Integrated thermal management module and vehicle

Abstract

The present application relates to the field of new energy vehicle thermal management technology, especially to an integrated thermal management module and a vehicle. The integrated thermal management module comprises: a flow channel for conveying coolant is formed inside a flow dividing member; a power assembly is used to provide power for the coolant flowing in the flow channel; a switching assembly is in communication with the flow channel and comprises a first four-way valve and a second four-way valve; a warm air core inlet, a heat exchanger inlet, a heat exchanger outlet, an electric drive system inlet, an electric drive system outlet, a radiator inlet, a radiator outlet, a heater inlet, a heater outlet, a battery water pump inlet and a battery outlet are arranged on the side wall of the flow dividing member and are in communication with the flow channel. The present application has the advantages of simple structure, small size and easy installation, thereby reducing the weight of the whole vehicle, reducing the parts of the whole vehicle, reducing the cost, reducing the pressure loss of the whole vehicle system, improving the thermal efficiency of the thermal management system, making the vehicle energy-saving and comfortable, and improving the cruising range.

Description

Technical Field

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

[0002] With the development of new energy vehicles, their thermal management systems are becoming increasingly complex. To meet the safety, comfort, and economic requirements of new energy electric vehicles, in addition to fully considering the energy flow of the battery, motor, and passenger compartment, it is also necessary to refine the layout of functional requirements. For example, the decoupling and coupling of motor heat dissipation, heat storage, and waste heat utilization; battery heat dissipation, heating, and waste heat utilization; and passenger compartment cooling, heating, dehumidification, defrosting, and defogging are all required. This significantly increases the number of components in the vehicle's thermal management system, resulting in low integration of components in existing thermal management systems or a decrease in heat utilization efficiency. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide an integrated thermal management module and vehicle to solve the problems of existing thermal management modules having defects such as complex structure and low integration, which affect the safety, comfort and economy of the vehicle.

[0004] The first aspect of this invention provides an integrated thermal management module, comprising:

[0005] The flow divider has internal channels for conveying coolant.

[0006] A power assembly, connected to the flow channel, is used to provide power for the flow of the coolant within the flow channel;

[0007] A switching component is connected to the flow channel. The switching component includes a first four-way valve and a second four-way valve. The first four-way valve has a first inlet, a second inlet, a first outlet, and a second outlet. The second four-way valve has an inlet, a first outlet, a second outlet, and a third outlet.

[0008] The side wall of the diverter is provided with a water inlet for the heating core, a water inlet for the heat exchanger, a water outlet for the heat exchanger, a water inlet for the electric drive system, a water outlet for the electric drive system, a water inlet for the radiator, a water outlet for the radiator, a water inlet for the heater, a water outlet for the heater, a water inlet for the battery water pump, and a water outlet for the battery.

[0009] The first water inlet is connected to the water outlet of the electric drive system, and the second water inlet is connected to the first water outlet; the first water outlet is connected to the water inlet of the radiator, and the water outlet of the radiator and the second water outlet are respectively connected to the water inlet of the electric drive system.

[0010] The water inlet is connected to the battery outlet; the first drain outlet is connected to the heat exchanger inlet, and the heat exchanger outlet and the electric drive system outlet are respectively connected to the battery water pump inlet; the second drain outlet is connected to the heater inlet; the heater outlet is respectively connected to the battery water pump inlet and the heater core inlet; the third drain outlet is connected to the battery water pump inlet.

[0011] Preferably, the power assembly includes a motor water pump and a heater water pump, the motor water pump being located upstream of the water inlet of the electric drive system, and the heater water pump being located upstream of the water inlet of the heater core.

[0012] Preferably, a one-way valve is provided between the water inlet of the warm air core and the water outlet of the heater.

[0013] Preferably, it includes:

[0014] In the first functional mode, the motor heat storage and battery PTC heating are realized; in the first functional mode, the first water inlet is connected to the second water outlet, and the water inlet is connected to the second water outlet.

[0015] The second functional mode enables PTC cabin heating and dehumidification, motor heat storage, and battery PTC heating. In the second functional mode, the first water inlet is connected to the second water outlet, and the water inlet is connected to the second drain outlet and the third drain outlet, respectively.

[0016] Preferably, it includes:

[0017] The third functional mode enables PTC cabin heating and dehumidification, motor heat dissipation, and battery self-circulation; in the third functional mode, the first water inlet is connected to the first water outlet, and the water inlet is connected to the third water outlet.

[0018] The eighth functional mode enables motor heat dissipation and battery self-circulation; in the eighth functional mode, the first water inlet is connected to the first water outlet, and the water inlet is connected to the third water outlet.

[0019] Preferably, it includes:

[0020] The fourth functional mode enables the motor waste heat to heat the battery and the battery PTC heating; in the fourth functional mode, the water inlet, the first drain outlet, the second inlet and the second outlet are connected in sequence, and the water inlet and the second drain outlet are connected.

[0021] The fifth functional mode enables PTC cabin heating and dehumidification, motor waste heat heating of the battery, and battery PTC heating; in the fifth functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence, and the water inlet is connected to the second drain outlet.

[0022] The sixth functional mode enables the waste heat from the motor to heat the battery; in the sixth functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence.

[0023] The seventh functional mode enables PTC cabin heating and dehumidification, as well as motor waste heat heating of the battery; in the seventh functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence.

[0024] Preferably, it includes:

[0025] The ninth functional mode enables motor heat dissipation and battery cooling; in the ninth functional mode, the first water inlet is connected to the second water outlet, and the water inlet is connected to the first water outlet.

[0026] The tenth function mode enables cyclic heat dissipation for the motor and battery; in the tenth function mode, the water inlet, the first drain outlet, the second inlet, and the first outlet are connected in sequence.

[0027] Preferably, it includes:

[0028] In the eleventh functional mode, waste heat recovery from the motor is achieved; in the eleventh functional mode, the second inlet and the second outlet are connected, and the second four-way valve is closed.

[0029] Preferably, the sidewall of the diverter has a protruding mounting portion, and the mounting portion has a mounting hole;

[0030] The integrated thermal management module also includes:

[0031] Multiple seals are provided, some of which are sandwiched between the power assembly and the diverter, and some of which are sandwiched between the switching assembly and the diverter.

[0032] A second aspect of the present invention provides a vehicle including the integrated thermal management module described in any of the above technical solutions.

[0033] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0034] The integrated thermal management module of the present invention includes a flow divider, a power assembly, and a switching assembly. The flow divider has an internal channel for conveying coolant. The power assembly communicates with the flow channel and provides power for the coolant to flow within the channel. The switching assembly communicates with the flow channel and includes a first four-way valve and a second four-way valve. The first four-way valve has a first inlet, a second inlet, a first outlet, and a second outlet. The second four-way valve has an inlet, a first outlet, a second outlet, and a third outlet. A heater core inlet communicating with the flow channel is provided on the side wall of the flow divider. The system includes a heat exchanger inlet, a heat exchanger outlet, an electric drive system inlet, an electric drive system outlet, a radiator inlet, a radiator outlet, a heater inlet, a heater outlet, a battery water pump inlet, and a battery outlet. By switching between two four-way valves and coordinating with the power components, it meets the requirements of various operating modes. It boasts advantages such as simple structure, small size, and easy installation, thereby reducing overall vehicle weight, minimizing vehicle parts, lowering costs, reducing overall system pressure loss, improving the thermal efficiency of the thermal management system, resulting in energy-efficient and comfortable vehicles, and increasing driving range.

[0035] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

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

[0037] Figure 1 A schematic diagram of the structure of an integrated thermal management module provided in an embodiment of the present invention;

[0038] Figure 2 A schematic diagram of the integrated thermal management module provided in an embodiment of the present invention from another perspective;

[0039] Figure 3 A partial cross-sectional view of a seal installed between a second four-way valve and a flow divider in an integrated thermal management module provided for an embodiment of the present invention;

[0040] Figure 4 A partial cross-sectional view of a seal installed between a first four-way valve and a flow divider in an integrated thermal management module provided for an embodiment of the present invention;

[0041] Figure 5A partial cross-sectional view of a seal installed in a power assembly and a shunt in an integrated thermal management module provided for an embodiment of the present invention;

[0042] Figure 6 A schematic diagram illustrating the working principle of an integrated thermal management module provided in an embodiment of the present invention;

[0043] Figure 7 A schematic diagram of the working principle of the integrated thermal management module in the first functional mode provided for an embodiment of the present invention;

[0044] Figure 8 A schematic diagram illustrating the working principle of the integrated thermal management module in the second functional mode, provided for an embodiment of the present invention;

[0045] Figure 9 A schematic diagram illustrating the working principle of the integrated thermal management module in the third functional mode, provided for embodiments of the present invention;

[0046] Figure 10 A schematic diagram illustrating the working principle of the integrated thermal management module in the fourth functional mode, provided for embodiments of the present invention;

[0047] Figure 11 A schematic diagram illustrating the working principle of the integrated thermal management module in the fifth functional mode, provided for embodiments of the present invention;

[0048] Figure 12 A schematic diagram illustrating the working principle of the integrated thermal management module in the sixth functional mode, provided for an embodiment of the present invention.

[0049] Figure 13 A schematic diagram illustrating the working principle of the integrated thermal management module in the seventh functional mode, provided for embodiments of the present invention;

[0050] Figure 14 A schematic diagram illustrating the working principle of the integrated thermal management module in the eighth functional mode, provided for embodiments of the present invention;

[0051] Figure 15 A schematic diagram illustrating the working principle of the integrated thermal management module in the ninth functional mode, provided for embodiments of the present invention;

[0052] Figure 16 A schematic diagram illustrating the working principle of the integrated thermal management module in the tenth functional mode, provided for embodiments of the present invention.

[0053] Figure 17 The diagram illustrates the working principle of the integrated thermal management module provided in the eleventh functional mode according to an embodiment of the present invention.

[0054] Icons: 11-Motor water pump; 12-Heat air water pump; 21-First four-way valve; 201-First inlet; 202-Second inlet; 203-First outlet; 204-Second outlet; 22-Second four-way valve; 211-Inlet; 212-First drain; 213-Second drain; 214-Third drain; 30-Diverter; 301-Heat air core inlet; 302-Heat exchanger inlet; 303-Heat exchanger outlet; 304-Electric drive system inlet; 305-Electric drive system outlet; 306-Radiator inlet; 307-Radiator outlet; 308-Heater inlet; 309-Heater outlet; 310-Battery water pump inlet; 311-Battery outlet; 31-Mounting part; 32-Mounting hole; 40-Seal. Detailed Implementation

[0055] The following detailed embodiments are provided to help the reader gain a comprehensive understanding of the methods, apparatus, and / or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will be apparent after understanding the disclosure of this application. For example, the order of operations described herein is merely illustrative and is not limited to the order set forth herein; changes that will be apparent after understanding the disclosure of this application are possible, except for operations that must occur in a specific order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0056] The features described herein may be implemented in different forms and should not be construed as being limited to the examples described herein. Rather, the examples described herein have been provided merely to illustrate some of the many feasible ways of implementing the methods, apparatus, and / or systems described herein that will be apparent upon understanding the disclosure of this application.

[0057] Throughout the specification, when an element (such as a layer, region, or substrate) is described as being "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, it may be directly "on" another element, "connected to" another element, "bonded to" another element, "on" another element, or "covering" another element, or there may be one or more other elements in between. In contrast, when an element is described as being "directly on" another element, "directly connected to" another element, "directly bonded to" another element, "directly on" another element, or "directly covering" another element, there may be no other elements in between.

[0058] As used herein, the term “and / or” includes any one of the relevant items listed and any combination of any two or more items.

[0059] Although terms such as “first,” “first,” and “third” may be used herein to describe individual components, assemblies, regions, layers, or parts, these components, assemblies, regions, layers, or parts are not limited by these terms. Rather, these terms are used only to distinguish one component, assembly, region, layer, or part from another. Therefore, without departing from the teachings of the examples described herein, the first component, assembly, region, layer, or part referred to as such in the examples may also be referred to as the first component, assembly, region, layer, or part.

[0060] For ease of description, spatial relation terms such as “above,” “upper,” “below,” and “lower” are used herein to describe the relationship between one element and another, as shown in the accompanying drawings. Such spatial relation terms are intended to include not only the orientation depicted in the drawings but also different orientations of the device during use or operation. For example, if the device in the drawings is flipped, an element described as being “above” or “upper” relative to another element will subsequently be “below” or “lower” relative to that other element. Therefore, the term “above” includes both “above” and “below” orientations depending on the spatial orientation of the device. The device may also be positioned in other ways (e.g., rotated 90 degrees or in other orientations), and the spatial relation terms used herein will be interpreted accordingly.

[0061] The terminology used herein is for the purpose of describing various examples only and is not intended to limit this disclosure. Unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. The terms “comprising,” “including,” and “having” enumerate the stated features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof.

[0062] Variations in the shapes shown in the accompanying drawings may occur due to manufacturing techniques and / or tolerances. Therefore, the examples described herein are not limited to the specific shapes shown in the accompanying drawings, but include changes in shape that may occur during manufacturing.

[0063] The features of the examples described herein can be combined in various ways that will be apparent upon understanding the disclosure of this application. Furthermore, although the examples described herein have a wide variety of constructions, other constructions are possible, as will be apparent upon understanding the disclosure of this application.

[0064] According to a first aspect of the present invention, an integrated thermal management module is provided, which includes a shunt 30, a power assembly, and a switching assembly.

[0065] The specific structure of the above-mentioned components of the integrated thermal management module according to this embodiment will be described below.

[0066] In this embodiment, as Figures 1 to 5 As shown, the flow divider 30 is formed as a plate-like structure, and its interior has flow channels for conveying coolant, which reduces the flow resistance of the coolant system compared to the water pipe connection method in the prior art. Preferably, the flow divider 30 is formed as a split structure along its thickness direction, which facilitates the formation of the flow channels. The power component is connected to the flow channels and is used to provide power for the flow of coolant within the flow channels; the power component can be a pump. The switching component is also connected to the flow channels and is used to switch the flow path of the coolant within the flow channels to achieve switching between different functional modes.

[0067] In this embodiment, as Figures 3 to 5 As shown, the integrated thermal management module also includes a seal 40, which can be a sealing ring, O-ring, etc. Multiple seals 40 are provided; some seals 40 are sandwiched between the power assembly and the distributor 30, and some seals 40 are sandwiched between the switching assembly and the distributor 30 to achieve a sealed connection. Preferably, the power assembly and the switching assembly are disposed on the side wall of the distributor 30, and are arranged opposite to each other along the thickness direction of the distributor 30, and are fixed to the side wall of the distributor 30 by bolts. This structure and installation method greatly improves the module's internal leakage performance, and also facilitates system venting during vehicle coolant filling or maintenance, improving the thermal efficiency of the thermal management system, making the vehicle energy-efficient and comfortable, and increasing the driving range.

[0068] Specifically, in this embodiment, such as Figures 1 to 6 As shown, the switching assembly includes a first four-way valve 21 and a second four-way valve 22. The first four-way valve 21 has a first inlet 201, a second inlet 202, a first outlet 203, and a second outlet 204. The second four-way valve 22 has an inlet 211, a first outlet 212, a second outlet 213, and a third outlet 214. Preferably, the first four-way valve 21 and the second four-way valve 22 are externally mounted on the diverter 30, and their control method is hard-wired control, carbon film position feedback, and analog voltage output signal.

[0069] More specifically, such as Figures 1 to 6As shown, the side wall of the diverter 30 is provided with a heating core inlet 301, a heat exchanger inlet 302, a heat exchanger outlet 303, an electric drive system inlet 304, an electric drive system outlet 305, a radiator inlet 306, a radiator outlet 307, a heater inlet 308, a heater outlet 309, a battery water pump inlet 310, and a battery outlet 311; wherein, the first inlet 201 is connected to the electric drive system outlet 305, the second inlet 202 is connected to the first drain outlet 212, and the first outlet 203 is connected to the radiator inlet. 306 is connected; radiator outlet 307 and second outlet 204 are respectively connected to electric drive system inlet 304; inlet 211 is connected to battery outlet 311; first drain outlet 212 is connected to heat exchanger inlet 302; heat exchanger outlet 303 and electric drive system outlet 305 are respectively connected to battery water pump inlet 310; second drain outlet 213 is connected to heater inlet 308; heater outlet 309 is connected to battery water pump inlet 310 and heater core inlet 301 respectively; third drain outlet 214 is connected to battery water pump inlet 310.

[0070] Furthermore, in this embodiment, as Figures 1 to 6 As shown, the power components include a motor-driven water pump 11 and a heater pump 12. The motor-driven water pump 11 is located upstream of the electric drive system inlet 304, and the heater pump 12 is located upstream of the heater core inlet 301. Preferably, the motor-driven water pump 11 has a power of 100W, and the heater pump 12 has a power of 20W to meet the cooling and heat dissipation requirements. The motor-driven water pump 11 and the heater pump 12 are controlled by PWM (Pulse Width Modulation) communication, which allows for adjustment of speed, flow rate, and pressure.

[0071] Furthermore, in this embodiment, such as Figures 1 to 5 As shown, the sidewall of the diverter 30 has a protruding mounting portion 31, which is formed as a plate structure. The mounting portion 31 has a mounting hole 32, which is a through hole structure that penetrates the mounting portion 31. In this way, the integrated thermal management module can be installed in the vehicle using fasteners such as bolts.

[0072] In this embodiment, a one-way valve is provided between the water inlet 301 of the warm air core and the water outlet 309 of the heater.

[0073] In this embodiment, as Figures 7 to 17 As shown, the integrated thermal management module includes a first functional mode, a second functional mode, a third functional mode, a fourth functional mode, a fifth functional mode, a sixth functional mode, a seventh functional mode, an eighth functional mode, a ninth functional mode, a tenth functional mode, and an eleventh functional mode.

[0074] like Figure 7As shown, the first functional mode can realize motor heat storage and battery PTC heating; in the first functional mode, the first water inlet 201 is connected to the second water outlet 204, and the water inlet 211 is connected to the second water outlet 213; the flow direction of the coolant includes: Line 1 ( Figure 7 (shown in red) and Line 2 ( Figure 7 (shown in yellow in the middle), where line 1 is motor → first four-way valve 21 (from first inlet 201 to second outlet 204) → motor water pump 11 → electric drive system → motor, and line 2 is battery → second four-way valve 22 (from inlet 211 to second outlet 213) → heater → battery water pump → battery.

[0075] Specifically, the working principle of the first functional mode is as follows: According to the requirements of the vehicle's working mode, the vehicle ECU (computer control module) sends a signal to the motor water pump 11. The motor water pump 11 receives the signal and works normally. The coolant flows from the outlet of the motor water pump 11, that is, from the electric drive system inlet 304, through the electric drive system to the electric drive system outlet 305, and then to the first inlet 201. At this time, the second outlet 204 is in a fully open state, and the first outlet 203 and the second inlet 202 are in a closed state. The first four-way valve 21 outputs the position voltage value at this time and feeds it back to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the first inlet 201 and the second outlet 204 of the first four-way valve 21 are in a connected state. The coolant flows through the first four-way valve 21 to the motor water pump 11 to complete the circulation. The whole process realizes the function of circulating and storing heat for the motor system coolant.

[0076] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump. The battery water pump receives the signal and operates normally. The coolant circulates from the battery water pump outlet, flows through the battery to the battery outlet 311, and then reaches the inlet 211 of the second four-way valve 22. The second drain outlet 213 of the second four-way valve 22 is fully open, while the first drain outlet and the third drain outlet 214 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the second four-way valve 22 from moving. At this time, the inlet 211 and the second drain outlet 213 of the second four-way valve 22 are connected. The coolant flows through the second four-way valve 22 to the heater inlet 308, passes through the heater, flows out from the heater outlet 309, and then reaches the battery water pump inlet 310 to return to the battery water pump to complete the circulation. The whole process realizes the function of heating the battery.

[0077] like Figure 8As shown, the second functional mode enables PTC cabin heating and dehumidification, motor heat storage, and battery PTC heating; in the second functional mode, the first inlet 201 is connected to the second outlet 204, and the inlet 211 is connected to the second drain outlet 213 and the third drain outlet 214 respectively. The coolant flow direction includes: Line 1 ( Figure 8 Line 2 (shown in red) Figure 8 (shown in yellow), Line 3 ( Figure 8 (shown in orange) and line 4 ( Figure 8 (shown in blue in the middle), where line 1 is motor → first four-way valve 21 (from first inlet 201 to second outlet 204) → motor water pump 11 → electric drive system → motor; line 2 is battery → second four-way valve 22 (from inlet 211 to second outlet 213) → heater → battery water pump → battery; line 3 is battery → second four-way valve 22 (from inlet 211 to third outlet 214) → battery water pump → battery; line 4 is warm air water pump 12 → warm air core → one-way valve → heater → warm air water pump 12.

[0078] Specifically, the working principle of the second functional mode is as follows: According to the requirements of the vehicle's working mode, the vehicle ECU (computer control module) sends a signal to the motor water pump 11. The motor water pump 11 receives the signal and works normally. The coolant flows from the outlet of the motor water pump 11, i.e., the electric drive system inlet 304, through the electric drive system to the electric drive system outlet 305, and then to the first inlet 201. At this time, the second outlet 204 is fully open, and the first outlet 203 and the second inlet 202 are closed. The first four-way valve 21 outputs the position voltage value at this time as a signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the first inlet 201 and the second outlet 204 of the first four-way valve 21 are connected. The coolant flows through the first four-way valve 21 to the motor water pump 11 to complete the circulation. The whole process realizes the function of circulating and storing heat for the motor system coolant.

[0079] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump. The battery water pump receives the signal and operates normally, circulating the coolant from the battery water pump outlet through the battery to the battery outlet 311, and then to the inlet 211 of the second four-way valve 22. The second drain outlet 213 and the third drain outlet 214 of the second four-way valve 22 are proportionally open, while the first drain outlet 212 is closed. The second four-way valve 22 outputs a position voltage value signal back to the vehicle ECU. The vehicle ECU, based on the real-time battery temperature, sends a signal command to the valve core of the second four-way valve 22 to proportionally adjust the coolant flow. The coolant flow rate of the heater is such that the inlet 211, the second drain 213, and the third drain 214 of the second four-way valve 22 are connected. The coolant flows through the inlet 211 and the second drain 213 of the second four-way valve 22 to the heater inlet 308, passes through the heater, and flows out from the heater outlet 309. Then it reaches the battery water pump inlet 310 and returns to the battery water pump to complete the cycle. The coolant also flows through the inlet 211 and the third drain 214 of the second four-way valve 22 in a short circuit to the battery water pump inlet 310 and returns to the battery water pump to complete the cycle. The whole process realizes the function of heating the battery.

[0080] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the heater pump 12. The heater pump 12 receives the signal and operates normally. The coolant circulates from the outlet of the heater pump 12, passes through the heater core inlet 301 to the heater core, and then flows through the one-way valve and heater to heat the coolant. After that, it returns to the heater pump 12 through the heating air outlet to complete the circulation, thus realizing the functions of heating and dehumidifying the passenger compartment.

[0081] like Figure 9 As shown, the third functional mode enables PTC cabin heating and dehumidification, motor cooling, and battery self-circulation; in the third functional mode, the first water inlet 201 is connected to the first water outlet 203, and the water inlet 211 is connected to the third water outlet 214; the coolant flow direction includes: Line 1 ( Figure 9 Line 2 (shown in red) Figure 9 (shown in blue), Line 3 ( Figure 9 (shown in orange) Line 1 is: motor → first four-way valve 21 (from first inlet 201 to first outlet 203) → radiator → motor water pump 11 → electric drive system → motor; Line 2 is: heater → warm air water pump 12 → warm air core → heater; Line 3 is: battery → second four-way valve 22 (from inlet 211 to third outlet 214) → battery water pump → battery.

[0082] Specifically, the working principle of the third functional mode is as follows: According to the vehicle's working mode requirements, the vehicle ECU sends a signal to the motor water pump 11. The motor water pump 11 receives the signal and operates normally. The coolant circulates from the outlet of the motor water pump 11, i.e., the electric drive system inlet 304, through the electric drive system to the electric drive system outlet 305, and then reaches the first inlet 201 of the first four-way valve 21. The first outlet 203 of the first four-way valve 21 is fully open, while the second inlet 202 and the second outlet 204 are closed. In the closed state, the first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the first inlet 201 and the first outlet 203 of the first four-way valve 21 are connected. The coolant flows through the first four-way valve 21 to the radiator inlet 306 and enters the radiator. Then it flows out from the radiator outlet 307 and enters the motor water pump 11 to complete the circulation. The whole process realizes the function of circulating and cooling the coolant of the motor system.

[0083] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump. The battery water pump receives the signal and operates normally. The coolant circulates from the battery water pump outlet, through the battery, to the battery outlet 311, and then to the inlet 211 of the second four-way valve 22. The third drain port 214 of the second four-way valve 22 is fully open, while the first drain port 212 and the second drain port 213 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the second four-way valve 22 from moving. At this time, the inlet 211 and the third drain port 214 of the second four-way valve 22 are connected. The coolant flows through the second four-way valve 22 to the battery water pump inlet 310 and back to the battery water pump to complete the circulation. The whole process realizes the battery self-circulation function.

[0084] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the heater pump 12. The heater pump 12 receives the signal and operates normally. The coolant circulates from the outlet of the heater pump 12, passes through the heater core inlet 301 to the heater core, and then flows through the one-way valve and heater to heat the coolant. After that, it returns to the heater pump 12 through the heater outlet 309 to complete the circulation, thus realizing the functions of heating and dehumidifying the passenger compartment.

[0085] like Figure 10 As shown, the fourth functional mode can realize the heating of the battery by the waste heat of the motor and the heating of the battery PTC; in the fourth functional mode, the water inlet 211, the first drain outlet 212, the second water inlet 202 and the second water outlet 204 are connected in sequence, and the water inlet 211 is connected to the second drain outlet 213; the flow direction of the coolant includes: Line 1 ( Figure 10 (shown in red) and Line 2 ( Figure 10(shown in yellow) Line 1 is: motor → battery water pump → battery → second four-way valve 22 (inlet 211 to first outlet 212) → first four-way valve 21 (second inlet 202 to second outlet 204) → motor water pump 11 → electric drive system → motor. Line 2 is: battery → second four-way valve 22 (inlet 211 to second outlet 213) → heater → battery water pump → battery.

[0086] Specifically, the working principle of the fourth functional mode is as follows: According to the requirements of the vehicle's working mode, the vehicle ECU sends a signal to the battery water pump and motor water pump 11. The battery water pump and motor water pump 11 receive the signal and operate normally. The coolant circulates from the battery water pump outlet through the battery to the battery outlet 311, and then reaches the inlet 211 of the second four-way valve 22. The first drain outlet 212 and the second drain outlet 213 of the second four-way valve 22 are in a proportional adjustment state, and the third drain outlet 214 is in a closed state. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command according to the real-time battery temperature to make the valve core of the second four-way valve 22 proportionally adjust and distribute the coolant flow through the heater. At this time, the inlet 211 of the second four-way valve 22 is connected to the first drain outlet 212 and the second drain outlet 213. The coolant flows through the inlet 211 of the second four-way valve 22 to the second drain outlet 213 to the heater inlet 308, passes through the heater, and exits from the heater outlet. 309 flows out, then reaches the battery water pump inlet 310 and returns to the battery water pump to complete the circulation; the other path of the coolant goes through the inlet 211 of the second four-way valve 22 to the first outlet 212 and reaches the second inlet 202 of the first four-way valve 21. The second outlet 204 of the first four-way valve 21 is in the fully open state, and the first outlet 203 and / or the first inlet 201 is in the closed state. The first four-way valve 21 outputs a position voltage value signal to the vehicle ECU, and the vehicle ECU issues a signal command to... When the valve core of the first four-way valve 21 stops operating, the second inlet 202 and the second outlet 204 of the first four-way valve 21 are connected. The coolant enters the motor water pump 11 after passing through the first four-way valve 21, and then flows out from the outlet of the motor water pump 11 to the inlet 304 of the electric drive system. After passing through the outlet 305 of the electric drive system, it continues to circulate to the inlet 310 of the battery water pump, and finally returns to the battery water pump to complete the circulation. The whole process realizes the functions of heating the battery PTC and heating the battery using the waste heat of the motor.

[0087] like Figure 11As shown, the fifth functional mode can realize PTC cabin heating and dehumidification, motor waste heat heating of the battery, and battery PTC heating; in the fifth functional mode, the water inlet 211, the first drain outlet 212, the second water inlet 202, and the second water outlet 204 are connected in sequence, and the water inlet 211 is connected to the second drain outlet 213; the flow direction of the coolant includes: Line 1 ( Figure 11 Line 2 (shown in red) Figure 11 (shown in yellow) and line 3 ( Figure 11 (shown in blue) Line 1 is: motor → battery water pump → battery → second four-way valve 22 (inlet 211 to first outlet 212) → first four-way valve 21 (second inlet 202 to second outlet 204) → motor water pump 11 → electric drive system → motor; Line 2 is: battery → second four-way valve 22 (inlet 211 to second outlet 213) → heater → battery water pump → battery; Line 3 is: heater → warm air water pump 12 → radiator → heater.

[0088] Specifically, the working principle of the fifth functional mode is as follows: According to the requirements of the vehicle's working mode, the vehicle ECU sends a signal to the battery water pump and motor water pump 11. The battery water pump and motor water pump 11 receive the signal and operate normally. The coolant circulates from the battery water pump outlet through the battery to the battery outlet 311, and then reaches the inlet 211 of the second four-way valve 22. The first drain outlet 212 and the second drain outlet 213 of the second four-way valve 22 are in a proportional adjustment state, and the third drain outlet 214 is in a closed state. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command according to the real-time battery temperature to make the valve core of the second four-way valve 22 proportionally adjust and distribute the coolant flow through the heater. At this time, the inlet 211 of the second four-way valve 22 is connected to the first drain outlet 212 and the second drain outlet 213. The coolant flows through the inlet 211 of the second four-way valve 22 to the second drain outlet 213 to the heater inlet 308, passes through the heater, and exits from the heater outlet. 309 flows out, then reaches the battery water pump inlet 310 and returns to the battery water pump to complete the circulation; the other path of the coolant goes through the inlet 211 of the second four-way valve 22 to the first outlet 212 and reaches the second inlet 202 of the first four-way valve 21. The second outlet 204 of the first four-way valve 21 is in the fully open state, and the first outlet 203 and / or the first inlet 201 is in the closed state. The first four-way valve 21 outputs a position voltage value signal to the vehicle ECU, and the vehicle ECU issues a signal command to... When the valve core of the first four-way valve 21 stops operating, the second inlet 202 and the second outlet 204 of the first four-way valve 21 are connected. The coolant enters the motor water pump 11 after passing through the first four-way valve 21, and then flows out from the outlet of the motor water pump 11 to the inlet 304 of the electric drive system. After passing through the outlet 305 of the electric drive system, it continues to circulate to the inlet 310 of the battery water pump, and finally returns to the battery water pump to complete the circulation. The whole process realizes the functions of heating the battery PTC and heating the battery using the waste heat of the motor.

[0089] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the heater pump 12. The heater pump 12 receives the signal and operates normally. The coolant circulates from the outlet of the heater pump 12, passes through the heater core inlet 301 to the heater core, and then flows through the one-way valve and heater to heat the coolant. After that, it returns to the heater pump 12 through the heater outlet 309 to complete the circulation, thus realizing the functions of heating and dehumidifying the passenger compartment.

[0090] like Figure 12 As shown, the sixth functional mode can realize the heating of the battery by the waste heat of the motor; in the sixth functional mode, the water inlet 211, the first drain outlet 212, the second water inlet 202, and the second water outlet 204 are connected in sequence; the flow direction of the coolant includes: Line 1 ( Figure 12(shown in red in the middle) Line 1 is: motor → battery water pump → battery → second four-way valve 22 (from water inlet 211 to first drain outlet 212) → first four-way valve 21 (from second water inlet 202 to second water outlet 204) → motor water pump 11 → electric drive system → motor.

[0091] Specifically, the working principle of the sixth functional mode is as follows: According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump and motor water pump 11. The battery water pump and motor water pump 11 receive the signal and operate normally. The coolant circulates from the battery water pump outlet through the battery to the battery outlet 311, and then reaches the inlet 211 of the second four-way valve 22. The first drain outlet 212 of the second four-way valve 22 is fully open, while the second drain outlet 213 and the third drain outlet 214 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the second four-way valve 22 from moving. At this time, the inlet 211 and the first drain outlet 212 of the second four-way valve 22 are connected, and the coolant flows through the inlet 211 of the second four-way valve 22 to the first drain outlet. 212 reaches the second inlet 202 of the first four-way valve 21. The second outlet 204 of the first four-way valve 21 is fully open, while the first inlet 201 and the first outlet 203 are closed. The first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the second inlet 202 and the second outlet 204 of the first four-way valve 21 are connected. The coolant enters the motor water pump 11 after passing through the first four-way valve 21, and then flows out from the outlet of the motor water pump 11 to the electric drive system inlet 304. It then passes through the electric drive system and the electric drive system outlet 305, and continues to circulate to the battery water pump inlet 310, finally returning to the battery water pump to complete the circulation. The whole process realizes the function of using the waste heat of the motor to heat the battery.

[0092] like Figure 13 As shown, the seventh functional mode enables PTC cabin heating and dehumidification, as well as motor waste heat heating of the battery; in the seventh functional mode, the water inlet 211, the first drain outlet 212, the second inlet 202, and the second outlet 204 are connected sequentially; the coolant flow direction includes: Line 1 ( Figure 13 Line 2 (shown in red) Figure 13 (shown in blue) Line 1 is: motor → battery water pump → battery → second four-way valve 22 (from water inlet 211 to first drain outlet 212) → first four-way valve 21 (from second water inlet 202 to second water outlet 204) → motor water pump 11 → electric drive system → motor; Line 2 is: heater → warm air water pump 12 → radiator → heater.

[0093] Specifically, the working principle of the seventh functional mode is as follows: According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump and motor water pump 11. The battery water pump and motor water pump 11 receive the signal and operate normally. The coolant circulates from the battery water pump outlet through the battery to the battery outlet 311, and then reaches the inlet 211 of the second four-way valve 22. The first drain outlet 212 of the second four-way valve 22 is fully open, while the second drain outlet 213 and the third drain outlet 214 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the second four-way valve 22 from moving. At this time, the inlet 211 and the first drain outlet 212 of the second four-way valve 22 are connected, and the coolant flows through the inlet 211 of the second four-way valve 22 to the first drain outlet. 212 reaches the second inlet 202 of the first four-way valve 21. The second outlet 204 of the first four-way valve 21 is fully open, while the first inlet 201 and the first outlet 203 are closed. The first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the second inlet 202 and the second outlet 204 of the first four-way valve 21 are connected. The coolant enters the motor water pump 11 after passing through the first four-way valve 21, and then flows out from the outlet of the motor water pump 11 to the electric drive system inlet 304. It then passes through the electric drive system to the electric drive system outlet 305, continues to circulate to the battery water pump inlet 310, and finally returns to the battery water pump to complete the circulation. The whole process realizes the function of using the waste heat of the motor to heat the battery.

[0094] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the heater pump 12. The heater pump 12 receives the signal and operates normally. The coolant circulates from the outlet of the heater pump 12, passes through the heater core inlet 301 to the heater core, and then flows through the one-way valve and heater to heat the coolant. After that, it returns to the heater pump 12 through the heater outlet 309 to complete the circulation, thus realizing the functions of heating and dehumidifying the passenger compartment.

[0095] like Figure 14 As shown, the eighth functional mode enables motor cooling and battery self-circulation; in the eighth functional mode, the first water inlet 201 is connected to the first water outlet 203, and the water inlet 211 is connected to the third water outlet 214; the flow direction of the coolant includes: Line 1 ( Figure 14 Line 2 (shown in red) Figure 14 (shown in orange) Line 1 is: motor → first four-way valve 21 (from first inlet 201 to first outlet 203) → radiator → motor water pump 11 → electric drive system → motor; Line 2 is: battery → second four-way valve 22 (from inlet 211 to third outlet 214) → battery water pump → battery.

[0096] Specifically, the working principle of the eighth functional mode is as follows: According to the vehicle's working mode requirements, the vehicle ECU sends a signal to the motor water pump 11. The motor water pump 11 receives the signal and operates normally. The coolant circulates from the outlet of the motor water pump 11, i.e., the electric drive system inlet 304, through the electric drive system to the electric drive system outlet 305, and then reaches the first inlet 201 of the first four-way valve 21. The first outlet 203 of the first four-way valve 21 is fully open, while the second inlet 202 and the second outlet 204 are closed. In the closed state, the first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the first inlet 201 and the first outlet 203 of the first four-way valve 21 are connected. The coolant flows through the first four-way valve 21 to the radiator inlet 306 and enters the radiator. Then it flows out from the radiator outlet 307 and enters the motor water pump 11 to complete the circulation. The whole process realizes the function of circulating and cooling the coolant of the motor system.

[0097] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump. The battery water pump receives the signal and operates normally. The coolant circulates from the battery water pump outlet, flows through the battery to the battery water pump outlet, and then reaches the inlet 211 of the second four-way valve 22. The third drain port 214 of the second four-way valve 22 is fully open, while the first drain port 212 and the second drain port 213 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the second four-way valve 22 from moving. At this time, the inlet 211 and the third drain port 214 of the second four-way valve 22 are connected. The coolant passes through the battery water pump inlet 310 of the second four-way valve 22 and returns to the battery water pump to complete the circulation. The whole process realizes the battery self-circulation function.

[0098] like Figure 15 As shown, the ninth functional mode can achieve motor heat dissipation and battery cooling; in the ninth functional mode, the first water inlet 201 is connected to the second water outlet 204, and the water inlet 211 is connected to the first water outlet 212; the flow direction of the coolant includes: Line 1 ( Figure 15 Line 2 (shown in red) Figure 15 (shown in orange) Line 1 is: motor → first four-way valve 21 (from first inlet 201 to first outlet 203) → radiator → motor water pump 11 → electric drive system → motor; Line 2 is: battery → second four-way valve 22 (from inlet 211 to first outlet 212) → heat exchanger → battery water pump → battery.

[0099] Specifically, the working principle of the ninth functional mode is as follows: According to the vehicle's working mode requirements, the vehicle ECU sends a signal to the motor water pump 11. The motor water pump 11 receives the signal and operates normally. The coolant circulates from the outlet of the motor water pump 11, i.e., the electric drive system inlet 304, through the electric drive system to the electric drive system outlet 305, and then reaches the first inlet 201 of the first four-way valve 21. The first outlet 203 of the first four-way valve 21 is fully open, while the second inlet 202 and the second outlet 204 are closed. In the closed state, the first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the first inlet 201 and the first outlet 203 of the first four-way valve 21 are connected. The coolant flows through the first four-way valve 21 to the radiator inlet 306 and enters the radiator. Then it flows out from the radiator outlet 307 and enters the motor water pump 11 to complete the circulation. The whole process realizes the function of circulating and cooling the coolant of the motor system.

[0100] According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the battery water pump. The battery water pump receives the signal and operates normally. The coolant circulates from the battery water pump outlet, flows through the battery to the battery outlet 311, and then reaches the inlet 211 of the second four-way valve 22. The first drain port 212 of the second four-way valve 22 is fully open, while the second drain port 213 and the third drain port 214 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the second four-way valve 22 from moving. At this time, the inlet 211 and the first drain port 212 of the second four-way valve 22 are connected. The coolant flows through the second four-way valve 22 to the heat exchanger inlet 302 and enters the heat exchanger. Then it flows out from the heat exchanger outlet 303 and reaches the battery water pump inlet 310 to enter the battery water pump and complete the circulation. The entire process achieves the function of cooling the battery system.

[0101] like Figure 16 As shown, the tenth function mode enables cyclic cooling of the motor and battery; in the tenth function mode, the water inlet 211, the first drain outlet 212, the second water inlet 202, and the first water outlet 203 are connected sequentially; the flow direction of the coolant includes: Line 1 ( Figure 16 (shown in red in the middle) Line 1 is: motor → battery water pump → battery → second four-way valve 22 (water inlet 211 to first drain outlet 212) → first four-way valve 21 (second water inlet 202 to first water outlet 203) → radiator → motor water pump 11 → electric drive system → motor.

[0102] Specifically, the working principle of the tenth functional mode is as follows: According to the vehicle's operating mode requirements, the vehicle ECU sends a signal to the motor water pump 11 and the battery water pump. The motor water pump 11 and the battery water pump receive the signal and operate normally. The coolant circulates from the outlet of the motor water pump 11 (i.e., the electric drive system inlet 304), through the electric drive system to the electric drive system outlet 305, and then through the battery water pump inlet 310 to the battery water pump. After passing through the battery water pump, the coolant flows through the battery and the battery outlet 311, reaching the inlet 211 of the second four-way valve 22. The first drain outlet 212 of the second four-way valve 22 is fully open, while the second drain outlet 213 and the third drain outlet 214 are closed. The second four-way valve 22 outputs a position voltage value signal to the vehicle ECU, which then sends a signal command to stop the valve core of the second four-way valve 22 from operating. When the inlet 211 and the outlet 212 of the second four-way valve 22 are connected, the coolant flows through the second four-way valve 22 to the second inlet 202 of the first four-way valve 21. The first outlet 203 of the first four-way valve 21 is fully open, and the first inlet 201 and the second outlet 204 are closed. The first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the second inlet 202 and the first outlet 203 of the first four-way valve 21 are connected. The coolant flows through the first four-way valve 21 to the radiator inlet 306 and enters the radiator. Then it flows out from the radiator outlet 307 and enters the motor water pump 11 to complete the circulation. The whole process realizes the function of series circulation cooling of the battery and motor system coolant.

[0103] like Figure 17 As shown, the eleventh functional mode can realize the recovery of motor waste heat; in the eleventh functional mode, the second inlet 202 and the second outlet 204 are connected, and the second four-way valve 22 is closed; the flow direction of the coolant includes: Line 1 ( Figure 17 (shown in red in the middle) Line 1 is: motor → heat exchanger → first four-way valve 21 (from second inlet 202 to second outlet 204) → motor pump 11 → electric drive system → motor.

[0104] Specifically, the working principle of the eleventh functional mode is as follows: According to the vehicle's working mode requirements, the vehicle ECU sends a signal to the motor water pump 11. The motor water pump 11 receives the signal and operates normally. The coolant circulates from the outlet of the motor water pump 11, i.e., the electric drive system inlet 304, through the electric drive system to the electric drive system outlet 305, and then reaches the heat exchanger outlet 303. It then flows in the reverse direction through the heat exchanger and flows out from the heat exchanger inlet 302, reaching the second inlet 202 of the first four-way valve 21. The second outlet 204 of the first four-way valve 21 is fully open, and the first outlet 202... When the first inlet 201 is closed, the first four-way valve 21 outputs a position voltage value signal to the vehicle ECU. The vehicle ECU sends a signal command to stop the valve core of the first four-way valve 21 from moving. At this time, the second inlet 202 and the second outlet 204 of the first four-way valve 21 are connected. The coolant flows through the four-way valve to the inlet of the motor water pump 11 and reaches the motor water pump 11 to complete the circulation. The whole process achieves the function of recovering the waste heat of the motor system by connecting the motor and the heat exchanger in series and exchanging heat between the motor and the refrigerant side through the heat exchanger.

[0105] The integrated thermal management module according to the present invention includes a flow divider, a power assembly, and a switching assembly. The flow divider has a flow channel formed inside for conveying coolant. The power assembly communicates with the flow channel and provides power for the coolant to flow within the flow channel. The switching assembly communicates with the flow channel and includes a first four-way valve and a second four-way valve. The first four-way valve has a first inlet, a second inlet, a first outlet, and a second outlet. The second four-way valve has an inlet, a first outlet, a second outlet, and a third outlet. A heater core inlet and a heat exchanger inlet, which communicate with the flow channel, are provided on the side wall of the flow divider. The system includes heat exchanger outlet, electric drive system inlet, electric drive system outlet, radiator inlet, radiator outlet, heater inlet, heater outlet, battery water pump inlet, and battery outlet. By switching between two four-way valves and coordinating with the power components, it meets the requirements of various operating modes. It boasts advantages such as simple structure, small size, and easy installation, thereby reducing overall vehicle weight, minimizing vehicle parts, lowering costs, reducing overall system pressure loss, facilitating coolant filling or system venting during maintenance, improving the thermal efficiency of the thermal management system, resulting in energy-efficient and comfortable vehicles, and increasing driving range.

[0106] A second aspect of the invention provides a vehicle including the integrated thermal management module as described above, thus having all the beneficial effects of an integrated thermal management module, which will not be repeated here.

[0107] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The protection scope of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the technical scope disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the protection scope of this application. Therefore, the protection scope of this application should be determined by the protection scope of the claims.

Claims

1. An integrated thermal management module, characterized in that, include: The flow divider has internal channels for conveying coolant. A power assembly, connected to the flow channel, is used to provide power for the flow of the coolant within the flow channel; A switching component is connected to the flow channel. The switching component includes a first four-way valve and a second four-way valve. The first four-way valve has a first inlet, a second inlet, a first outlet, and a second outlet. The second four-way valve has an inlet, a first outlet, a second outlet, and a third outlet. The side wall of the diverter is provided with a water inlet for the heating core, a water inlet for the heat exchanger, a water outlet for the heat exchanger, a water inlet for the electric drive system, a water outlet for the electric drive system, a water inlet for the radiator, a water outlet for the radiator, a water inlet for the heater, a water outlet for the heater, a water inlet for the battery water pump, and a water outlet for the battery. The first water inlet is connected to the water outlet of the electric drive system, and the second water inlet is connected to the first water outlet; the first water outlet is connected to the water inlet of the radiator, and the water outlet of the radiator and the second water outlet are respectively connected to the water inlet of the electric drive system. The water inlet is connected to the battery outlet; the first drain outlet is connected to the heat exchanger inlet, and the heat exchanger outlet and the electric drive system outlet are respectively connected to the battery water pump inlet; the second drain outlet is connected to the heater inlet; the heater outlet is respectively connected to the battery water pump inlet and the heater core inlet; the third drain outlet is connected to the battery water pump inlet.

2. The integrated thermal management module according to claim 1, characterized in that, The power components include a motor water pump and a heater water pump. The motor water pump is located upstream of the water inlet of the electric drive system, and the heater water pump is located upstream of the water inlet of the heater core.

3. The integrated thermal management module according to claim 1, characterized in that, A one-way valve is provided between the water inlet of the heating core and the water outlet of the heater.

4. The integrated thermal management module according to claim 1, characterized in that, include: In the first functional mode, the motor heat storage and battery PTC heating are realized; in the first functional mode, the first water inlet is connected to the second water outlet, and the water inlet is connected to the second water outlet. The second functional mode enables PTC cabin heating and dehumidification, motor heat storage, and battery PTC heating. In the second functional mode, the first water inlet is connected to the second water outlet, and the water inlet is connected to the second drain outlet and the third drain outlet, respectively.

5. The integrated thermal management module according to claim 1, characterized in that, include: The third functional mode enables PTC cabin heating and dehumidification, motor heat dissipation, and battery self-circulation. In the third functional mode, the first water inlet is connected to the first water outlet, and the water inlet is connected to the third water outlet. The eighth function mode enables motor heat dissipation and battery self-circulation; In the eighth functional mode, the first water inlet is connected to the first water outlet, and the water inlet is connected to the third water outlet.

6. The integrated thermal management module according to claim 1, characterized in that, include: The fourth functional mode enables the use of waste heat from the motor to heat the battery and the battery's PTC heating function. In the fourth functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence, and the water inlet is connected to the second drain outlet. The fifth functional mode enables PTC cabin heating and dehumidification, motor waste heat heating of the battery, and battery PTC heating; in the fifth functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence, and the water inlet is connected to the second drain outlet. The sixth functional mode enables the waste heat from the motor to heat the battery; in the sixth functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence. The seventh functional mode enables PTC cabin heating and dehumidification, as well as motor waste heat heating of the battery; in the seventh functional mode, the water inlet, the first drain outlet, the second inlet, and the second outlet are connected in sequence.

7. The integrated thermal management module according to claim 1, characterized in that, include: The ninth function mode enables heat dissipation for both the motor and the battery. In the ninth functional mode, the first water inlet is connected to the second water outlet, and the water inlet is connected to the first water outlet. The tenth function mode enables cyclic heat dissipation for the motor and battery; in the tenth function mode, the water inlet, the first drain outlet, the second inlet, and the first outlet are connected in sequence.

8. The integrated thermal management module according to claim 1, characterized in that, include: In the eleventh functional mode, waste heat recovery from the motor is achieved; in the eleventh functional mode, the second inlet and the second outlet are connected, and the second four-way valve is closed.

9. The integrated thermal management module according to claim 1, characterized in that, The sidewall of the diverter has a protruding mounting portion, and the mounting portion has a mounting hole. The integrated thermal management module also includes: Multiple seals are provided, some of which are sandwiched between the power assembly and the diverter, and some of which are sandwiched between the switching assembly and the diverter.

10. A vehicle, characterized in that, Includes the integrated thermal management module as described in any one of claims 1 to 9.

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