heat exchange plate 3 and the second heat exchange plate 4. After flowing to the throttle valve assembly 52 and the first heat exchanger 6, it can flow back to the integrated module 5 to be discharged to the inlet 1b (for example, 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 condenser 2 and through the fourth throttle element 524 to the internal evaporator 7 before flowing back to the integrated module 5 to be discharged to the inlet.

[0145] 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 100100 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 through the external condenser 2 to the integrated module 5, 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.

[0146] In some embodiments of the present invention, such as Figures 16-22 As shown, the first valve seat 5A includes a first plate 511 and a second plate 512. The first plate 511 has multiple grooves 511a, which are open on the side facing the second plate 512. The second plate 512 is fixed to the first plate 511 to close the multiple grooves 511a. The multiple grooves 511a and the second plate 512 define an external refrigerant channel for refrigerant flow, that is, the first plate 511 and the second plate 512 together define an external refrigerant channel. The external refrigerant channel includes a portion of the multiple refrigerant channels, that is, at least a portion of the first main channel A, the first branch channel B, and the second branch channel C can be defined by the first plate 511 and the second plate 512. Therefore, the external refrigerant flow channel is easy to process, and it is convenient to arrange multiple external refrigerant flow channels in a reasonable layout by arranging the relative positions of multiple grooves 511a. For example, it is convenient to arrange the external refrigerant flow channel into multiple temperature zones by using the refrigerant temperature in the external refrigerant flow channel. The corresponding part of the external refrigerant flow channel can be positioned in the corresponding temperature zone to reduce the heat transfer from the high temperature zone to the low temperature zone.

[0147] It is understandable that when a portion of the first main channel A, the first branch channel B, and the second branch channel C are external refrigerant channels, the positions of the aforementioned portions of the first main channel A, the first branch channel B, and the second branch channel C in the corresponding sub-channels can be specifically set according to actual needs.

[0148] Optionally, the first plate 511 and the second plate 512 are welded together to ensure that the first valve seat 5A has excellent airtightness and burst resistance.

[0149] In some embodiments of the present invention, such as Figure 20 and Figure 21 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 path A, the first branch path B, and the second branch path C, which are jointly defined by the first plate 511 and the second plate 512. Another portion of the first main path A, the first branch path B, and the second branch path 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 511 with a portion of the external refrigerant flow. The channels 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, further achieving a compact arrangement of the integrated modules, and saving the space occupied by the first valve seat 5A.

[0150] It is understandable that the portion of the internal flow channel 511c from the first main road A to the second branch road C can be specifically set in the position of the corresponding sub-flow channel according to actual needs.

[0151] In some embodiments, such as Figure 20 and Figure 21 As 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.

[0152] Optionally, both the first solenoid valve 531 and the second solenoid valve 532 have large-diameter valve bodies (16mm in diameter), and the cross-sections of the internal flow channels 511c corresponding to the first solenoid valve 531 and the second solenoid valve 532 are rectangular. For example, Figure 20 The upper side of the two internal flow channels 511c, and Figure 21 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.

[0153] In some embodiments, such as Figure 16 , Figure 17 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 solenoid valve 531, the second solenoid valve 532, 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.

[0154] Optionally, a water-cutting process is applied to the flow channels on the first valve seat 5A, using the principle of air insulation to separate the refrigerant flow in the system, thereby better realizing the functional mode of air conditioning.

[0155] 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.

[0156] Optionally, in Figure 16 and Figure 17 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] It is understandable that the wall thicknesses of multiple valve chambers may be equal or unequal.

[0161] 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 valve chamber, R2 is the inner diameter of the other valve chamber, and a ranges from 8mm to 15mm. This provides sufficient installation space for adjacent control valves to accommodate more complex control valve structures, ensuring smooth installation of each control valve and preventing interference between adjacent control valves. For example, a can be 8mm, 11mm, 13mm, or 15mm, etc.

[0162] In some embodiments, such as Figure 16 As 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.

[0163] For example, the first plate 511 has multiple sidewalls, including first sidewalls arranged opposite each other in the vertical direction and second sidewalls arranged opposite each other in the horizontal direction. Each first sidewall is arranged adjacent to each second sidewall. At least one first sidewall and at least one second sidewall are respectively provided with mounting positions 511d. When the fixing point or fixing surface of the integrated module 5 is at the upper or lower end of the vehicle, the mounting position 511d on the first sidewall can be used to connect with the vehicle body. When the fixing point or fixing surface of the integrated module 5 is at the left or right end of the vehicle, the mounting position 511d on the second sidewall can be used to connect with the vehicle body.

[0164] 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.

[0165] In some embodiments of the present invention, such as Figure 1 , Figure 16 , Figures 24-29 As shown, the integrated module 5 also includes a second valve seat 5B. The second valve seat 5B is provided with a first water-side interface 51k and a second water-side interface 51l. The first water-side interface 51k is adapted to be connected to the motor control module radiator 101 located outside the second valve seat 5B. The second water-side interface 51l is adapted to be connected to the first radiator 10 located outside the second valve seat 5B. Then, the coolant in the second valve seat 5B can flow to the motor control module radiator 101 through the first water-side interface 51k, or the coolant in the motor control module radiator 101 can flow to the second valve seat 5B through the first water-side interface 51k. The coolant in the second valve seat 5B can flow to the first radiator 10 through the second water-side interface 51l, or the coolant in the first radiator 10 can flow to the second valve seat 5B through the second water-side interface 51l.

[0166] The integrated module 5 also includes a first switching valve 11, which is disposed on the second valve seat 5B and communicates with multiple internal water channels within the second valve seat 5B. The first switching valve 11 is activated to allow the coolant discharged from it to flow to the first water-side interface 51k and / or the second water-side interface 51l. This facilitates control of the coolant flow path by controlling the first switching valve 11, thereby controlling the coolant supply to the motor control module radiator 101 and further enhancing the integration level of the integrated module 5.

[0167] 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.

[0168] In some embodiments of the present invention, such as Figure 1 , Figure 16 , Figure 29As shown, the second valve seat 5B is also provided with a third heat exchanger port 51q and a fourth heat exchanger port 51r, which are respectively connected to a second heat exchange channel outside the second valve seat 5B. The first switching valve 11 is connected to the third heat exchanger port 51q and the fourth heat exchanger port 51r respectively. 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 channel. It can be seen that the first switching valve 11 can be used to control whether the second heat exchange 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.

[0169] 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℃.

[0170] 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 via the second water-side interface 51l, the second switching port is connected to the motor control module radiator 101 via the first water-side interface 51k, the third switching port is connected to the third interface 51q of the heat exchanger, and 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. The first switching valve 11 can be a four-way valve.

[0171] 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.

[0172] 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 the first valve seat 5A, and the second heat exchange channel is connected to the second valve seat 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.

[0173] In some embodiments of the present invention, such as Figure 1 , Figure 16 As shown, the second valve seat 5B is provided with a switching valve interface 51j, and the first switching valve 11 is fixed to the second valve seat 5B and connected to the switching valve interface 51j. This facilitates the arrangement of the first switching valve 11 and enables communication between the first switching valve 11 and the internal flow channel of the second valve seat 5B. Components connected to the first switching valve 11 can be connected to the second valve seat 5B to achieve connection with the first switching valve 11. Simultaneously, it improves the integration level of the integrated module 5, which helps save interior space and allows for platform-based layout.

[0174] Optionally, the number of switching valve interfaces 51j can be equal to the number of switching ports of the first switching valve 11.

[0175] In some embodiments of the present invention, such as Figure 1 As shown, the second valve seat 5B is equipped with a water tank interface 51s. The integrated module 5 also includes a water replenishment tank 12, which is located on the second valve seat 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, ensuring the cooling effect of the coolant circuit 9 on the motor control module radiator 101 and facilitating low-coolant protection. Of course, the coolant in the coolant circuit 9 is not limited to water.

[0176] Understandably, the position of the water tank 12 on the coolant circuit 9 can be set according to actual needs.

[0177] Optionally, the second valve seat 5B includes a third plate 513 and a fourth plate 514, with multiple flow channels P formed between the third plate 513 and the fourth plate 514, which form part of the coolant circuit 9; the third plate 513 and the fourth plate 514 are injection molded parts.

[0178] In some embodiments, such as Figure 1 As shown, the second valve seat 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 valve seat 5B and connected to the water pump interface 51t to drive the liquid flow in the internal water channel so that the coolant can carry away the heat of the motor control module radiator 101 in time and improve the heat dissipation effect.

[0179] In some embodiments of the present invention, such as Figure 13 and Figure 16 As shown, the second valve seat 5B is fixedly connected to the first valve seat 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 has a flexible arrangement method, reducing vehicle weight, cost, and energy consumption, saving vehicle layout space, and can be used for 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 reasonable and more conducive to the platform-based design of the vehicle.

[0180] For example, the first valve seat 5A and the second valve seat 5B are arranged sequentially along the thickness direction of the first valve seat 5A. The components corresponding to the coolant circuit 9 (such as the first switching valve 11, water tank 12 and water pump 13) are located on the side of the second valve seat 5B away from the first valve seat 5A. The components corresponding to the refrigerant circuit (such as the control valve group 52 and the throttle valve group 53) are located on the side of the first valve seat 5A away from the second valve seat 5B. The refrigerant side interface and the water side interface face to both sides respectively. The refrigerant pipeline and the coolant pipeline do not interfere with each other, which facilitates the assembly of the integrated module 5 and the layout of the vehicle pipeline. Due to the optimized space layout of the front compartment, the layout of the vehicle is more reasonable and beautiful. At the same time, it is convenient to realize the centralized arrangement of the wiring harness of each valve body on the first valve seat 5A and the wiring harness of the components on the second valve seat 5B, and improve the neat routing of the connecting line 50 of the integrated module 5. For example, the first valve seat 5A includes a first plate 511 and a second plate 512, and the second valve seat 5B is fixed to the side of the second plate 512 opposite to the first plate 511.

[0181] Of course, in other embodiments of this application, the plane where the first valve seat 5A is located is parallel or coincident with the plane where the second valve seat 5B is located. The integrated module 5 is located on the first side and the second side on both sides of the thickness direction of the first valve seat 5A, respectively. The components corresponding to the refrigerant circuit (e.g., control valve group 52, throttle valve group 53) and the components corresponding to the coolant circuit 9 (e.g., first switching valve 11, water tank 12 and water pump 13) are all located on the first side or the second side. Then the refrigerant side interface and the water side interface are located on the same side of the integrated module 5, which can also facilitate the overall vehicle layout, simplify the overall vehicle layout direction, and optimize the front compartment layout.

[0182] In some embodiments, such as Figure 30 As shown, the integrated module 5 also includes a fixing member 516, which is sleeved onto the electronic expansion valve (e.g., the first solenoid valve 531, the second solenoid valve 532). The fixing member 516 engages with the first valve seat 5A to stably install the electronic expansion valve on the first valve seat 5A, thereby preventing the electronic expansion valve from falling off the first valve seat 5A.

[0183] For example, the fixing member 516 includes an elastic member 5161 and an elastic hook 5162. The elastic member 5161 abuts against the upper end face of the first flow channel plate 5A, and the elastic hook 5162 engages with the slot provided on the side wall of the first valve seat 5A to realize the snap-fit ​​cooperation between the fixing member 516 and the first valve seat 5A, thereby making the electronic expansion valve conveniently and stably fixed on the first valve seat 5A through the fixing member 516.

[0184] In some examples, the elastic element 5161 is defined by a bend in a portion of the fastener 516. This arrangement helps to reduce the complexity of the components on the fastener 516, thereby enhancing the overall strength of the fastener 516 and preventing the fastener 516 from being damaged by forces when the electronic expansion is installed onto the first valve seat 5A.

[0185] like Figure 30 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 valve seat 5A.

[0186] When installing the electronic expansion valve onto the first valve seat 5A, the electronic expansion valve should be operated to gradually approach the first valve seat 5A along its thickness direction. At this time, the two elastic elements 5161 abut against the upper end face of the first valve seat 5A to provide a preload between the electronic expansion valve and the first valve seat 5A, preventing the electronic expansion valve on the first valve seat 5A from wobbling in the vertical direction. Simultaneously, the free end of the elastic hook 5162 contacts the side wall of the first valve seat 5A and deforms away from the first valve seat 5A under the action of the first valve seat 5A. When the electronic expansion valve is installed in place, the free end of the elastic hook 5162 returns to its original shape to engage with the groove on the side wall of the first valve seat 5A.

[0187] The elastic hook 5162 has a hook on its free end. When the elastic hook 5162 returns to its original shape, the hook engages with the side wall of the first valve seat 5A to fix the fixing member 516 on the first valve seat 5A.

[0188] When it is necessary to remove the electronic expansion valve from the first valve seat 5A, press the electronic expansion valve in the direction close to the first valve seat 5A to disengage the hook at the free end of the elastic hook 5162 from the groove of the first valve seat 5A. Then, deform the free end of the elastic hook 332 away from the valve seat 10 to disengage the elastic hook 332 from the first valve seat 5A. Finally, move the electronic expansion valve away from the first valve seat 5A to disengage the elastic element 5161 from the side wall of the first valve seat 5A, thereby removing the electronic expansion valve from the first valve seat 5A. It can be seen that the fixing element 516 uses three-point fixing to ensure the stability of the electronic expansion valve coil, enabling automated installation of the electronic expansion valve.

[0189] 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 to integrate the control components in the system through a simple assembly method, realize the energy mode conversion operation of the vehicle system, and facilitate the meeting of the high-power charging needs of the vehicle (the charging power in related technologies is 20KW-30KW, while this application can be used in scenarios with a charging power of 200KW, so the amount of electricity charged in about 1 hour in related technologies is equal to the amount of electricity charged in 15 minutes in this application), thus safeguarding 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, improve the flexibility of the layout of the integrated module 5, reduce the weight of the entire vehicle, reduce costs and energy consumption, and save the layout space of the entire vehicle.

[0190] 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.

[0191] 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 valve seat 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.

[0192] 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.

[0193] 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.

[0194] 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.

[0195] 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.

[0196] The following is for reference. Figures 1-12 A 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.

[0197] like Figure 1 As shown, the thermal management system 100 includes a compressor 1, an external condenser 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.

[0198] The integrated module 5 includes a first valve seat 5A, a second valve seat 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 line 50, and a first switching valve 11, a water supply tank 12, and a water pump 13, all mounted on the second valve seat 5B. The sealing ring 58 is used to seal the gap between the first heat exchanger 6 and the first valve seat 5A, and to seal the gap between the gas-liquid separator 16 and the first valve seat 5A. The connecting line 50 can be connected 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.) for signal transmission. The connecting line 50 has multiple connection positions, each corresponding to a valve body. The distance between two adjacent connection positions is adapted to the distance between two corresponding valve bodies. The distance between two adjacent connection positions can vary to achieve a misconnection prevention design between the connection line 50 and the valve body, facilitating integrated vehicle layout and control. Interfaces 510 are formed on the first valve seat 5A and the second valve seat 5B to connect corresponding components (e.g., throttle valve assembly 52, control valve assembly 53, plug 56, temperature sensor 57, sealing ring 58, third check valve 59, fourth check valve 515, first switching valve 11, water tank 12, water pump 13). The first switching valve 11 is sealed by its own end face and secured with mounting screws. The water pump 13 is connected to the second valve seat 5B through its own double-sealing structure and secured with mounting screws to ensure sealing. The flow channel of the first valve seat 5A is used for refrigerant flow, and the flow channel of the second valve seat 5B is used for coolant flow.

[0199] 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 31-33 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.

[0200] 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 31-33 (As shown).

[0201] like Figure 1As shown, the control valve assembly 53 includes a first electrically controlled valve 531, a second electrically controlled valve 532, a third on-off valve 537, and a fourth on-off valve 538. The third on-off valve 537 is connected between the liquid storage tank 14 and the gas-liquid separator 16, and the fourth on-off valve 538 is connected between the compressor 1 and the external condenser 2. The throttle valve assembly 52 includes a first throttle element 521 and a second throttle element 522. The integrated module 5 also includes a third throttle element 523 and a fourth throttle element 524. The third on-off valve 537 and the fourth on-off valve 538 can each be selected as a solenoid valve.

[0202] 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.

[0203] like Figure 2 As shown, in battery heating mode, the fourth on / off valve 538 is closed, the third on / off valve 537 is open, the first electronically controlled valve 531 is open, the second electronically controlled valve 532 is closed (for example, both the first electronically controlled valve 531 and the second electronically controlled valve 532 are large-diameter electronic expansion valves), 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.

[0204] At this time, the high-temperature and high-pressure refrigerant flows out from the compressor 1, enters the integrated module 5 through the corresponding interface 510, flows through the corresponding flow channel and the first electronically controlled valve 531, and is distributed to the first branch B and the second branch C. 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 the 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 enters the compressor 1 for cyclic operation.

[0205] like Figure 3 As shown, in battery cooling mode, the third on / off valve 537 is closed, the fourth on / off valve 538 is open, the first electronically controlled valve 531 is closed, the second electronically controlled valve 532 is open, 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.

[0206] At this time, the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant, which enters the external condenser 2 through the fourth shut-off valve 538. After the refrigerant is liquefied by releasing heat in the external condenser 2, it becomes a medium-temperature and high-pressure liquid. The excess refrigerant is stored in the liquid storage tank 14, enters the first valve seat 5A through the third one-way valve 59, flows through the second one-way valve 55 and enters the first throttling element 521 and the second throttling element 522 respectively for throttling, and 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 converges to the second electronic control valve 532, and flows to the gas-liquid separator 16 through the corresponding interface 510. Finally, it enters the inlet 1b of the compressor 1 through the connecting pipeline for circulation.

[0207] 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 speed of the battery module, and enable heat exchange under high-power charging.

[0208] like Figure 4 As 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 then 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 passes through third on / off valve 537 and gas-liquid separator 16, and flows back to compressor 1 for circulation.

[0209] like Figure 5 As shown, in the battery heating + heating mode, the fourth on / off valve 538 is closed, the third on / off valve 537 is open, the first electronic control valve 531 is open, the second electronic control valve 532 is closed, 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.

[0210] 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 branch B and the second branch C via the first electronically controlled valve 531, flowing to the first heat exchange plate 3 and the second heat exchange plate 4 respectively to heat the battery. To improve battery life, battery efficiency, battery capacity at low temperatures, and vehicle range, and effectively shorten charging time, 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 finally enters the compressor 1 for cyclic operation.

[0211] like Figure 6 As shown, in the battery cooling + heating mode, the third on / off valve 537 is closed, the fourth on / off valve 538 is open, the first electronic control valve 531 is closed, the second electronic control valve 532 is open, 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.

[0212] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the external condenser 2, where the refrigerant liquefies after releasing heat, becoming a medium-temperature, high-pressure liquid, and then enters the integrated module 5 through the third one-way valve 59; the other path enters the internal condenser 8, where the refrigerant releases heat. The heat released by the internal condenser 8, combined with the air-heated PTC, is then blown into the vehicle by 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 from the first heat exchanger 6, 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 to flow 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, thus cooling down the power battery when its 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 electronic control valve 5324. After passing through the gas-liquid separator 16, it enters the compressor 1 for cyclic operation.

[0213] like Figure 7As shown, in cooling mode, the third on / off valve 537, the first solenoid valve 531, and the second solenoid valve 532 are closed, while the fourth on / off valve 538 is open. At this time, the compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which enters the external condenser 2. After the refrigerant is liquefied by releasing heat in the external condenser 2, it becomes a medium-temperature, high-pressure liquid. It then enters the integrated module 5 through the third one-way valve 59, flows through the fourth throttling element 524, and exits 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 flows back to the compressor 1 for cyclic operation.

[0214] like Figure 8 As shown, in battery heating + cooling mode, the third on / off valve 537 is closed, the fourth on / off valve 538 is open, the first electronic control valve 531 is open, the second electronic control valve 532 is closed, 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 function of regulating flow) are open, the fourth throttling element 524 is open, and the third throttling element 523 is closed.

[0215] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the external condenser 2 through the fourth shut-off valve 538, where the refrigerant liquefies after releasing heat in the external condenser 2, becoming a medium-temperature, high-pressure liquid. Excess refrigerant is stored in the liquid storage tank 14. The refrigerant then enters the integrated module 5 through the third one-way valve 59. The other path enters the integrated module 5 through the corresponding interface 510, passes through the first electronic control valve 531, and is then distributed to the first electronic control valve 531 and the second electronic control valve 532. It then flows to the first heat exchange plate 3 and the second heat exchange plate 4 to heat the battery module, thereby improving battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle range. To shorten the charging time, 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 channel to form a gas-liquid mixture. It then 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 to absorb heat and evaporate, which lowers the temperature of the passenger compartment. The low-temperature and low-pressure gas enters the integrated module 5 through the corresponding interface 510, and flows to the compressor 1 through the gas-liquid separator 16 for cyclic operation.

[0216] like Figure 9As shown, in battery cooling + refrigeration mode, the third on / off valve 537 is closed, the fourth on / off valve 538 is open, the first electronic control valve 531 is closed, the second electronic control valve 532 is open, 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. At this time, compressor 1 discharges high-temperature and high-pressure gaseous refrigerant, which enters the external condenser 2. After the refrigerant is liquefied in the external condenser 2, it becomes a medium-temperature and high-pressure liquid. Excess liquid is stored in the liquid storage tank 14. The refrigerant enters the integrated module 5 through the third one-way valve 59 and is divided into two paths: 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, so as to cool down the power battery when the temperature is too high. The refrigerant enters the integrated module 5 again through the corresponding interface 510, and the two converge to flow together through the second electronic control valve 531; the other path passes through the fourth throttling element 524 and flows out of the integrated module 5 from the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture enters the evaporator 7 inside the vehicle to absorb heat and evaporate, so that the temperature of the passenger compartment drops. The low-temperature and 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, and then flows back to compressor 1 for cycle operation.

[0217] like Figure 10 As shown, in cooling + heating mode, the third on / off valve 537 and the fourth on / off valve 538 are open, while the first solenoid valve 531 and the second solenoid valve 532 are closed. At this time, the compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths. One path enters the external condenser 2, where the refrigerant liquefies after releasing heat, becoming a medium-temperature, high-pressure liquid. It then enters the integrated module 5 through the third one-way valve 59, and through the internal flow channel, enters 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, and through the internal flow channel of the first valve seat 5A, enters the gas-liquid separator 16. The other path enters the internal condenser 8 to release heat, and through 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, then enters the third throttling element 523 through the inner channel of the first valve seat 5A for throttling and expansion, and then enters the first heat exchanger 6 through the inner channel of the first valve seat 5A 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 to converge with the refrigerant from the previous path, and flows to the compressor 1.

[0218] 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.

[0219] like Figure 11 As shown, in the battery heating + cooling + heating mode, the third on / off valve 537 is closed, the fourth on / off valve 538 is open, the first electric control valve 531 is open, the second electric control valve 532 is closed, 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.

[0220] At this time, the high-temperature and high-pressure refrigerant flows out from the compressor 1 and is divided into three paths: the first path enters the external condenser 2, where the refrigerant releases heat and liquefies into a medium-temperature and high-pressure liquid before entering the integrated module 5 through the 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 provide heating. The refrigerant coming out of the internal condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the third throttling element 523 for expansion; the third path enters the first main path A of the integrated module 5 through the corresponding interface 510, and after passing through the first electronic control valve 531, it is distributed to the first branch path B and the second branch path C 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 improving the overall vehicle range. 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 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 then merges with the refrigerant flowing through 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 to absorb heat and evaporate, that is, to absorb heat from the environment. The low-temperature and low-pressure gas flows into the integrated module 5 through the corresponding interface 510, enters the gas-liquid separator 16 through the corresponding flow channel, and then flows into the compressor 1 for circulation.

[0221] like Figure 12 As shown, in the battery cooling + cooling + heating mode, the third on / off valve 537 is closed, the fourth on / off valve 538 is open, the first electric control valve 531 is closed, the second electric control valve 532 is open, 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.

[0222] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: the first path enters the external condenser 2, where the refrigerant releases heat and liquefies into a medium-temperature, high-pressure liquid before entering the integrated module 5 through the third one-way valve 59; the second path enters the internal condenser 8, where the refrigerant releases heat. This heat release, combined with the PTC heater, is then blown into the vehicle by a blower to provide heating. The refrigerant from 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. It then merges with the refrigerant flowing through the third one-way valve 59 and is divided into two paths again: the first path passes through the fourth throttling element... After the expansion valve 524, the gas flows out of the integrated module 5 through 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 through 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 the heat of the battery module and evaporate, thereby cooling down the power battery when the temperature is too high. The refrigerant of the first heat exchange plate 3 and the second heat exchange plate 4 converges to the second electronic control valve 532 and enters the compressor 1 through the gas-liquid separator 16 for cyclic operation.

[0223] 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.

[0224] 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.

[0225] 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.

[0226] 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.

[0227] 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 valve seat (5A) 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 exhaust port (51a) is used to connect to the outlet (1a) of the compressor (1) outside the first valve seat (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 valve seat (5A) is provided with multiple refrigerant flow channels, including a first main channel (A), a first branch channel (B), and a second branch channel (C). The first main channel (A) is connected to the exhaust port (51a), the first branch channel (B) is connected to the first cold plate port (51d), and the second branch channel (C) is connected to the third cold plate port (51f). The first main channel (A) is connected to the first branch channel (B) and the second branch channel (C) respectively. A control valve assembly (53) is disposed on the first valve seat (5A). The control valve assembly (53) includes a first solenoid valve (531), which is connected to the first main line (A) to control its on / off state and regulate its pressure.

2. The integrated module (5) for a vehicle according to claim 1, characterized in that, The first valve seat (5A) is also provided with an external condenser outlet interface (51v) for connecting to the external condenser (2) and a return gas interface (51c) for connecting to the inlet (1b) of the compressor (1); The plurality of 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 valve seat (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 condenser outlet 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 assembly (53) further includes a second electrically controlled valve (532), which is located on the first valve seat (5A) and connected to the second main line (D).

4. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first valve seat (5A) is provided with a heat exchanger first interface (51o). The control valve group (53) includes a first check valve (54) and a second check valve (55). The first check valve (54) is located on the first valve seat (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 valve seat (5A). The second one-way valve (55) is connected to the throttle valve assembly (52) and the external condenser outlet interface (51v) 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 valve seat (5A) and communicates with the second cold plate interface (51e). The second throttle element (522) is disposed on the first valve seat (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 condenser outlet interface (51v).

6. The integrated module (5) for a vehicle according to claim 2, characterized in that, The first valve seat (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 valve seat (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 assembly (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 valve seat (5A).

7. The integrated module (5) for a vehicle according to claim 6, characterized in that, The first valve seat (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 valve seat (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 valve seat (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 valve seat (5A) is also provided with an evaporator inlet port (51x) and an evaporator outlet port (51y). The evaporator inlet port (51x) and the evaporator outlet port (51y) are respectively connected to the two ends of the evaporator located outside the first valve seat (5A). The first valve seat (5A) is provided with an outlet flow channel (E) connecting the evaporator outlet port (51y) and the return gas port (51c). The first valve seat (5A) is provided with an inlet flow channel (F) connecting the evaporator inlet port (51x) and the external condenser outlet port (51v). The integrated module (5) further includes a fourth throttling element (524), which is disposed on the first valve seat (5A) and connected to the inlet flow channel (F).

10. The integrated module (5) for a vehicle according to any one of claims 1-9, characterized in that, The first valve seat (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 (511a) and the second plate (512) 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 (5) for a vehicle according to claim 10, characterized in that, The first plate (511) has an internal flow channel (511c) inside, and the internal flow channel (511c) includes a portion of the plurality of refrigerant flow channels.

12. The integrated module (5) 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 (5) for a vehicle according to claim 10, characterized in that, The first plate (511) has a plurality of 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 defines a valve cavity. The plurality of control valves of the control valve group (53) are respectively provided in the plurality of valve cavities.

14. The integrated module (5) 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 (5) 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 the value of a ranges from 8mm to 15mm.

16. The integrated module (5) for a vehicle according to claim 10, characterized in that, The first plate (511) has mounting positions (511d) on its adjacent side walls, and the mounting positions (511d) are adapted to be fixed to the vehicle body.

17. The integrated module (5) for a vehicle according to any one of claims 1-9, characterized in that, It also includes a second valve seat (5B), which has a first water-side interface (51k) and a second water-side interface (51l). The first water-side interface (51k) is adapted to be connected to a motor control module heat sink (101) located outside the second valve seat (5B), and the second water-side interface (51l) is adapted to be connected to a first heat sink (10) located outside the second valve seat (5B). The integrated module (5) further includes a first switching valve (11), which is located on the second valve seat (5B) and communicates with multiple internal water channels in the second valve seat (5B). The first switching valve (11) is activated 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 valve seat (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 valve seat (5B). 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 valve seat (5B) is provided with a switching valve interface (51j), and the first switching valve (11) is fixed to the second valve seat (5B) and connected to the switching valve interface (51j).

20. The integrated module (5) for a vehicle according to claim 17, characterized in that, The second valve seat (5B) is provided with a water tank interface (51s), and the integrated module (5) also includes a water replenishment tank (12), which is located on the second valve seat (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 valve seat (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 valve seat (5B) and connected to the water pump interface (51t) to drive the flow of liquid in the internal water channel.

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

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

24. A vehicle, characterized in that, include: Body; The power supply module includes a battery module, 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 valve seat (5A) is fixed to the vehicle body, the first cold plate interface (51d) and the second cold plate interface (51e) are used to connect to the first heat exchange plate (3), and the third cold plate interface (51f) and the fourth cold plate interface (51g) are used to connect to the second heat exchange plate (4).

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