Cooling liquid system integrated module and automobile thermal management system

Abstract

The present application relates to the technical field of automobile thermal management system, and more particularly to a cooling liquid system integrated module and an automobile thermal management system. The cooling liquid system integrated module comprises a three-way proportional regulating valve, ten stop valves and three water pumps. Through the setting of the three-way proportional regulating valve, the ten stop valves and the three water pumps, the cooling liquid system integrated module can have different working modes, thereby meeting different needs of users and improving user experience. The thermal management requirements between the six loads in the automobile thermal management system are realized, the condenser, the motor unit, the radiator, the warm core, the battery cooler and the battery pack unit are integrated in the cooling liquid system integrated module, the integration degree of the cooling liquid system integrated module is improved, the structure is simplified, the installation space is saved, and the cost is saved.

Description

Technical Field

[0001] This invention relates to the field of automotive thermal management system technology, and in particular to a coolant system integrated module and an automotive thermal management system. Background Technology

[0002] Automotive thermal management systems are widely used in various types of vehicles, including both gasoline-powered and new energy vehicles. For gasoline-powered vehicles, the thermal management system primarily controls the cooling of the engine and the temperature of the air conditioning system. However, for new energy vehicles, especially electric vehicles, the thermal management system is more complex, requiring simultaneous consideration of the temperature management of the battery, motor, and passenger compartment.

[0003] With the development of automotive thermal management systems, their integration level is becoming increasingly higher. Typically, to improve integration, multiple loads are integrated into the thermal management system. However, current automotive thermal management systems have complex structures, with intricate coolant flow paths between various loads, occupying a significant amount of space and making the vehicle's front compartment layout quite cramped. Furthermore, most existing automotive thermal management systems can only achieve a single operating mode, failing to meet diverse user needs and increasing costs.

[0004] Therefore, there is an urgent need to design a coolant system integration module and an automotive thermal management system to solve the above technical problems. Summary of the Invention

[0005] The primary objective of this invention is to propose a coolant system integrated module that is simple in structure and highly integrated; at the same time, it has multiple operating modes to meet different user needs.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] This invention provides a coolant system integrated module, including a condenser, a motor unit, a radiator, a heater core, a battery cooler, a battery pack unit, and a three-way proportional regulating valve;

[0008] The three-way proportional regulating valve has port a, port b and port c. Port a is connected to the condenser, port b is connected to the heating element, and port c is connected to both the radiator and the battery pack unit.

[0009] In battery cooling mode, the condenser, the radiator, and the motor unit are connected in sequence, and the outlet end of the motor unit is connected to the inlet end of the condenser to form a first high-temperature side closed loop; the battery cooler is connected to the battery pack unit to form a first low-temperature side closed loop.

[0010] In the cabin heating mode, the condenser is connected to the heating core through the three-way proportional regulating valve to form a second high-temperature side closed loop circuit; the motor unit, the battery cooler and the radiator are connected in sequence to form a second low-temperature side closed loop circuit.

[0011] In the simultaneous heating mode of the battery and the vehicle cabin, the condenser is connected to the battery pack unit and the heating core to form a third high-temperature side closed loop circuit; the motor unit, the battery cooler and the radiator are connected in sequence to form a third low-temperature side closed loop circuit.

[0012] In battery heating mode, the condenser is connected to the battery pack unit and forms a fourth high-temperature side closed loop; the motor unit, the battery cooler and the radiator are connected in sequence and form a fourth low-temperature side closed loop.

[0013] As an optional technical solution for a coolant system integration module, the coolant system integration module further includes a first water pump, one end of which is connected to the inlet end of the condenser, and the other end of which is connected to both the motor unit and the heater core.

[0014] As an optional technical solution for a coolant system integration module, the coolant system integration module further includes a second water pump, one end of which is connected to the inlet of the battery cooler, and the other end is connected to both the motor unit and the battery pack unit.

[0015] As an optional technical solution for a coolant system integration module, the coolant system integration module further includes a third water pump, one end of which is connected to the inlet of the battery pack unit, and the other end is connected to the C port and the battery cooler.

[0016] As an optional technical solution for a coolant system integration module, the coolant system integration module further includes a first shut-off valve, a second shut-off valve, a third shut-off valve, a fourth shut-off valve, and a fifth shut-off valve;

[0017] One end of the first shut-off valve is connected to port c, and the other end is connected to the third water pump;

[0018] One end of the second shut-off valve is connected to port c, and the other end is connected to the radiator;

[0019] One end of the third shut-off valve is connected to the motor unit, and the other end is connected to the first water pump;

[0020] One end of the fourth shut-off valve is connected to the motor unit, and the other end is connected to the second water pump;

[0021] One end of the fifth shut-off valve is connected to the first water pump, and the other end is connected to the battery pack unit.

[0022] As an optional technical solution for a coolant system integration module, the coolant system integration module also includes a sixth shut-off valve;

[0023] One end of the sixth shut-off valve is connected to the second water pump, and the other end is connected to the battery pack unit.

[0024] As an optional technical solution for a coolant system integration module, the coolant system integration module also includes a seventh shut-off valve;

[0025] One end of the seventh shut-off valve is connected to the motor unit, and the other end is connected to the battery cooler.

[0026] As an optional technical solution for a coolant system integration module, the coolant system integration module further includes an eighth shut-off valve, a ninth shut-off valve, and a tenth shut-off valve;

[0027] One end of the eighth shut-off valve is connected to the battery cooler, and the other end is connected to the radiator;

[0028] One end of the ninth shut-off valve is connected to the battery cooler, and the other end is connected to one end of the tenth shut-off valve, and the other end of the tenth shut-off valve is connected to the second water pump.

[0029] As an optional technical solution for a coolant system integration module, the coolant system integration module also has a waste heat recovery mode. In the waste heat recovery mode, the condenser is connected to the battery pack unit and the heating core to form a fifth high-temperature side closed loop; the motor unit is connected to the battery cooler to form a fifth low-temperature side closed loop.

[0030] The second objective of this invention is to provide an automotive thermal management system that occupies less space in the vehicle's front compartment, improves the overall space utilization of the vehicle, and offers diverse operating modes to meet different user needs.

[0031] To achieve this objective, the present invention adopts the following technical solution:

[0032] The present invention provides an automotive thermal management system, which includes a refrigerant circuit and the above-mentioned coolant system integrated module. The refrigerant circuit exchanges heat with the coolant system integrated module through the condenser and the battery cooler.

[0033] The beneficial effects of the present invention include at least the following:

[0034] This invention provides a coolant system integrated module. By incorporating a condenser, motor unit, radiator, heater core, battery cooler, battery pack unit, and three-way proportional control valve, this coolant system integrated module can operate in different modes, thereby meeting diverse user needs and improving user experience. Furthermore, this invention integrates six loads—condenser, motor unit, radiator, heater core, battery cooler, and battery pack unit—into a single coolant system integrated module, increasing its integration level, simplifying its structure, saving installation space, and reducing costs.

[0035] The present invention also provides an automotive thermal management system that occupies less space in the vehicle's front compartment, improves the overall space utilization of the vehicle, and has diversified operating modes to meet different user needs. Attached Figure Description

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of the present invention and these drawings without creative effort.

[0037] Figure 1 This is a schematic diagram of the coolant system integrated module provided in an embodiment of the present invention;

[0038] Figure 2 This is a schematic diagram of the coolant system integrated module provided in the embodiment of the present invention in battery cooling mode;

[0039] Figure 3 This is a schematic diagram of the coolant system integrated module provided in the embodiment of the present invention in the cabin heating mode;

[0040] Figure 4 This is a schematic diagram of the coolant system integrated module provided in the embodiment of the present invention in a mode where the battery and the vehicle compartment are heated simultaneously;

[0041] Figure 5 This is a schematic diagram of the coolant system integrated module provided in the embodiment of the present invention in battery heating mode;

[0042] Figure 6 This is a schematic diagram of the coolant system integration module provided in the embodiment of the present invention in waste heat recovery mode.

[0043] Figure Labels

[0044] 11. Condenser; 12. Motor unit; 13. Radiator; 14. Heater core; 15. Battery cooler; 16. Battery pack unit;

[0045] 21. Three-way proportional control valve;

[0046] 31. First water pump; 32. Second water pump; 33. Third water pump;

[0047] 41. First shut-off valve; 42. Second shut-off valve; 43. Third shut-off valve; 44. Fourth shut-off valve; 45. Fifth shut-off valve; 46. Sixth shut-off valve; 47. Seventh shut-off valve; 48. Eighth shut-off valve; 49. Ninth shut-off valve; 410. Tenth shut-off valve. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0049] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0050] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0051] In the description of this invention, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this invention is in use. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0052] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" 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. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0053] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0054] 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.

[0055] This embodiment provides a coolant system integrated module with a simple structure and high integration; at the same time, it has multiple working modes to meet different user needs.

[0056] like Figures 1-6 As shown, the integrated coolant system module mainly includes a condenser 11, a motor unit 12, a radiator 13, a heater core 14, a battery cooler 15, a battery pack unit 16, and a three-way proportional control valve 21. The three-way proportional control valve 21 has ports a, b, and c. Port a is connected to the condenser 11, port b is connected to the heater core 14, and port c is connected to both the radiator 13 and the battery pack unit 16.

[0057] In battery cooling mode, condenser 11, radiator 13 and motor unit 12 are connected in sequence, and the outlet end of motor unit 12 is connected to the inlet end of condenser 11 to form a first high-temperature side closed loop circuit; battery cooler 15 is connected to battery pack unit 16 to form a first low-temperature side closed loop circuit.

[0058] In the cabin heating mode, the condenser 11 is connected to the heating core 14 through the three-way proportional regulating valve 21 to form a second high-temperature side closed loop circuit; the motor unit 12, battery cooler 15 and radiator 13 are connected in sequence to form a second low-temperature side closed loop circuit.

[0059] In the simultaneous heating mode of the battery and the vehicle compartment, the condenser 11 is connected to the battery pack unit 16 and the heating core 14 to form a third high-temperature side closed loop circuit; the motor unit 12, the battery cooler 15 and the radiator 13 are connected in sequence to form a third low-temperature side closed loop circuit.

[0060] In battery heating mode, condenser 11 is connected to battery pack unit 16 and forms a fourth high-temperature side closed loop; motor unit 12, battery cooler 15 and radiator 13 are connected in sequence and form a fourth low-temperature side closed loop.

[0061] Based on the above design, in this embodiment, the arrangement of the condenser 11, motor unit 12, radiator 13, heater core 14, battery cooler 15, battery pack unit 16, and three-way proportional regulating valve 21 enables the coolant system integrated module to operate in different modes, thereby meeting different user needs and improving user experience. Furthermore, this embodiment integrates the six loads—condenser 11, motor unit 12, radiator 13, heater core 14, battery cooler 15, and battery pack unit 16—into the coolant system integrated module, increasing the integration level of the module, simplifying the structure, saving installation space, and reducing costs.

[0062] The three-way proportional control valve 21 in this embodiment can change parameters such as the flow rate, pressure, and temperature of the coolant according to the control signal, thereby achieving precise control of the coolant. The three-way proportional control valve 21 in this embodiment is a common component on the market, and its working principle and specific structure will not be described in detail here.

[0063] It is understood that the coolant in the coolant system integration module in this embodiment exchanges heat with the refrigerant in the vehicle thermal management system (the flow path of the refrigerant is not shown in the figure), thereby enabling the heating or cooling of the coolant, thus forming high-temperature side coolant and low-temperature side coolant under different operating modes, so as to meet the heating or cooling needs of the coolant under different operating modes for different loads.

[0064] like Figure 1 As shown, the coolant system integrated module in this embodiment also includes a first water pump 31, a second water pump 32, and a third water pump 33. One end of the first water pump 31 is connected to the inlet of the condenser 11, and the other end of the pump is connected to both the motor unit 12 and the heater core 14. One end of the second water pump 32 is connected to the inlet of the battery cooler 15, and the other end is connected to both the motor unit 12 and the battery pack unit 16. One end of the third water pump 33 is connected to the inlet of the battery pack unit 16, and the other end is connected to port C and the battery cooler 15.

[0065] Thus, by setting the first water pump 31, a certain amount of power can be provided for the coolant entering the condenser 11. In other words, the first water pump 31 can drive the coolant (high temperature) into the condenser 11 to realize the internal circulation of the coolant in the first high temperature side closed loop, or the second high temperature side closed loop, or the third high temperature side closed loop, or the fourth high temperature side closed loop, thereby improving the heat exchange efficiency.

[0066] By setting the second water pump 32, a certain amount of power can be provided for the coolant entering the battery cooler 15. In other words, the second water pump 32 can drive the coolant (low temperature) into the battery cooler 15 to realize the internal circulation of the coolant in the first low temperature side closed loop, or the second low temperature side closed loop, or the third low temperature side closed loop, or the fourth low temperature side closed loop, thereby improving the heat exchange efficiency.

[0067] By setting the third water pump 33, a certain amount of power can be provided for the coolant entering the battery pack unit 16. In other words, the third water pump 33 can drive the coolant (high temperature or low temperature) into the battery pack unit 16 to realize the internal circulation of the coolant in the first low temperature side closed loop, or the third high temperature side closed loop, or the fourth high temperature side closed loop, thereby improving the heat exchange efficiency and thus improving the heating or cooling effect of the coolant on the battery pack.

[0068] In addition, the coolant system integration module also includes a first shut-off valve 41, a second shut-off valve 42, a third shut-off valve 43, a fourth shut-off valve 44, a fifth shut-off valve 45, a sixth shut-off valve 46, a seventh shut-off valve 47, an eighth shut-off valve 48, a ninth shut-off valve 49, and a tenth shut-off valve 410.

[0069] One end of the first shut-off valve 41 is connected to port C, and the other end is connected to the third water pump 33; one end of the second shut-off valve 42 is connected to port C, and the other end is connected to the radiator 13; one end of the third shut-off valve 43 is connected to the motor unit 12, and the other end is connected to the first water pump 31; one end of the fourth shut-off valve 44 is connected to the motor unit 12, and the other end is connected to the second water pump 32; one end of the fifth shut-off valve 45 is connected to the first water pump 31, and the other end is connected to the battery pack unit 16; one end of the sixth shut-off valve 46 is connected to the second water pump 32, and the other end is connected to the battery pack unit 16; one end of the seventh shut-off valve 47 is connected to the motor unit 12, and the other end is connected to the battery cooler 15; one end of the eighth shut-off valve 48 is connected to the battery cooler 15, and the other end is connected to the radiator 13; one end of the ninth shut-off valve 49 is connected to the battery cooler 15, and the other end is connected to one end of the tenth shut-off valve 410, and the other end of the tenth shut-off valve 410 is connected to the second water pump 32.

[0070] In this embodiment, the first water pump 31, the second water pump 32, the third water pump 33, the three-way proportional regulating valve 21, and the first shut-off valves 41, 42, 43, 44, 45, 46, 47, 48, 49, and 410 are all located in the middle of the coolant system integrated module, while the six loads are located on both sides of the coolant system integrated module. This facilitates the flow path connection between the loads, reduces the length of the flow path, and thus reduces heat loss of the coolant in the flow path, improves heat exchange efficiency, saves energy, and saves costs. At the same time, this arrangement also improves the integration of the coolant system integrated module, saves installation space, has a simple structure, occupies less space, and simplifies the switching control between different operating modes. Furthermore, it improves the convenience of flow path installation between the loads, increases assembly efficiency, and facilitates later inspection and maintenance.

[0071] The following section describes the flow direction of the coolant in different operating modes of the integrated coolant system module.

[0072] It should be noted that, Figures 1-6 The abbreviations for the various components are as follows:

[0073] Condenser 11 (WCC), motor unit 12 (EDU), radiator 13 (LTR), heating element 14 (HTR), battery cooler 15 (Chiller), battery pack unit 16 (BAT), three-way proportional control valve 21 (TWV);

[0074] First water pump 31 (CP1), second water pump 32 (CP2), third water pump 33 (CP3);

[0075] First shut-off valve 41 (SOV1), second shut-off valve 42 (SOV2), third shut-off valve 43 (SOV3), fourth shut-off valve 44 (SOV4), fifth shut-off valve 45 (SOV5), sixth shut-off valve 46 (SOV6), seventh shut-off valve 47 (SOV7), eighth shut-off valve 48 (SOV8), ninth shut-off valve 49 (SOV9), and tenth shut-off valve 410 (SOV10).

[0076] like Figure 2As shown, when the coolant system integrated module is in battery cooling mode, the coolant (high temperature) flowing out of the condenser 11 flows through ports a and c of the three-way proportional regulating valve 21 and then to the second shut-off valve 42. The second shut-off valve 42 regulates the flow rate of the coolant to achieve reasonable heat distribution. The coolant flowing through the second shut-off valve 42 flows to the radiator 13 for heat dissipation to lower the temperature of the coolant. Then, the coolant flowing out of the radiator 13 flows to the motor unit 12, carrying away the heat from the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows back to the condenser 11 after passing through the third shut-off valve 43 and the first water pump 31, completing the circulation of coolant in the first high-temperature side closed loop.

[0077] The coolant (low temperature) flowing out of the battery cooler 15 enters the third water pump 33 through the throttling regulation of the ninth shut-off valve 49. Then, the coolant is driven by the third water pump 33 into the battery pack unit 16, so that the coolant exchanges heat with the battery pack unit 16, thereby carrying away the heat of the battery pack unit 16 and achieving the cooling effect of the battery pack unit 16. The coolant flowing out of the battery pack unit 16 enters the second water pump 32 through the sixth shut-off valve 46, and is finally driven by the second water pump 32 into the battery cooler 15, thus completing the circulation of coolant in the first low temperature side closed loop.

[0078] In this embodiment, the heat of the coolant in the first high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be at a high temperature. In this embodiment, the heat of the coolant in the first low-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be at a low temperature.

[0079] like Figure 3 As shown, when the coolant system integrated module is in the cabin heating mode, the coolant (high temperature) flowing out of the condenser 11 flows through the a port and b port of the three-way proportional regulating valve 21 and then into the heating core 14. At this time, the coolant can heat the heating core 14, so that the heating core 14 releases heat into the passenger compartment. The coolant flowing out of the heating core 14 flows back into the condenser 11 after passing through the first water pump 31, completing the circulation of coolant in the second high temperature side closed loop.

[0080] The coolant (low temperature) flowing out of the battery cooler 15 flows into the radiator 13 after passing through the eighth shut-off valve 48. At this time, the coolant exchanges heat with the external environment in the radiator 13. The coolant flowing out of the radiator 13 flows into the motor unit 12. At this time, the coolant carries away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows into the second water pump 32 through the fourth shut-off valve 44. Then, the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulation of coolant in the second low temperature side closed loop.

[0081] In this embodiment, the heat of the coolant in the second high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be at a high temperature. In this embodiment, the heat of the coolant in the second low-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be at a low temperature.

[0082] like Figure 4 As shown, when the coolant system integrated module is in the simultaneous heating mode of the battery and the vehicle compartment, the coolant (high temperature) flowing out of the condenser 11 is divided into two parts after passing through the three-way proportional regulating valve 21: one part of the coolant flows through the a port and b port of the three-way proportional regulating valve 21 and then flows into the heating core 14. At this time, the coolant can heat the heating core 14, so that the heating core 14 releases heat into the passenger compartment. The coolant flowing out of the heating core 14 flows back to the condenser 11 after passing through the first water pump 31. Another portion of the coolant flows through port C of the three-way proportional regulating valve 21 and then to the first shut-off valve 41 for throttling. It then flows to the third water pump 33 and is driven by the third water pump 33 to the battery pack unit 16, realizing the heat exchange between the coolant and the battery pack unit 16 and fulfilling the heating requirements of the battery pack unit 16. The coolant flowing out of the battery pack unit 16 is then throttled by the fifth shut-off valve 45 and merges with the coolant flowing out of the heating core 14. Finally, the merged coolant is driven back to the condenser 11 by the first water pump 31, completing the circulation of coolant in the third high-temperature side closed loop.

[0083] The coolant (low temperature) flowing out of the battery cooler 15 flows into the radiator 13 after passing through the eighth shut-off valve 48. At this time, the coolant exchanges heat with the external environment in the radiator 13. The coolant flowing out of the radiator 13 flows into the motor unit 12. At this time, the coolant carries away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows into the second water pump 32 through the fourth shut-off valve 44. Then, the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulation of coolant in the third low temperature side closed loop.

[0084] In this embodiment, the heat of the coolant in the third high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be at a high temperature. In this embodiment, the heat of the coolant in the third low-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be at a low temperature.

[0085] like Figure 5 As shown, when the coolant system integrated module is in battery heating mode, the coolant (high temperature) flowing out of the condenser 11 flows through ports a and c of the three-way proportional regulating valve 21 to the first shut-off valve 41 for throttling, and then flows to the third water pump 33. The third water pump 33 drives the coolant to the battery pack unit 16, realizing the heat exchange between the coolant and the battery pack unit 16, and fulfilling the heating requirements of the battery pack unit 16. Then, the coolant flowing out of the battery pack unit 16 flows through the fifth shut-off valve 45 for throttling and then flows to the first water pump 31. Finally, the first water pump 31 drives the coolant back to the condenser 11, completing the circulation of coolant in the fourth high-temperature side closed loop.

[0086] The coolant (low temperature) flowing out of the battery cooler 15 flows into the radiator 13 after passing through the eighth shut-off valve 48. At this time, the coolant exchanges heat with the external environment in the radiator 13. The coolant flowing out of the radiator 13 flows into the motor unit 12. At this time, the coolant carries away the heat of the motor unit 12. Finally, the coolant flowing out of the motor unit 12 flows into the second water pump 32 through the fourth shut-off valve 44. Then, the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulation of coolant in the fourth low temperature side closed loop.

[0087] In this embodiment, the heat of the coolant in the fourth high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be at a high temperature. In this embodiment, the heat of the coolant in the fourth low-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be at a low temperature.

[0088] Typically, the coolant on the low-temperature side can only absorb heat from the environment through the radiator 13. In cold winters, the coolant's heat absorption effect through the radiator 13 is poor, affecting the heat exchange effect. At the same time, the heat of the motor unit 12 is not well utilized, resulting in heat loss and increased costs.

[0089] Therefore, the coolant system integrated module in this embodiment can effectively solve the technical problems of the coolant system integrated module being unable to absorb heat from the environment through the radiator 13 and the heat waste of the motor unit 12 when the ambient temperature is low through the waste heat recovery mode.

[0090] like Figure 6 As shown, when the coolant system integrated module is in waste heat recovery mode, the condenser 11 is connected to the battery pack unit 16 and the heating core 14 and forms the fifth high-temperature side closed loop; the motor unit 12 is connected to the battery cooler 15 and forms the fifth low-temperature side closed loop.

[0091] Specifically, when the coolant system integrated module is in waste heat recovery mode, the coolant (high temperature) flowing out of the condenser 11 is divided into two parts after passing through the three-way proportional regulating valve 21: one part of the coolant flows through the a port and b port of the three-way proportional regulating valve 21 and then flows into the heating core 14. At this time, the coolant can heat the heating core 14, so that the heating core 14 releases heat into the passenger compartment. The coolant flowing out of the heating core 14 flows back into the condenser 11 after passing through the first water pump 31. Another portion of the coolant flows through port C of the three-way proportional regulating valve 21 and then to the first shut-off valve 41 for throttling. It then flows to the third water pump 33 and is driven by the third water pump 33 to the battery pack unit 16, realizing the heat exchange between the coolant and the battery pack unit 16 and fulfilling the heating requirements of the battery pack unit 16. The coolant flowing out of the battery pack unit 16 is then throttled by the fifth shut-off valve 45 and merges with the coolant flowing out of the heating core 14. Finally, the merged coolant is driven back to the condenser 11 by the first water pump 31, completing the circulation of coolant in the fifth high-temperature side closed loop.

[0092] The coolant (low temperature) flowing out of the battery cooler 15 flows into the motor unit 12 after passing through the seventh shut-off valve 47, so that the coolant carries away the heat of the motor unit 12. The coolant flowing out of the motor unit 12 flows into the second water pump 32 after passing through the fourth shut-off valve 44. Then, the second water pump 32 drives the coolant to flow back into the battery cooler 15, completing the circulation of coolant in the fifth low temperature side closed loop.

[0093] Thus, in the waste heat recovery mode, the coolant can absorb the heat of the motor unit 12, preventing the heat of the motor unit 12 from being lost, thereby realizing the function of waste heat recovery of the motor unit 12, saving energy and reducing costs.

[0094] In this embodiment, the heat of the coolant in the fifth high-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the condenser 11, so that the coolant flowing out of the condenser 11 can be at a high temperature. In this embodiment, the heat of the coolant in the fifth low-temperature side closed-loop circuit is exchanged with the refrigerant in the refrigerant circuit through the battery cooler 15, so that the coolant flowing out of the battery cooler 15 can be at a low temperature.

[0095] It should be noted that, as Figures 2-6 As shown, in this embodiment, the first high-temperature side closed-loop circuit, the second high-temperature side closed-loop circuit, the third high-temperature side closed-loop circuit, the fourth high-temperature side closed-loop circuit, and the fifth high-temperature side closed-loop circuit are all represented by dashed lines; the first low-temperature side closed-loop circuit, the second low-temperature side closed-loop circuit, the third low-temperature side closed-loop circuit, the fourth low-temperature side closed-loop circuit, and the fifth low-temperature side closed-loop circuit are all represented by polylines.

[0096] It is understood that the coolant system integrated module in this embodiment also includes a controller. The controller is electrically connected to the three-way proportional regulating valve 21, the first water pump 31, the second water pump 32, the third water pump 33, and the first shut-off valve 41, the second shut-off valve 42, the third shut-off valve 43, the fourth shut-off valve 44, the fifth shut-off valve 45, the sixth shut-off valve 46, the seventh shut-off valve 47, the eighth shut-off valve 48, the ninth shut-off valve 49, and the tenth shut-off valve 410, so that the controller can control the switching of the above five working modes to meet the user's needs. The controller in this embodiment is a component in the prior art, such as a conventional PLC controller. Therefore, the working principle and specific structure of the controller will not be described in detail in this embodiment.

[0097] This embodiment also provides an automotive thermal management system, which includes a refrigerant circuit and the aforementioned coolant system integrated module. The refrigerant circuit exchanges heat with the coolant system integrated module through the condenser 11 and the battery cooler 15.

[0098] Because this automotive thermal management system uses the aforementioned integrated coolant system module, it occupies less space in the vehicle's front compartment, improving the overall space utilization of the vehicle. It also offers diverse operating modes to meet different user needs.

[0099] Obviously, the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

[0100] Note that in the description of this specification, the references to terms such as "some embodiments," "other embodiments," 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 present 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.

Claims

1. A coolant system integrated module, characterized in that, It includes a condenser (11), a motor unit (12), a radiator (13), a heating element (14), a battery cooler (15), a battery pack unit (16), and a three-way proportional control valve (21); The three-way proportional regulating valve (21) has port a, port b and port c. Port a is connected to the condenser (11), port b is connected to the heating core (14), and port c is connected to both the radiator (13) and the battery pack unit (16). In battery cooling mode, the condenser (11), the radiator (13) and the motor unit (12) are connected in sequence, and the outlet end of the motor unit (12) is connected to the inlet end of the condenser (11) to form a first high-temperature side closed loop; the battery cooler (15) is connected to the battery pack unit (16) to form a first low-temperature side closed loop. In the cabin heating mode, the condenser (11) is connected to the heating core (14) through the three-way proportional regulating valve (21) and forms a second high-temperature side closed loop circuit; the motor unit (12), the battery cooler (15) and the radiator (13) are connected in sequence and form a second low-temperature side closed loop circuit. In the simultaneous heating mode of the battery and the vehicle cabin, the condenser (11) is connected to the battery pack unit (16) and the heating core (14) to form a third high-temperature side closed loop; the motor unit (12), the battery cooler (15) and the radiator (13) are connected in sequence to form a third low-temperature side closed loop. In battery heating mode, the condenser (11) is connected to the battery pack unit (16) and forms a fourth high-temperature side closed loop; the motor unit (12), the battery cooler (15) and the radiator (13) are connected in sequence and form a fourth low-temperature side closed loop.

2. The coolant system integrated module according to claim 1, characterized in that, The coolant system integrated module also includes a first water pump (31), one end of which is connected to the inlet end of the condenser (11), and the other end of which is connected to both the motor unit (12) and the heater core (14).

3. The coolant system integrated module according to claim 2, characterized in that, The coolant system integrated module also includes a second water pump (32), one end of which is connected to the inlet of the battery cooler (15), and the other end is connected to both the motor unit (12) and the battery pack unit (16).

4. The coolant system integrated module according to claim 3, characterized in that, The coolant system integrated module also includes a third water pump (33), one end of which is connected to the inlet of the battery pack unit (16), and the other end is connected to the C port and the battery cooler (15).

5. The coolant system integrated module according to claim 4, characterized in that, The coolant system integrated module also includes a first shut-off valve (41), a second shut-off valve (42), a third shut-off valve (43), a fourth shut-off valve (44), and a fifth shut-off valve (45); One end of the first shut-off valve (41) is connected to port c, and the other end is connected to the third water pump (33); One end of the second shut-off valve (42) is connected to port c, and the other end is connected to the radiator (13); One end of the third shut-off valve (43) is connected to the motor unit (12), and the other end is connected to the first water pump (31); One end of the fourth shut-off valve (44) is connected to the motor unit (12), and the other end is connected to the second water pump (32); One end of the fifth shut-off valve (45) is connected to the first water pump (31), and the other end is connected to the battery pack unit (16).

6. The coolant system integrated module according to claim 5, characterized in that, The coolant system integrated module also includes a sixth shut-off valve (46); One end of the sixth shut-off valve (46) is connected to the second water pump (32), and the other end is connected to the battery pack unit (16).

7. The coolant system integrated module according to claim 6, characterized in that, The coolant system integrated module also includes a seventh shut-off valve (47); One end of the seventh shut-off valve (47) is connected to the motor unit (12), and the other end is connected to the battery cooler (15).

8. The coolant system integrated module according to claim 7, characterized in that, The coolant system integrated module also includes an eighth shut-off valve (48), a ninth shut-off valve (49), and a tenth shut-off valve (410); One end of the eighth shut-off valve (48) is connected to the battery cooler (15), and the other end is connected to the radiator (13); One end of the ninth shut-off valve (49) is connected to the battery cooler (15), and the other end is connected to one end of the tenth shut-off valve (410), and the other end of the tenth shut-off valve (410) is connected to the second water pump (32).

9. The coolant system integrated module according to claim 1, characterized in that, The coolant system integrated module also has a waste heat recovery mode. In the waste heat recovery mode, the condenser (11) is connected to the battery pack unit (16) and the heating core (14) to form a fifth high-temperature side closed loop; the motor unit (12) is connected to the battery cooler (15) to form a fifth low-temperature side closed loop.

10. An automotive thermal management system, characterized in that, The automotive thermal management system includes a refrigerant circuit and a coolant system integrated module according to any one of claims 1-9. The refrigerant circuit exchanges heat with the coolant system integrated module through the condenser (11) and the battery cooler (15).

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