Integrated module, thermal management system and vehicle for a vehicle

Abstract

The application discloses an integrated module, a thermal management system and a vehicle for the vehicle, and the integrated module comprises a first valve seat, an electronic expansion valve, a first throttling element and a first heat exchanger, the first valve seat is provided with an exhaust interface, a return gas interface, a first heat exchange plate interface, a second heat exchange plate interface, a throttling valve interface, a heat exchanger first interface and a heat exchanger second interface, the first valve seat is internally provided with a first flow channel and a second flow channel, the first flow channel is communicated with the exhaust interface and the first heat exchange plate interface, the second flow channel is communicated with the second heat exchange plate interface and the throttling valve interface, the electronic expansion valve is arranged in the first valve seat and communicated with the first flow channel, the first throttling element is fixed to the first valve seat and connected with the throttling valve interface, and the first heat exchanger is provided with a first refrigerant flow path, and two ends of the first refrigerant flow path are connected with the heat exchanger first interface and the heat exchanger second interface respectively. According to the integrated module for the vehicle, the circulation service life of the battery module can be ensured, the structure is simple, the integrated degree is certain, and the installation can be simplified.

Description

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

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

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

[0003] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes an integrated module for vehicles, which facilitates ensuring the cycle life of the battery module, while 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 and a heat exchange plate, the heat exchange plate exchanging heat with the battery module. The integrated module includes: a first valve seat, the first valve seat having an exhaust port, a return port, a first heat exchange plate interface, a second heat exchange plate interface, a throttle valve interface, a first heat exchanger interface, and a second heat exchanger interface; the exhaust port is for connecting to the exhaust port of a compressor outside the first valve seat; the return port is adapted to connect to the return port of the compressor; the first heat exchange plate interface and the second heat exchange plate interface are for connecting to the heat exchange plate; the throttle valve interface communicates with the first heat exchanger interface; and the second heat exchanger interface communicates with the return port. The first valve seat contains a plurality of... The refrigerant flow channels include a first flow channel and a second flow channel. The first flow channel connects the exhaust port and the first heat exchange plate port, and the second flow channel connects the second heat exchange plate port and the throttle valve port. An electronic expansion valve is located on the first valve seat and connected to the first flow channel. The electronic expansion valve has on / off and throttling functions. A control valve assembly includes a first throttling element, which is fixed to the first valve seat and connected to the throttle valve port. A first heat exchanger is located on the first valve seat and has a first refrigerant flow path. The two ends of the first refrigerant flow path are respectively connected to the first port and the second port of the heat exchanger.

[0007] According to an embodiment of the present invention, an integrated module for a vehicle, by providing a first valve seat, an electronic expansion valve, a first throttling element, and a first heat exchanger, enables the vehicle to have a battery heating mode when the integrated module is used in the vehicle. This allows the heat exchange plate to heat and raise the temperature of the battery module, thereby ensuring that the battery module is at a suitable operating temperature, guaranteeing reliable use and a good cycle life, and ultimately improving the vehicle's travel efficiency and ease of use. Furthermore, by allocating the electronic expansion valve, the first throttling element, and the first heat exchanger to the first valve seat, the integrated module achieves a certain degree of integration, facilitating its installation in the vehicle, simplifying the assembly of various systems within the vehicle, saving interior space, simplifying system piping connections, and facilitating platform-based deployment.

[0008] In some embodiments, the integrated module further includes a gas-liquid separator disposed on the first valve seat, the inlet end of the gas-liquid separator being connected to the return gas interface, and the outlet end of the gas-liquid separator being connected to the return gas port of the compressor.

[0009] In some embodiments, the first valve seat is further provided with an external condenser interface for connection to an external condenser; the external condenser interface is connected to the first throttling element; the first valve seat is further provided with a third flow channel, which is connected to the electronic expansion valve and the return gas interface respectively.

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

[0011] In some embodiments, the first valve seat is further provided with an in-vehicle condenser outlet interface, and the control valve group further includes a second throttling element, which is disposed on the first valve seat and communicates with the in-vehicle condenser outlet interface and the first interface of the heat exchanger, respectively.

[0012] In some embodiments, the control valve assembly includes a first on / off valve disposed on the first valve seat, and the first on / off valve is connected to a first internal flow channel connecting the second interface of the heat exchanger and the return gas interface to control its on / off state.

[0013] In some embodiments, the first valve seat is further provided with an evaporator inlet interface and an evaporator outlet interface, the evaporator inlet interface and the evaporator outlet interface being respectively connected to both ends of an in-vehicle evaporator located outside the first valve seat, the first valve seat being provided with an outlet flow channel connecting the evaporator outlet interface and the return gas interface, and the first valve seat being provided with an inlet flow channel connecting the evaporator inlet interface and the external condenser interface; the control valve assembly further includes a third throttling element, the third throttling element being disposed on the first valve seat and connected to the inlet flow channel.

[0014] In some embodiments, the first flow channel plate includes: a first plate body having a plurality of grooves; and a second plate body fixed to the first plate body to close the plurality of grooves, the plurality of grooves and the second plate body defining an external refrigerant flow channel for circulating refrigerant, the external refrigerant flow channel including a portion of the plurality of refrigerant flow channels.

[0015] In some embodiments, the interior of the first plate is provided with an internal flow channel, which includes a portion of a plurality of refrigerant flow channels.

[0016] 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.

[0017] 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.

[0018] In some embodiments, the wall thickness of each valve chamber ranges from 3mm to 4mm.

[0019] 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.

[0020] 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.

[0021] In some embodiments, a second valve seat is further included, 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 an electronically controlled 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 valve seat 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.

[0022] In some embodiments, the second valve seat is further provided with a third heat exchanger port and a fourth heat exchanger port, the third heat exchanger port and the fourth heat exchanger port being respectively connected to a first coolant flow path outside the second valve seat; the first switching valve is respectively connected to the third heat exchanger port and the fourth heat exchanger port, and the operation of the first switching valve causes the coolant flowing to the first switching valve to flow directly to the first switching valve and / or to flow to the first switching valve through the first coolant flow path.

[0023] 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.

[0024] 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.

[0025] 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.

[0026] In some embodiments, the first valve seat and the second valve seat are fixedly connected.

[0027] A thermal management system for a vehicle according to a second aspect of the present invention includes an integrated module according to the first aspect of the present invention described above.

[0028] According to a third aspect of the present invention, a vehicle includes: a body; a power supply module, the power supply module including a battery module and a heat exchange plate, the heat exchange plate being disposed on the battery module for heat exchange with the battery module, the power supply module being disposed on the 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 body, and a first heat exchange plate interface and a second heat exchange plate interface are used to connect to the heat exchange plate.

[0029] The vehicle according to an embodiment of the present invention, by employing the above-described integrated module, facilitates platform-based deployment.

[0030] 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

[0031] 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:

[0032] Figure 1 is a schematic diagram of a thermal management system according to an embodiment of the present invention, wherein the integrated module includes the components within the dashed box;

[0033] Figure 2 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery heating mode.

[0034] Figure 3 is a schematic diagram of the operation of the thermal management system shown in Figure 1, with the thermal management system in battery cooling mode;

[0035] Figure 4 is a schematic diagram of the operation of the thermal management system shown in Figure 1, with the thermal management system in heating mode;

[0036] Figure 5 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery heating + heating mode.

[0037] Figure 6 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery cooling + heating mode.

[0038] Figure 7 is a schematic diagram of the operation of the thermal management system shown in Figure 1, with the thermal management system in cooling mode;

[0039] Figure 8 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery heating + cooling mode.

[0040] Figure 9 is a schematic diagram of the operation of the thermal management system shown in Figure 1. The thermal management system is in battery cooling + refrigeration mode.

[0041] Figure 10 is a schematic diagram of the operation of the thermal management system shown in Figure 2. The thermal management system is in cooling + heating mode.

[0042] Figure 11 is a schematic diagram of the operation of the thermal management system shown in Figure 2. The thermal management system is in battery heating + cooling + heating mode.

[0043] Figure 12 is a schematic diagram of the operation of the thermal management system shown in Figure 2. The thermal management system is in battery cooling + cooling + heating mode.

[0044] Figure 13 is a schematic diagram of an integrated module according to an embodiment of the present invention;

[0045] Figure 14 is another schematic diagram of the integrated module shown in Figure 13;

[0046] Figure 15 is another schematic diagram of the integrated module shown in Figure 13;

[0047] Figure 16 is an exploded view of the integrated module shown in Figure 13;

[0048] Figure 17 is a schematic diagram of the first valve seat shown in Figure 16;

[0049] Figures 18-19 are schematic diagrams of the first plate shown in Figure 17;

[0050] Figure 20 is a cross-sectional view along line AA in Figure 19;

[0051] Figure 21 is a cross-sectional view along line BB in Figure 19;

[0052] Figure 22 is a cross-sectional view along line CC in Figure 19;

[0053] Figure 23 is a schematic diagram of the integrated module shown in Figure 13 corresponding to the coolant side;

[0054] Figure 24 is a schematic diagram of the second valve seat shown in Figure 23;

[0055] Figure 25 is another schematic diagram of the second valve seat shown in Figure 24;

[0056] Figures 26-27 are schematic diagrams of the third plate shown in Figure 23;

[0057] Figures 28-29 are schematic diagrams of the fourth plate shown in Figure 23;

[0058] Figure 30 is a schematic diagram of the fasteners of the integrated module shown in Figure 13;

[0059] Figures 31-33 are schematic diagrams of an integrated module according to another embodiment of the present invention.

[0060] Figure label:

[0061] Thermal management system 100, motor and electronic control module heat sink 101,

[0062] Compressor 1, Exhaust port 1a, Inlet 1b

[0063] External condenser 2, heat exchange plate 3,

[0064] Integrated module 5, connecting cable 50,

[0065] First valve seat 5A, second valve seat 5B

[0066] First plate 511, groove 511a, valve seat 511b, internal flow channel 511c, mounting position 511d, second plate 512.

[0067] Third plate 513, fourth plate 514, flow channel P,

[0068] Exhaust port 51a, return port 51c, first heat exchanger plate port 51d, second heat exchanger plate port 51e, 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 port 51v, expansion valve port 51w, evaporator inlet port 51x, evaporator outlet port 51y, internal condenser outlet port 51z, switching valve port 51j, first water-side port 51k, second water-side port 51l, heat exchanger third port 51q, heat exchanger fourth port 51r, water tank port 51s, water pump port 51t.

[0069] First flow channel A, second flow channel B, third flow channel C, outlet flow channel E, inlet flow channel F, first internal flow channel G.

[0070] First throttling element 521, second throttling element 522, third throttling element 524

[0071] Control valve assembly 53, electronic expansion valve 531, first on / off valve 537, second on / off valve 538

[0072] First check valve 54, second check valve 55, plug 56, temperature sensor 57, sealing ring 58, third check valve 59, fourth check valve 511

[0073] 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.

[0074] Gas-liquid separator 16, refrigerant inlet 16a, refrigerant outlet 16b, separator connector 161, screw 162. Detailed Implementation

[0075] 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.

[0076] 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.

[0077] 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.

[0078] The vehicle also includes a heat exchange plate 3, which exchanges heat with the battery module, allowing the heat exchange plate 3 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.

[0079] As shown in Figure 1, the integrated module 5 includes a first valve seat 5A, which has an exhaust port 51a, a return port 51c, a first heat exchange plate port 51d, a second heat exchange plate port 51e, a throttle valve port 51u, a heat exchanger first port 51o, and a heat exchanger second port 51p. The first valve seat 5A contains multiple refrigerant channels, including a first channel A and a second channel B. The integrated module 5 also includes an electronic expansion valve 531, a control valve assembly 53, and a first heat exchanger 6. The control valve assembly 53 includes a first throttling element 521.

[0080] The first heat exchange plate interface 51d and the second heat exchange plate interface 51e are used to connect to the heat exchange plate 3; the exhaust interface 51a is used to connect to the exhaust port 1a of the compressor 1 outside the first valve seat 5A. The first flow channel A connects the exhaust interface 51a and the first heat exchange plate interface 51d. Then, the refrigerant discharged by the compressor 1 through the exhaust port 1a can flow through the exhaust interface 51a into the first flow channel A, and then into the first heat exchange plate interface 51d, and then out of the integrated module 5 to flow into the heat exchange plate 3.

[0081] The return gas interface 51c is adapted to be connected to the exhaust port 1a of the compressor 1. The second flow channel B connects the second heat exchange plate interface 51e and the throttle valve interface 51u. The throttle valve interface 51u is connected to the first interface 51o of the heat exchanger, and the second interface 51p of the heat exchanger is connected to the return gas interface 51c. The first throttling element 521 is connected to the throttle valve interface 51u. The first heat exchanger 6 is provided with a first refrigerant flow path. The two ends of the first refrigerant flow path are connected to the first interface 51o and the second interface 51p of the heat exchanger, respectively. Then, the refrigerant at the second heat exchange plate interface 51e is throttled by the first throttling element 521, exchanges heat through the first heat exchanger 6, and then flows to the compressor 1.

[0082] The electronic expansion valve 531 is connected to the first flow channel A. The electronic expansion valve 531 has on / off and throttling functions, and can be used to control the on / off state of the first flow channel A. Of course, the electronic expansion valve 531 can also be used to control the refrigerant flow rate in the first flow channel A.

[0083] The electronic expansion valve 531 is located on the first valve seat 5A, the first throttling element 521 is fixed to the first valve seat 5A, and the first heat exchanger 6 is located on the first valve seat 5A, so that the integrated module 5 has a good degree of integration, which facilitates the installation of the integrated module 5 in the vehicle, simplifies the assembly of various systems in the vehicle, and helps to save interior space, simplify the pipeline connection of the system, and facilitates the realization of platform layout.

[0084] 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.

[0085] In battery heating mode, as shown in Figure 2, the electronic expansion valve 531 opens, and the refrigerant flows from the exhaust port 1a of the compressor 1 to the first flow channel A, and then flows through the first heat exchange plate interface 51d to the heat exchange plate 3 to heat the battery module. Then the refrigerant flows back to the integrated module through the second heat exchange plate interface 51e, and flows through the second flow channel B to the first throttling element 521 for throttling and pressure reduction. The throttled refrigerant flows to the first refrigerant flow path for heat exchange, and the heat-exchanged refrigerant flows out of the integrated module 5 through the return gas interface 51c and flows back to the compressor 1.

[0086] It should be noted that in the description of this application, "heat exchange plate 3" should be interpreted broadly, and can be understood to include the following situations: 1. The heat exchange plate 3 can be used to heat the battery module, and the heat exchange plate 3 can also be used to cool the battery module; 2. The heat exchange plate 3 is only used to heat the battery module.

[0087] According to an embodiment of the present invention, the integrated module 5 for a vehicle, by providing a first valve seat 5A, an electronic expansion valve 531, a first throttling element 521, and a first heat exchanger 6, enables the vehicle to have a battery heating mode when the integrated module 5 is used in the vehicle. This allows the heat exchange plate 3 to heat and raise the temperature of the battery module, thereby ensuring that the battery module is at a suitable operating temperature, guaranteeing reliable use of the battery module, and ensuring a good cycle life, thus improving the vehicle's travel efficiency and ease of use. Furthermore, by allocating the electronic expansion valve 531, the first throttling element 521, and the first heat exchanger 6 to the first valve seat 5A, the integrated module 5 can achieve a certain degree of integration, facilitating its installation in the vehicle, simplifying the assembly of various systems in the vehicle, saving interior space, simplifying system piping connections, and facilitating platform-based layout.

[0088] Optionally, the first refrigerant flow path can be installed at the first port 51o and the second port 51p of the heat exchanger in a direction perpendicular to the plane where the first valve seat 5A is located.

[0089] It should be noted that in Figures 2-12 of this application, the flow path formed by the thick lines is the refrigerant circulation flow path in the corresponding mode.

[0090] In some embodiments, as shown in FIG1, a heat exchange channel is defined within the heat exchange plate 3, and filter elements 15 are respectively provided at both ends of the length of the heat exchange channel to ensure smooth flow in the heat exchange channel.

[0091] In some embodiments, the electronic expansion valve 531 and the first throttling element 521 are respectively mounted on the first valve seat 5A in a direction perpendicular to the plane of the first valve seat 5A. This facilitates quick installation, ensures accurate connection of the connecting wires 50 of the integrated module 5 to the aforementioned components, avoids incorrect connections, and saves overall space occupied by the integrated module 5. For example, the electronic expansion valve 531 and the first throttling element 521 can be mounted on the same side of the first valve seat 5A, further improving installation convenience and efficiency, while also simplifying the processing of the first valve seat 5A.

[0092] In some embodiments, as shown in FIG1, the integrated module 5 further includes a gas-liquid separator 16, which is disposed on the first valve seat 5A (for example, the gas-liquid separator 16 is fixed to the first valve seat 5A by screws). The inlet end 16a of the gas-liquid separator 16 is connected to the return gas interface 51c, and the outlet end 16b of the gas-liquid separator 16 is connected to the return gas port 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, which is beneficial to saving interior space. It also ensures that the refrigerant returning to the compressor 1 first flows through the gas-liquid separator 16 for gas-liquid separation before flowing to the compressor 1, ensuring that the refrigerant entering the compressor 1 is gaseous.

[0093] Optionally, the gas-liquid separator 16 is arranged vertically, with its refrigerant outlet located at the top to ensure better gas-liquid separation capability. The gas-liquid separator 16 has a separator connector 161, which is located at and communicates with the inlet end 16a. 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.

[0094] 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.

[0095] In some embodiments of the present invention, as shown in Figures 1 and 16, the first valve seat 5A is further provided with an external condenser interface 51v for connecting to the external condenser 2. The external condenser interface 51v is connected to the first throttling element 521, so the refrigerant in the external condenser 2 can flow through the external condenser interface 51v to the first throttling element 521 for throttling and pressure reduction. The first valve seat 5A is also provided with a third flow channel C, which is connected to the electronic expansion valve 531 and the return gas interface 51c respectively. The third flow channel C is suitable for connecting to the inlet 1b of the compressor 1, and the refrigerant in the third flow channel C can flow to the compressor 1 through the return gas interface 51c.

[0096] Meanwhile, when the integrated module 5 is used in a vehicle, the vehicle also has a battery cooling mode. In the battery cooling mode, as shown in Figure 2, the high-temperature and high-pressure gaseous refrigerant produced in the compressor 1 flows to the external condenser 2 through the exhaust port 1a to exchange heat with the external environment. After heat exchange, the temperature of the refrigerant decreases and it liquefies into a medium-temperature and high-pressure liquid. It then flows to the integrated module 5 through the external condenser interface 51v. The refrigerant flows through the first throttling element 521 in the integrated module 5 to reduce pressure, so that the refrigerant forms a low-temperature and low-pressure gas-liquid mixture. The refrigerant after throttling and reducing pressure flows out of the integrated module 5 and flows to the heat exchange plate 3 to cool the battery module. This allows the refrigerant to absorb the heat of 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 third flow channel C to the return gas interface 51c, and then flows back to the compressor 1 to enter the next cycle. At this time, the compressor 1, the external condenser 2, the first throttling element 521, and the heat exchange plate 3 form a refrigerant circulation path.

[0097] In some embodiments, as shown in FIG1, the vehicle further includes a reservoir 14, which is connected between the external condenser 2 and the external condenser interface 51V, so as to enable the thermal management system 100 to adapt and adjust according to the different required refrigerant circulation amounts in different modes (e.g., battery cooling mode and battery heating mode) to ensure the performance of the thermal management system 100.

[0098] For example, in the example in Figure 1, the first flow channel A and the third flow channel C share a common flow channel, and the electronic expansion valve 531 is connected to the common flow channel to control the opening and closing of the common flow channel, etc. Of course, the first flow channel A and the third flow channel C may not share a common flow channel.

[0099] In some embodiments of the present invention, as shown in Figures 1 and 16, the integrated module 5 further includes a first one-way valve 54. The first one-way valve 54 is disposed on the first valve seat 5A and is connected to the first throttling element 521 and the first interface 51o of the heat exchanger, respectively. The first one-way valve 54 directs the refrigerant unidirectionally to the first interface 51o of the heat exchanger, that is, the first one-way valve 54 causes the refrigerant to flow unidirectionally to the first heat exchanger 6. Thus, the refrigerant in the first throttling element 521 can flow to the first interface 51o of the heat exchanger through the first one-way valve 54, and the first interface 51o of the heat exchanger... The refrigerant cannot flow through the first one-way valve 54 to the first throttling element 521. 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 first throttling element 521 and the external condenser interface 51v, so that the refrigerant is directed unidirectionally to the first throttling element 521. Thus, the refrigerant at the external condenser interface 51v can flow through the second one-way valve 55 to the first throttling element 521, while the refrigerant at the first throttling element 521 cannot flow through the second one-way valve 55 to the external condenser interface 51v. This facilitates the control valve assembly 53 in further controlling the flow path of the refrigerant in the integrated module 5 and further improves the integration level of the integrated module 5.

[0100] 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.

[0101] As can be seen, in battery cooling mode, the refrigerant flowing from the external condenser 2 flows through the second one-way valve 55 to the first throttling element 521, so that the refrigerant is throttled and depressurized before flowing to the heat exchange plate 3. Thus, by setting the first one-way valve 54 and the second one-way valve 55, the integrated module 5 is provided with an accurate flow path for the refrigerant in both battery cooling and battery heating modes, thereby ensuring effective temperature control of the battery module.

[0102] In some embodiments of the present invention, as shown in FIG1, the first valve seat 5A is further provided with an in-vehicle condenser outlet interface 51z. The in-vehicle condenser 8 is connected between the exhaust port 1a of the compressor 1 and the in-vehicle condenser outlet interface 51z, so that the refrigerant at the exhaust port 1a can flow through the in-vehicle condenser 8 to the in-vehicle condenser outlet interface 51z. The first throttling element 521 also includes a second throttling element 522, which is disposed 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.

[0103] Therefore, the integrated module 5 can enable the vehicle to have a heating mode. In the heating mode, as shown in Figure 4, the refrigerant discharged by 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. The refrigerant after releasing heat flows through the outlet of the vehicle condenser 8 to the integrated module 5, and after being throttled and depressurized by the second throttling element 522, it flows to the first interface 51o of the heat exchanger. After absorbing heat through the first heat exchanger 6, it flows back to the compressor 1 through the second interface 51p of the heat exchanger.

[0104] Optionally, the first throttling element 521 and the second throttling element 522 can be the same throttling element or they can be different throttling elements.

[0105] It is understandable that when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery heating mode and a heating mode, and the battery heating mode and the heating mode cannot be performed simultaneously; or, the vehicle has a battery heating mode, a heating mode, and a battery heating + heating mode. In the battery heating + heating mode (as shown in Figure 5), a portion of the refrigerant discharged from the compressor 1 flows through the first flow channel A to the heat exchange plate 3 and then to the first throttling element 521. Another portion of the refrigerant discharged from the compressor 1 flows through the vehicle condenser 8 and then to the second throttling element 522. The refrigerant flowing through the first throttling element 521 and the refrigerant flowing through the second throttling element 522 can converge 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.

[0106] Of course, when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery cooling mode and a heating mode, and the battery cooling mode and the heating mode cannot be performed simultaneously; or, the vehicle has a battery cooling mode, a heating mode and a battery cooling + heating mode. In the battery cooling + heating mode (as shown in Figure 6), part of the refrigerant discharged from the compressor 1 flows through the external condenser 2 into the integrated module 5, and after being throttled and depressurized by the first throttling element 521, it flows to the heat exchange plate 3, and then flows back to the integrated module 5 to be discharged to the compressor 1 through the third flow channel C. The other part of the refrigerant discharged from the compressor 1 flows through the internal condenser 8 and is throttled and depressurized by the second throttling element 522 before flowing to the heat exchange plate 3, and then flows back to the integrated module 5 to be discharged to the compressor 1 through the third flow channel C.

[0107] In some embodiments of the present invention, as shown in FIG1, the control valve group 53 further includes a first on / off valve 537. The first on / off valve 537 is disposed on the first valve seat 5A and is connected to the first internal flow channel G to control its on / off state. The first internal flow channel G connects the second interface 51p of the heat exchanger and the return air port 51c, 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.

[0108] As can be seen, in battery heating mode, the refrigerant from heat exchange plate 3 flows through the first throttling element 521, then through the first heat exchanger port 51o to the first heat exchanger 6 for heat exchange. After heat exchange, the refrigerant flows through the second heat exchanger port 51p back to the first valve seat 5A and through the first internal flow channel G to the return gas port 51c to return to compressor 1. Moreover, the integrated module 5, when used in a vehicle, enables the vehicle to have a heating mode. In heating mode, as shown in Figure 4, the refrigerant discharged from compressor 1 releases heat through the vehicle interior condenser 8 to raise the interior temperature and provide a comfortable environment for passengers. The refrigerant after heat release flows through the outlet of the vehicle interior condenser 8 to the integrated module 5, and after being throttled and depressurized by the first throttling element 521, it flows to the first heat exchanger port 51o. After absorbing heat through the first heat exchanger 6, it flows back to compressor 1 through the second heat exchanger port 51p and the first internal flow channel G.

[0109] In this design, the first interface 51o of the heat exchanger corresponds to the inlet of the first refrigerant flow path, and the second interface 51p of the heat exchanger corresponds to the outlet of the first refrigerant flow path. The first interface 51o of the heat exchanger is located above the second interface 51p of the heat exchanger, i.e., bottom inlet and top outlet, which ensures that the heat exchange efficiency of the first heat exchanger 6 reaches the maximum. Compared with the top inlet and bottom outlet method, the heat exchange efficiency of this application is increased by about 30%-40%, so as to match the heat dissipation efficiency of the motor control module in the coolant circuit 9 and ensure the motor control efficiency.

[0110] In some embodiments of the present invention, as shown in FIG1, the first valve seat 5A is further provided with an evaporator inlet interface 51x and an evaporator outlet interface 51y. The evaporator inlet interface 51x and the evaporator outlet interface 51y are respectively connected to the two ends of the vehicle evaporator 7 located outside the first valve seat 5A. The first valve seat 5A is provided with an outlet flow channel E connecting the evaporator outlet interface 51y and the 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 interface 51v. The control valve group 53 further includes a third throttling element 524. The third throttling element 524 is provided on the first valve seat 5A and is connected to the inlet flow channel F. The third throttling element 524 can be used to throttle and reduce the pressure of the refrigerant flowing through the third throttling element 524 on the inlet flow channel F.

[0111] Therefore, when the integrated module 5 is used in a vehicle, it enables the vehicle to have a cooling mode. In the cooling mode, as shown in Figure 7, the refrigerant discharged from the compressor 1 flows through the external condenser 2 and then through the external condenser interface 51v to the integrated module 5. It then flows through the inlet channel F, where it is throttled and depressurized by the third throttling element 524 before flowing out through the evaporator inlet interface 51x and into the internal evaporator 7 to absorb heat from inside the vehicle, thereby reducing the interior temperature and providing a comfortable environment for the passengers. The refrigerant that has absorbed heat flows back to the integrated module 5 through the evaporator outlet interface 51y and through the outlet channel E to the return gas interface 51c to be discharged to the compressor 1.

[0112] It is understandable that when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery heating mode and a cooling mode, and the battery heating mode and the cooling mode cannot be performed simultaneously; or, the vehicle has a battery heating mode, a cooling mode, and a battery heating + cooling mode. In the battery heating + cooling mode (as shown in Figure 8), a portion of the refrigerant discharged from the compressor 1 flows to the integrated module 5 and then flows through the first flow channel A to the heat exchange plate 3, and then flows to the first throttling element 521 and the first heat exchanger 6, and can then flow back to the integrated module 5 to be discharged to the inlet 1b. Another portion of the refrigerant discharged from the compressor 1 flows through the external condenser 2 and through the third throttling element 524 to the internal evaporator 7, and then flows back to the integrated module 5 to be discharged to the inlet 1b.

[0113] Furthermore, when the integrated module 5 is used in a vehicle, the vehicle can be configured such that: the vehicle has a battery cooling mode and a refrigeration mode, and the battery cooling mode and the refrigeration mode cannot be performed simultaneously; or, the thermal management system 100 has a battery cooling mode, a refrigeration mode, and a battery cooling + refrigeration mode. In the battery cooling + refrigeration mode (as shown in Figure 9), the refrigerant discharged by the compressor 1 flows to the integrated module 5 through the external condenser 2 and is divided into two paths: one path flows through the first throttling element 521 in the integrated module 5 to reduce pressure and then flows to the heat exchange plate 3, and then flows to the inlet 1b through the third flow channel C; 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.

[0114] In some embodiments of the present invention, as shown in Figures 1 and 16, the control valve assembly 53 further includes a third one-way valve 59, which is disposed on the first valve seat 5A. The third one-way valve 59 is connected to the external condenser interface 51v so that the refrigerant discharged from the external condenser interface 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.

[0115] In some embodiments of the present invention, as shown in Figures 16-22, the first valve seat 5A includes a first plate 511 and a second plate 512. The first plate 511 has multiple grooves 511a on its side, with the grooves 511a open towards the second plate 512. The second plate 512 is fixed to the first plate 511 to close the multiple grooves 511a. The multiple grooves 511a and the second plate 512 define an external refrigerant channel for refrigerant flow; that is, the first plate 511 and the second plate 512 together define an external refrigerant channel. The external refrigerant channel includes at least a portion of the first channel A to the second channel B, meaning that at least a portion of the first channel A and the second channel B 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.

[0116] It is understandable that when a portion of the first flow channel A and the second flow channel B is an external refrigerant flow channel, the positions of the aforementioned portions of the first flow channel A and the second flow channel B in the corresponding sub-flow channels can be specifically set according to actual needs.

[0117] 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.

[0118] In some embodiments of the present invention, as shown in Figures 20 and 21, the interior of the first plate 511 is provided with an internal flow channel 511c. The internal flow channel 511c can be defined only by the first plate 511. The internal flow channel 511c includes a portion of the first flow channel A to the second flow channel B. That is, a portion of the first flow channel A and the second flow channel B are jointly defined by the first plate 511 and the second plate 512. Another portion of the first flow channel A and the second flow channel B are defined only by the first plate 511. This facilitates the rational use of the first plate 511, which is beneficial to achieving a compact arrangement of the external refrigerant flow channel and the internal flow channel 511c, and helps to save the space occupied by the first valve seat 5A.

[0119] It is understandable that the positions of the internal flow channels 511c in the first flow channel A and the second flow channel B can be specifically set according to actual needs.

[0120] In some embodiments, as shown in Figures 20 and 21, there are multiple internal flow channels 511c, and at least a portion of the internal flow channels 511c has a rectangular cross-section to increase the flow area of ​​the aforementioned at least a portion of the internal flow channels. This is beneficial for the internal flow channels to adapt to large-diameter valve bodies (such as electronic expansion valves 531, etc.) to match the valve body and system flow resistance requirements under high-power charging requirements. Under the same area, the rectangular internal flow channels 511c have a larger refrigerant flow rate and a smaller flow resistance, which is convenient to meet the high-power charging requirements of vehicles. At the same time, it is convenient to ensure the amount of refrigerant in the internal flow channels and the amount of refrigerant participating in the circulation, thereby ensuring the temperature control effect of the heat exchange plate 3 on the battery module.

[0121] Optionally, the electronic expansion valve 531 has a large-diameter valve body (16mm in diameter), and the cross-section of the internal flow channel 511c corresponding to the electronic expansion valve 531 is rectangular. For example, the upper one of the two internal flow channels 511c in Figure 20 and the two internal flow channels 511c shown in Figure 21 correspond to a small-diameter valve body. The design value of the above flow channels is greater than φ3.34mm-φ6mm, and the cross-section of the remaining internal flow channels 511c is rectangular with a cross-sectional area greater than 16mm*18mm.

[0122] In some embodiments, as shown in Figures 16 and 17, a plurality of valve seats 511b are provided on the side of the first plate 511 away from the second plate 512. The valve seats 511b protrude in the direction away from the second plate 512, and each valve seat 511b defines a valve chamber. The plurality of control valves (e.g., electronic expansion valves 531, etc.) of the control valve assembly 53 are respectively provided in the plurality of valve chambers to realize the installation of the control valve assembly 53. At the same time, under the premise of ensuring structural strength, it is beneficial to reduce the weight of the first plate 511 and achieve the vehicle lightweight standard.

[0123] 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.

[0124] 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.

[0125] Optionally, in the examples of Figures 16 and 17, 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 ease and efficiency of installation. Of course, the first throttling element 521 and the temperature sensor, etc., can also be installed in a direction perpendicular to the first plate 511.

[0126] It is understandable that when the integrated module 5 includes the first throttling element 521, the multiple valve bodies of the first throttling element 521 are respectively disposed in multiple valve chambers in order to realize the installation of the first throttling element 521.

[0127] 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.

[0128] 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.

[0129] It is understandable that the wall thicknesses of multiple valve chambers may be equal or unequal.

[0130] 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.

[0131] In some embodiments, as shown in FIG16, mounting positions 511d are provided on adjacent sidewalls of the first plate 511. The mounting positions 511d are suitable for fixing to the vehicle body so as to realize reliable installation of the integrated module 5, and at the same time facilitate the integration module 5 to be applicable to different vehicle models to meet the differentiated installation requirements of different vehicle models for the integrated module 5.

[0132] 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.

[0133] 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.

[0134] In some embodiments of the present invention, as shown in Figures 1, 16, and 24-29, the integrated module 5 further includes a second valve seat 5B. The second valve seat 5B is provided with a first water-side interface 51k and a second water-side interface 51l. The first water-side interface 51k is adapted to be connected to the motor control module radiator 101 located outside the second valve seat 5B, and the second water-side interface 51l is adapted to be connected to the first radiator 10 located outside the second valve seat 5B. Then, the coolant in the second valve seat 5B can flow to the motor control module radiator 101 through the first water-side interface 51k, or the coolant in the motor control module radiator 101 can flow to the second valve seat 5B through the first water-side interface 51k, and the coolant in the second valve seat 5B can flow to the first radiator 10 through the second water-side interface 51l, or the coolant in the first radiator 10 can flow to the second valve seat 5B through the second water-side interface 51l.

[0135] 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.

[0136] 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.

[0137] In some embodiments of the present invention, as shown in Figures 1, 16, and 29, the second valve seat 5B is further provided with a third heat exchanger port 51q and a fourth heat exchanger port 51r, which are respectively connected to a first coolant flow path outside the second valve seat 5B. The first switching valve 11 is connected to both the third heat exchanger port 51q and the fourth heat exchanger port 51r. The operation of the first switching valve 11 causes the coolant flowing towards it to flow directly to the first switching valve 11 and / or to flow through the first coolant flow path to the first switching valve 11. Therefore, the first switching valve 11 can be used to control whether the first coolant flow path participates in coolant circulation, and also facilitates the control of the first switching valve 11 to switch the integrated module 5 to a suitable operating mode according to heat dissipation requirements, thereby meeting different heat dissipation needs.

[0138] For example, if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the first water-side interface 51k, then the first switching valve 11 and the motor control module radiator 101 participate in coolant circulation; if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51l, then the first switching valve 11 and the first radiator 10 participate in coolant circulation; if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51l, then the first switching valve 11 and the first radiator 10 participate in coolant circulation; if the first switching valve 11 is activated, causing the coolant flowing to the first switching valve 11 to flow directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 to flow to the second water-side interface 51k .... The coolant flows directly to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows to the first water-side interface 51k and the second water-side interface 51l. In this case, the first switching valve 11, the motor control module radiator 101, and the first radiator 10 participate in the coolant circulation. At this time, the first radiator 10 can carry away the heat from the motor control module radiator 101 through the coolant, thereby reducing the temperature of the motor control module radiator 101 and ensuring the cooling effect on the motor control module. This mode can be a high-temperature heat dissipation mode. The coolant flowing to the first switching valve 11 flows through the first coolant flow path to the first switching valve 11, and from the first switching valve 11 to the second water-side interface 51l, the coolant flows directly to the first switching valve 11. When the coolant discharged from the first switching valve 11 flows to the first water-side interface 51k, the first switching valve 11, the first coolant flow path, and the motor control module radiator 101 participate in coolant circulation. At this time, the coolant flowing through the first coolant flow path can exchange heat to dissipate heat and reduce the temperature of the motor control module radiator 101. This mode can be a heat pump operating mode below -10℃. The coolant flowing to the first switching valve 11 flows through the first coolant flow path back to the first switching valve 11, and the coolant discharged from the first switching valve 11 flows to the second water-side interface 51l. Thus, the first switching valve 11, the first coolant flow path, and the first... Radiator 10 participates in coolant circulation; coolant flowing to the first switching valve 11 flows through the first coolant flow path to the first switching valve 11, and coolant discharged from the first switching valve 11 flows to the first water-side interface 51k and the second water-side interface 51l. Thus, the first switching valve 11, the first coolant flow path, the first radiator 10, and the motor control module radiator 101 participate in coolant circulation. At this time, the coolant flowing through the first coolant flow path and the first radiator 10 can exchange heat to dissipate heat and reduce the temperature of the motor control module radiator 101. This mode can be a heat pump operating mode between -10℃ and 10℃.

[0139] 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.

[0140] 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 first throttling element 521 may have a first coolant flow path, so that the heat exchange component connects the circulation of the cooling side and the coolant side. Of course, in motor heating mode, the heat exchange component to which the refrigerant flows after being throttled and depressurized by the first throttling element 521 may not have a first coolant flow path.

[0141] For example, in the example of Figure 2, the first heat exchanger 6 has a first refrigerant flow path and a first coolant flow path that exchange heat with each other. The first refrigerant flow path is used to circulate refrigerant, and the first coolant flow path is used to circulate coolant. The first refrigerant flow path is connected to the first valve seat 5A, and the first coolant flow path is connected to the second valve seat 5B. Thus, the refrigerant in the first refrigerant flow path can exchange heat with the coolant in the first coolant flow path, allowing the refrigerant in the first refrigerant flow path to indirectly cool the motor control module radiator 101 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.

[0142] In some embodiments of the present invention, as shown in Figures 1 and 16, the second valve seat 5B is provided with a switching valve interface 51j, and the first switching valve 11 is fixed to the second valve seat 5B and connected to the switching valve interface 51j. This facilitates the arrangement of the first switching valve 11 and enables communication between the first switching valve 11 and the internal flow channel of the second valve seat 5B. Components connected to the first switching valve 11 can be connected to the second valve seat 5B to achieve connection with the first switching valve 11. Simultaneously, it improves the integration level of the integrated module 5, which is beneficial for saving interior space and enables platform-based layout.

[0143] Optionally, the number of switching valve interfaces 51j can be equal to the number of switching ports of the first switching valve 11.

[0144] In some embodiments of the present invention, as shown in FIG1, the second valve seat 5B is provided with a water tank interface 51s, and the integrated module 5 further includes a water replenishment tank 12. The water replenishment tank 12 is located on the second valve seat 5B and is connected to the water tank interface 51s to replenish water to the internal water channel. This is to increase the amount of coolant in the coolant circuit 9 when the internal water channel is short of coolant, so as to ensure the cooling effect of the coolant circuit 9 on the radiator 101 of the motor control module and facilitate the implementation of low-coolant protection. Of course, the coolant in the coolant circuit 9 is not limited to water.

[0145] Understandably, the position of the water tank 12 on the coolant circuit 9 can be set according to actual needs.

[0146] 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.

[0147] In some embodiments, as shown in FIG1, the second valve seat 5B is further provided with a water pump interface 51t, and the integrated module 5 further 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 heat sink 101 in time and improve the heat dissipation effect.

[0148] In some embodiments of the present invention, as shown in Figures 13 and 16, 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, and offering flexible arrangement options. This reduces vehicle weight, costs, and energy consumption, saves vehicle layout space, and facilitates the addition of new configurations. Compared with existing technologies, the integrated module 5 has a higher degree of integration, integrating a refrigerant-side + coolant-side thermal management system 100, facilitating vehicle piping layout. Due to the optimized front compartment space layout, the overall vehicle layout is more rational and more conducive to the platform-based design of the vehicle.

[0149] 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 opposite to the first valve seat 5A, and the components corresponding to the refrigerant circuit (such as the control valve group 52) are located on the side of the first valve seat 5A opposite to the second valve seat 5B. The refrigerant side interface and the water side interface face opposite sides respectively, and the refrigerant pipeline and coolant pipeline do not interfere with each other, which facilitates the assembly of the integrated module 5 and the layout of the vehicle pipeline. Due to the optimized space layout of the front compartment, the overall vehicle layout is more reasonable and aesthetically pleasing. At the same time, it is convenient to realize the centralized arrangement of the wiring harnesses of each valve body on the first valve seat 5A and the wiring harnesses of the components on the second valve seat 5B, and improve the neat routing of the connecting lines 50 of the integrated module 5. For example, the first valve seat 5A includes a first plate 511 and a second plate 512, and the second valve seat 5B is fixed to the side of the second plate 512 opposite to the first plate 511.

[0150] 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) 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.

[0151] In some embodiments, as shown in FIG30, the integrated module 5 further includes a fastener 516, which is fitted onto the electronic expansion valve (e.g., electronic expansion valve 531). The fastener 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.

[0152] For example, the fixing member 516 includes an elastic member 5161 and an elastic hook 5162. The elastic member 5161 and the elastic hook 5162 respectively abut against the opposite side wall of the first valve seat 5A to realize the snap-fit ​​engagement between the fixing member 516 and the different side walls, thereby making the electronic expansion valve stably fixed on the first valve seat 5A by the fixing member 516.

[0153] 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.

[0154] As shown in Figure 30, the fixing member 516 includes two elastic members 5161 and one elastic hook 5162. The two elastic members 5161 are arranged opposite to each other, and the elastic hook 5162 is arranged between the two elastic members 5161. The elastic hook 5162 is cantilevered and extends along the thickness direction of the first valve seat 5A.

[0155] 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 one side wall 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 shaking. 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 abut against the side wall of the first valve seat 5A.

[0156] 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.

[0157] 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 side wall 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.

[0158] 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 overall vehicle layout space.

[0159] A thermal management system 100 for a vehicle according to a second aspect embodiment of the present invention includes an integrated module 5 according to the first aspect embodiment described above. Thus, the thermal management system 100 facilitates temperature control of the battery module and simplifies system piping connections.

[0160] 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 and a heat exchange plate 3. The heat exchange plate 3 is disposed on the battery module for heat exchange with the battery module. The power supply module is disposed on the body. The integrated module 5 is an integrated module 5 according to the first aspect of the present invention. A first valve seat 5A is fixed to the body. A first heat exchange plate interface 51d and a second heat exchange plate interface 51e are used to connect to the heat exchange plate 3.

[0161] 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.

[0162] 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.

[0163] The thermal management system 100 having an integrated module 5 according to an embodiment of the present invention is described in detail below with reference to Figures 1-12. It is to be understood that the following description is merely illustrative and not a specific limitation of the invention.

[0164] As shown in Figure 1, the thermal management system 100 includes a compressor 1, an external condenser 2, a heat exchange plate 3, 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.

[0165] The integrated module 5 includes a first valve seat 5A, a second valve seat 5B, and a first throttling element 521, a second throttling element 522, a third throttling element 523, 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 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 first throttling element 521, the control valve group 53, the water pump 13, the first switching valve 11, etc.) for signal transmission, and the connecting line 50 has multiple connection positions, each... Each connection position corresponds to a valve body, and the distance between two adjacent connection positions matches the distance between two corresponding valve bodies. The distances between adjacent connection positions can vary to ensure a corrective connection 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., 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 secured with screws via its own end-face sealing structure. The water pump 13 is connected to the second valve seat 5B via its own double-sealing structure and secured with screws to ensure a tight seal. 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.

[0166] As shown in Figure 13, the water supply tank 12 is positioned higher than the first heat exchanger 6 in the vertical direction. The water supply tank 12 has a maximum water level line and a minimum water level line. The top of the first heat exchanger 6 is located between the maximum water level line and the minimum water level line. Of course, as shown in Figures 31-33, the top of the first heat exchanger 6 can also be located below the minimum water level line to fully ensure heat exchange efficiency.

[0167] The inlet and outlet positions of the first coolant flow path of the first heat exchanger 6 are opposite to those of the first refrigerant flow path. The inlet of the first coolant flow path is located above the outlet, and the inlet of the first refrigerant flow path is located below the outlet to ensure heat exchange efficiency. Of course, the first refrigerant flow path can be top-in and top-out, and the first coolant flow path can also be top-in and top-out (as shown in Figures 31-33).

[0168] As shown in Figure 1, the control valve assembly 53 also includes an electronic expansion valve 531, a first on / off valve 537, and a second on / off valve 538. The first on / off valve 537 is connected between the liquid storage tank 14 and the gas-liquid separator 16, and the second on / off valve 538 is connected between the compressor 1 and the external condenser 2. The first throttling element 521 includes a first throttling element 521, a second throttling element 522, and a third throttling element 524. The first on / off valve 537 and the second on / off valve 538 can each be selected as a solenoid valve.

[0169] 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.

[0170] As shown in Figure 2, in battery heating mode, the second on / off valve 538 is closed, the first on / off valve 537 is open, the electronic expansion valve 531 is open (for example, the electronic expansion valve 531 is a large-diameter electronic expansion valve), the first throttling element 521 is open, and the second throttling element 522 and the third throttling element 524 are both closed.

[0171] 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 electronic expansion valve 531 through the corresponding flow channel, and then flows out of the integrated module 5 into the heat exchange plate 3. At this time, the refrigerant condenses and releases heat to heat the battery module, improves battery life, improves battery efficiency, improves battery capacity and vehicle range at low temperatures, and effectively shortens charging time. After releasing heat, the refrigerant enters the integrated module 5 through the corresponding interface 510 and then flows through the second flow channel B to the first throttling element 521 for throttling and expansion. Then, the 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 first on / off valve 537 and the gas-liquid separator 16 in sequence, and then enters the compressor 1 for cyclic operation.

[0172] As shown in Figure 3, in battery cooling mode, the first on / off valve 537 is closed, the second on / off valve 538 is open, the electronic expansion valve 531 is open, the first throttling element 521 is open, and the second throttling element 522 and the third throttling element 524 are both closed.

[0173] At this time, the compressor 1 discharges high-temperature and high-pressure gaseous refrigerant, which enters the external condenser 2 through the second on / 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 into the first throttling element 521 for throttling, flows out of the integrated module 5 through the corresponding interface 510, and enters the heat exchange plate 3. At this time, the low-temperature and low-pressure gas-liquid mixture absorbs the heat of the battery module and evaporates, realizing the cooling when the power battery temperature is too high. It then flows into the integrated module 5 through the corresponding interface 510, flows to the gas-liquid separator 16 through the third flow channel C, and finally enters the inlet 1b of the compressor 1 through the connecting pipeline for circulation.

[0174] As shown in Figure 4, in heating mode, the refrigerant flows out of the compressor 1 and into the vehicle condenser 8. The refrigerant releases heat in the vehicle condenser 8, and the hot air is blown into the vehicle by the blower to heat the vehicle. The refrigerant coming out of the vehicle condenser 8 enters the integrated module 5 through the corresponding interface 510, and expands through the second throttling element 522. It then enters the first heat exchanger 6 through the corresponding flow channel to exchange heat with the water side to achieve heat absorption and evaporation (absorbing waste heat from the motor and electronic control module, etc.). The refrigerant coming out of the first heat exchanger 6 passes through the first on / off valve 537 and the gas-liquid separator 16, and flows back to the compressor 1 for circulation.

[0175] As shown in Figure 5, in the battery heating + heating mode, the second on / off valve 538 is closed, the first on / off valve 537 is open, the electronic expansion valve 531 is open, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 524 is closed.

[0176] At this time, compressor 1 discharges high-temperature, high-pressure gaseous refrigerant, which is divided into two paths: one path enters the vehicle interior condenser 8, where the refrigerant releases heat. This heat release, combined with the air-heated PTC, is then blown into the vehicle interior by a blower to provide heating. The refrigerant exiting the vehicle interior condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the second throttling element 522 for expansion. The other path enters the integrated module 5 through the corresponding interface 510 and flows through the electronic expansion valve 531 to the heat exchange plate 3 to heat the battery and improve battery performance. This improves battery life, increases battery efficiency, enhances battery capacity and vehicle range at low temperatures, and effectively shortens charging time. After the heat exchange plate 3 releases heat, the refrigerant enters the integrated module 5 through the corresponding interface 510 and passes through the first throttling element 521 and the first one-way valve 54 in sequence. The refrigerant flowing through the first one-way valve 54 and the refrigerant flowing through the second throttling element 522 merge and enter the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 flows to the gas-liquid separator 16 through the first on / off valve 537 and finally enters the compressor 1 for cyclic operation.

[0177] As shown in Figure 6, in the battery cooling + heating mode, the first on / off valve 537 and the second on / off valve 538 are both open, the electronic expansion valve 531 is closed, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 524 is closed.

[0178] 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. This heat release, combined with the PTC heater, 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 then passes through the second throttling element. After expansion and throttling, the refrigerant from the first heat exchanger 6 absorbs heat and evaporates. The refrigerant from the first heat exchanger 6 flows through the third one-way valve 59 and then through the second one-way valve 55 to the first throttling element 521 and then to the heat exchange plate 3. The low-temperature, low-pressure gas-liquid mixture absorbs heat from the battery module and evaporates, thus cooling the power battery when the temperature is too high. The refrigerant in the heat exchange plate 3 flows into the integrated module 5 through the corresponding interface 510 and then through the third flow channel C. After passing through the gas-liquid separator 16, it enters the compressor 1 for cyclic operation.

[0179] As shown in Figure 7, in cooling mode, the first on / off valve 537 and the electronic expansion valve 531 are closed, and the second on / off valve 538 is open. At this time, the compressor 1 discharges high-temperature and 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 and high-pressure liquid. It then enters the integrated module 5 through the third one-way valve 59, flows through the third throttling element 524, and exits the integrated module 5. The low-temperature and 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 and 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.

[0180] As shown in Figure 8, in the battery heating + cooling mode, the first on / off valve 537 is closed, the second on / off valve 538 is open, the electronic expansion valve 531 is open, the first throttling element 521 is open, the third throttling element 524 is open, and the second throttling element 522 is closed.

[0181] 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 second shut-off valve 538, where the refrigerant liquefies after releasing heat in the external condenser 2, becoming a medium-temperature, high-pressure liquid. Excess refrigerant is stored in the liquid storage tank 14, and the refrigerant 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, and flows to the heat exchange plate 3 after passing through the electronic expansion valve 531 to heat the battery module, thereby improving battery life, battery efficiency, battery capacity at low temperatures, and the overall vehicle range, effectively shortening charging time, and the refrigerant after releasing heat... The refrigerant enters the integrated module 5 through the corresponding interface 510, then flows through the first throttling element 521 to the first one-way valve 54, and enters the first heat exchanger 6 to absorb heat and evaporate. It then merges with the refrigerant from the previous channel to form a gas-liquid mixture, which enters the third throttling element 524 through the corresponding flow channel for throttling and expansion. It then flows out of the integrated module 5 through the corresponding interface 510. The low-temperature, low-pressure gas-liquid mixture enters the vehicle evaporator 7 to absorb heat and evaporate, causing the temperature of the passenger compartment to drop. The low-temperature, low-pressure gas enters the integrated module 5 through the corresponding interface 510, and flows through the gas-liquid separator 16 to the compressor 1 for cyclic operation.

[0182] As shown in Figure 9, in the battery cooling + refrigeration mode, the first on / off valve 537 is closed, the second on / off valve 538 is open, the electronic expansion valve 531 is open, the first throttling element 521 and the third throttling element 524 are open, and the second throttling element 522 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 flows through the second one-way valve 55 and then through the first throttling element 521 to the heat exchange plate 3, which cools down the power battery when the temperature is too high. The refrigerant then enters the integrated module 5 again through the corresponding interface 510. The other path flows out of the integrated module 5 through the third throttling element 524 and the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture enters the internal evaporator 7 to absorb heat and evaporate, which lowers the temperature of the passenger compartment. The low-temperature and low-pressure gas then flows back into the integrated module 5 through the corresponding interface 510 and merges with the refrigerant from the above path in the third flow channel C before entering the gas-liquid separator 16 and then flowing back to compressor 1 for circulation.

[0183] As shown in Figure 10, in cooling + heating mode, the first on / off valve 537 and the second on / off valve 538 are open, and the electronic expansion valve 531 is 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 releases heat and liquefies into 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, it enters the third throttling element 524 throttling expansion valve. The low-temperature, low-pressure gas-liquid mixture enters the internal evaporator 7 to absorb heat and evaporate, thus lowering the temperature of the passenger compartment. The low-temperature, low-pressure gaseous refrigerant then re-enters the integrated module 5, and through the internal flow channel of the first valve seat 5A, it enters the gas-liquid separator 16. The other path enters the internal condenser 8 to release heat, and through... The blower blows hot air into the vehicle to heat the interior. The refrigerant from the condenser 8 enters the integrated module 5 through the corresponding interface 510, then enters the second throttling element 522 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 first coolant path. The refrigerant from the first heat exchanger 6 enters the first 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.

[0184] 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.

[0185] As shown in Figure 11, in the battery heating + cooling + heating mode, the first on / off valve 537 is closed, the second on / off valve 538 is open, the electronic expansion valve 531 is open, the first throttling element 521 and the second throttling element 522 are open, and the third throttling element 524 is closed.

[0186] 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 for the vehicle interior; the refrigerant coming out of the internal condenser 8 enters the integrated module 5 through the corresponding interface 510 and flows through the second throttling element 522 for expansion; the third path enters the first flow channel A of the integrated module 5 through the corresponding interface 510, and flows to the heat exchange plate 3 after passing through the electronic expansion valve 531, 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 heat exchange plate 3 flows back into the integrated module 5 through the corresponding interface 510 and flows sequentially through the first throttling element 521 and the first one-way valve 54. The refrigerant flowing through the first one-way valve 54 merges with the refrigerant flowing through the second throttling element 522 and then enters the first heat exchanger 6 to absorb heat and evaporate. The refrigerant coming out of the first heat exchanger 6 merges with the refrigerant flowing through the third one-way valve 59 and then enters the third throttling element 524 through the corresponding flow channel for throttling and expansion. It then flows out of the integrated module 5 through the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture enters the vehicle evaporator 7 to absorb heat and evaporate, that is, to absorb heat from the environment. The low-temperature and low-pressure gas flows into the integrated module 5 through the corresponding interface 510, enters the gas-liquid separator 16 through the corresponding flow channel, and then flows into the compressor 1 for circulation.

[0187] As shown in Figure 12, in the battery cooling + cooling + heating mode, the first on / off valve 537 is closed, the second on / off valve 538 is open, the electronic expansion valve 531 is open, and the first throttling element 521, the second throttling element 522 and the third throttling element 524 are open.

[0188] 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 exiting the internal condenser 8 enters the integrated module 5 through the corresponding interface 510, then flows through the corresponding channel to the second throttling element 522 for expansion before entering the first heat exchanger 6, where it merges with the refrigerant flowing through the third one-way valve 59. Then it splits into two paths: the first path flows out of the integrated module 5 through the third throttling element 524 and the expansion valve, and then through the corresponding interface 510. The low-temperature and low-pressure gas-liquid mixture flows into the vehicle evaporator 7 to absorb heat and evaporate, which lowers the temperature of the passenger compartment. The low-temperature and low-pressure gas then flows into the integrated module 5 through the corresponding interface 510 and returns to the compressor 1 through the gas-liquid separator 16. The second path flows through the second one-way valve 55 and the first throttling element 521 to the heat exchange plate 3 to absorb heat from the battery module and evaporate, thereby cooling down the power battery when the temperature is too high. The refrigerant of the heat exchange plate 3 enters the compressor 1 for circulation after passing through the electronic expansion valve 531 and the gas-liquid separator 16.

[0189] 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.

[0190] 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.

[0191] 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.

[0192] 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.

[0193] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An integrated module (5) for a vehicle, characterized in that, The vehicle includes a battery module and a heat exchange plate (3). The heat exchange plate (3) exchanges heat with the battery module. The integrated module (5) includes a first valve seat (5A). The first valve seat (5A) is provided with an exhaust port (51a), a return port (51c), a first heat exchange plate port (51d), a second heat exchange plate port (51e), a throttle valve port (51u), a first heat exchanger port (51o), and a second heat exchanger port (51p). The exhaust port (51a) is used to connect with the first valve seat. (5A) is connected to the exhaust port (1a) of the compressor (1) outside, the return gas interface (51c) is adapted to be connected to the return gas port (1b) of the compressor (1), the first heat exchange plate interface (51d) and the second heat exchange plate interface (51e) are used to be connected to the heat exchange plate (3), the throttle valve interface (51u) is connected to the first interface (51o) of the heat exchanger, and the second interface (51p) of the heat exchanger is connected to the return gas interface (51c); the first valve seat (5A) is provided with multiple refrigerant flow channels. The plurality of refrigerant flow channels include a first flow channel (A) and a second flow channel (B). The first flow channel (A) connects the exhaust port (51a) and the first heat exchange plate port (51d), and the second flow channel (B) connects the second heat exchange plate port (51e) and the throttle valve port (51u). An electronic expansion valve (531) is disposed on the first valve seat (5A) and connected to the first flow channel (A). The electronic expansion valve (531) has on / off and throttling functions. ; control valve assembly (53), the control valve assembly (53) includes a first throttling element (521), the first throttling element (521) is fixed to the first valve seat (5A) and connected to the throttling valve interface (51u); first heat exchanger (6), the first heat exchanger (6) is disposed on the first valve seat (5A), the first heat exchanger (6) is provided with a first refrigerant flow path, the two ends of the first refrigerant flow path are respectively connected to the first interface (51o) of the heat exchanger and the second interface (51p) of the heat exchanger.

2. The integrated module (5) for a vehicle according to claim 1, characterized in that, It also includes a gas-liquid separator (16), which is located on the first valve seat (5A). The inlet end of the gas-liquid separator (16) is connected to the return gas interface (51c), and the outlet end of the gas-liquid separator (16) is connected to the return gas port (1b) of the compressor (1).

3. The integrated module (5) according to claim 1, characterized in that, The first valve seat (5A) is also provided with an external condenser interface (51v) for connecting to the external condenser (2); the external condenser interface (51v) is connected to the first throttling element (521); the first valve seat (5A) is also provided with a third flow channel (C), which is connected to the electronic expansion valve (531) and the return gas interface (51c) respectively.

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

5. The integrated module (5) for a vehicle according to claim 1, characterized in that, The first valve seat (5A) is also provided with an in-vehicle condenser outlet interface (51z), and the control valve group (53) further includes a second throttling element (522), which is located on the first valve seat (5A) and is connected to the in-vehicle condenser outlet interface (51z) and the heat exchanger first interface (51o) respectively.

6. The integrated module (5) for a vehicle according to claim 1, characterized in that, The control valve assembly (53) includes a first on / off valve (537), which is located on the first valve seat (5A). The first on / off valve (537) is connected to a first internal flow channel (G) that connects the second port (51p) of the heat exchanger and the return gas port (51c) to control its on / off state.

7. The integrated module (5) for a vehicle according to claim 3, characterized in that, The first valve seat (5A) is also provided with an evaporator inlet port (51x) and an evaporator outlet port (51y). The evaporator inlet port (51x) and the evaporator outlet port (51y) are respectively connected to the two ends of the vehicle evaporator located outside the first valve seat (5A). The first valve seat (5A) is provided with an outlet flow channel connecting the evaporator outlet port (51y) and the return gas port (51c). The first valve seat (5A) is provided with an inlet flow channel connecting the evaporator inlet port (51x) and the vehicle external condenser port (51v). The control valve group (53) also includes a third throttling element (524). The third throttling element (524) is located on the first valve seat (5A) and connected to the inlet flow channel.

8. The integrated module for a vehicle according to any one of claims 1-7, characterized in that, The first valve seat (5A) includes: a first plate (511) having a plurality of grooves (511a); and a second plate (512) fixed to the first plate (511) to close the plurality of grooves (511a). The plurality of grooves (511a) and the second plate (512) define an external refrigerant channel for circulating refrigerant, the external refrigerant channel including a portion of the plurality of refrigerant channels.

9. The integrated module for a vehicle according to claim 8, 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.

10. The integrated module for a vehicle according to claim 9, characterized in that, The external refrigerant channels are multiple, and at least a portion of the external refrigerant channels have a rectangular cross-section; and / or: the internal channels (511c) are multiple, and at least a portion of the internal channels (511c) have a rectangular cross-section.

11. The integrated module for a vehicle according to claim 8, characterized in that, The first plate has multiple valve seats on the side opposite to the second plate. The valve seats protrude in the direction opposite to the second plate, and each valve seat defines a valve cavity. The multiple control valves of the control valve group (53) are respectively located in the multiple valve cavities.

12. The integrated module for a vehicle according to claim 11, characterized in that, The wall thickness of each valve chamber ranges from 3mm to 4mm.

13. The integrated module for a vehicle according to claim 11, characterized in that, The center distance between two adjacent valve chambers is L, where L > R1 + R2 + a, where R1 is the inner diameter of one of the valve chambers, R2 is the inner diameter of the other valve chamber, and a ranges from 8mm to 15mm.

14. The integrated module for a vehicle according to claim 8, 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.

15. The integrated module for a vehicle according to any one of claims 1-7, characterized in that, It also includes a second valve seat, which has a first water-side interface and a second water-side interface. The first water-side interface is adapted to be connected to the radiator of the electronic control module located outside the second valve seat, and the second water-side interface is adapted to be connected to the first radiator located outside the second valve seat. The integrated module also includes a first switching valve, which is located on the second valve seat and communicates with multiple internal water channels in the second valve seat. The first switching valve is activated to allow the coolant discharged from the first switching valve to flow to the first water-side interface and / or the second water-side interface.

16. The integrated module for a vehicle according to claim 15, characterized in that, The second valve seat is also provided with a third heat exchanger port and a fourth heat exchanger port, which are respectively connected to a first coolant flow path outside the second valve seat; the first switching valve is connected to the third heat exchanger port and the fourth heat exchanger port respectively, and the operation of the first switching valve causes the coolant flowing to the first switching valve to flow directly to the first switching valve and / or flow to the first switching valve through the first coolant flow path.

17. The integrated module for a vehicle according to claim 16, characterized in that, 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.

18. The integrated module for a vehicle according to claim 15, characterized in that, The second valve seat is provided with a water tank interface, and the integrated module also includes a water replenishment tank, which is located on the second valve seat and connected to the water tank interface to replenish water toward the internal water channel.

19. The integrated module for a vehicle according to claim 15, characterized in that, The second valve seat is also provided with a water pump interface, and the integrated module also includes a water pump, which is located on the second valve seat and connected to the water pump interface to drive the flow of liquid in the internal water channel.

20. The integrated module for a vehicle according to claim 15, characterized in that, The first valve seat and the second valve seat are fixedly connected.

21. A thermal management system for a vehicle, characterized in that, Includes the integrated module (5) according to any one of claims 1-20.

22. A vehicle, characterized in that, include: Body; A power supply module, comprising a battery module and a heat exchange plate, wherein the heat exchange plate is disposed on the battery module for heat exchange with the battery module, and the power supply module is disposed on the vehicle body; an integrated module, wherein the integrated module is an integrated module according to any one of claims 1-20, wherein the first valve seat is fixed to the vehicle body, and the first heat exchange plate interface and the second heat exchange plate interface are connected to the heat exchange plate.

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